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Home My WebLink AboutCROWNE ON TIMBERLINE - PDP - PDP130009 - REPORTS - TRAFFIC STUDY (3)CROWNE ON TIMBERLINE TRANSPORTATION IMPACT STUDY FORT COLLINS, COLORADO MAY 2013 Prepared for: Crowne Partners 505 North 20th Street, Suite 1015 Birmingham, AL 35203 Prepared by: DELICH ASSOCIATES 2272 Glen Haven Drive Loveland, CO 80538 Phone: 970-669-2061 FAX: 970-669-5034 Project #1286 DELICH Crowne on Timberline TIS, May 2013 ASSOCIATES TABLE OF CONTENTS I. INTRODUCTION........................................................................................................ 1 II. EXISTING CONDITIONS .......................................................................................... 2 Land Use......................................................................................................................... 2 Streets............................................................................................................................. 2 Existing Traffic................................................................................................................. 5 Existing Operation........................................................................................................... 7 Pederstrian Facilities....................................................................................................... 9 Bicycle Facilities..............................................................................................................9 Transit Facilities ..............................................................................................................9 III. PROPOSED DEVELOPMENT............................................................................... 10 Trip Generation ............................................................................................................. 10 Trip Distribution ............................................................................................................. 12 Background Traffic Projections ..................................................................................... 12 Trip Assignment ............................................................................................................ 12 Signal Warrants............................................................................................................. 12 Geometry ...................................................................................................................... 20 Operation Analysis ........................................................................................................ 22 Pedestrian Level of Service........................................................................................... 26 Bicycle Level of Service ................................................................................................ 33 Transit Level of Service................................................................................................. 33 IV. CONCLUSIONS .................................................................................................... 34 DELICH Crowne on Timberline TIS, May 2013 ASSOCIATES LIST OF TABLES 1. Current Peak Hour Operation.................................................................................... 8 2. Trip Generation ....................................................................................................... 10 3. Short Range (2018) Background Peak Hour Operation .......................................... 24 4. Long Range (2035) Background Peak Hour Operation........................................... 27 5. Short Range (2018) Total Peak Hour Operation ..................................................... 29 6. Long Range (2035) Total Peak Hour Operation...................................................... 31 LIST OF FIGURES 1. Site Location ............................................................................................................. 3 2. Current Roadway Geometry...................................................................................... 4 3. Recent Peak Hour Traffic .......................................................................................... 6 4. Site Plan.................................................................................................................. 11 5. Trip Distribution ....................................................................................................... 13 6. Short Range (2018) Background Peak Hour Traffic................................................ 14 7. Long Range (2035) Background Peak Hour Traffic................................................. 15 8. Short Range (2018) Site Generated Peak Hour Traffic........................................... 16 9. Long Range (2035) Site Generated Peak Hour Traffic............................................ 17 10. Short Range (2018) Total Peak Hour Traffic ........................................................... 18 11. Long Range (2035) Total Peak Hour Traffic............................................................ 19 12. Short Range (2018) Geometry ................................................................................ 21 13. Long Range (2035) Geometry................................................................................. 23 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. Signal Warrant Data E. Short Range (2018) Background Peak Hour Operation F. Long Range (2035) Background Peak Hour Operation G. Short Range (2018) Total Peak Hour Operation H. Long Range (2035) Total Peak Hour Operation I. Pedestrian/Bicycle Level of Service Worksheets DELICH Crowne on Timberline TIS, May 2013 ASSOCIATES Page 1 I. INTRODUCTION This Transportation Impact Study (TIS) addresses the capacity, geometric, and control requirements for the proposed Crowne on Timberline. The proposed Crowne on Timberline is located on the west side of Timberline Road north of Linden Park in Fort Collins, Colorado. During the course of the analysis, numerous contacts were made with the project planning consultant (Vignette Studios), the project engineer (Aspen Engineering), and the City of Fort Collins Traffic Operations Engineer. 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. 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 This is a revision of a previous TIS (March 2013). This revision addresses City of Fort Collins staff comments dated April 9, 2013. DELICH Crowne on Timberline TIS, May 2013 ASSOCIATES Page 2 II. EXISTING CONDITIONS The location of the Crowne on Timberline is shown in Figure 1. It is important that a thorough understanding of the existing conditions be presented. Land Use Land uses in the area are primarily residential, institutional (school), or open. There are residential uses (Westchase and Timber Condos) to the east of the site. Bacon Elementary is to the northeast of the site. Kechter Farms (a residential use) to the east/southeast of the site has General Development Plan approval. Mail Creek Crossing is a residential use to the east of Timberline Road that is going through the Larimer County development review process. The Crowne on Timberline site is currently vacant. The center of Fort Collins lies to the northwest of the proposed Crowne on Timberline site. Streets The primary streets near the Crowne on Timberline site are Timberline Road, Trilby Road, Kechter Road, Fossil Creek Parkway, and Zephyr Road. Figure 2 shows the current geometry at the key intersections. Timberline Road is east of (adjacent to) the proposed Crowne on Timberline site. It is a north-south street classified as a four-lane arterial street, north of Trilby Road and a two-lane arterial street, south of Trilby Road on the Fort Collins Master Street Plan. Currently, Timberline Road has a two-lane cross section in this area. At the Timberline/ Kechter-Willow Springs intersection, Timberline Road has northbound and southbound left-turn lanes and a through/right-turn lane in each direction. At the Timberline/Zephyr intersection, Timberline Road has a southbound left-turn lane, a through lane in each direction, and a northbound right-turn lane. At the Timberline/Fossil Creek intersection, Timberline Road has northbound and southbound left-turn lanes, a northbound through/right-turn lane, a southbound through lane, and a southbound right-turn lane. At the Timberline/Trilby intersection, Timberline Road has northbound and southbound left-turn lanes and a through/right-turn lane in each direction. The Timberline/Kechter- Willow Springs and Timberline/Trilby intersections have signal control. The Timberline/ Zephyr and Timberline/Fossil Creek intersections have stop sign control on Zephyr Road and Fossil Creek, respectively. The posted speed limit on Timberline Road is 40 mph, north of Trilby Road and 50 mph, south of Trilby Road. Trilby Road is south of the proposed Crowne on Timberline site. It is an east- west street classified as a four-lane arterial, west of Timberline Road and a two-lane collector, east of Timberline Road on the Fort Collins Master Street Plan. Currently, Trilby Road has a two-lane cross section. Trilby Road currently has a gap between Kechter Timberline Fossil Creek Trilby Zephyr Willow Springs SCALE: 1"=1000' SITE LOCATION Figure 1 DELICH ASSOCIATES Crowne On Timberline TIS, May 2013 Page 3 CURRENT ROADWAY GEOMETRY Figure 2 DELICH ASSOCIATES Crowne on Timberline TIS, May 2013 Page 4 Trilby Zephyr Willow Kechter Springs Fossil Creek Timberline - Denotes Lane Trilby Road and Ziegler Road. Trilby Road ends approximately 230 feet east of Westchase Road and approximately 1000 feet west of Ziegler Road. At the Timberline/Trilby intersection, Trilby Road has eastbound and westbound left-turn lanes and a through/right-turn lane in each direction. The posted speed limit on Trilby Road is 40 mph, west of Timberline Road and 25 mph, east of Timberline Road. Kechter Road is north of the proposed Crowne on Timberline site. It is an east- west street classified as a two-lane arterial on the Fort Collins Master Street Plan. Currently, Kechter Road has a two-lane cross section. At the Timberline/Kechter-Willow Springs intersection, Kechter Road has a westbound left-turn lane, a westbound through lane, and a westbound right-turn lane. Willow Springs Way has an eastbound left-turn lane and a through/right-turn lane. The posted speed limit on this segment of Kechter Road is 40 mph. Zephyr Road is northeast of the proposed Crowne on Timberline site. It is an east-west street classified as a two-lane collector street on the Fort Collins Master Street Plan. Currently, Zephyr Road has a two-lane cross section. Zephyr Road only has an east leg at the Timberline/Zephyr intersection. At the Timberline/Zephyr intersection, Zephyr Road has a westbound left-turn lane and a westbound right-turn lane. The posted speed limit on Zephyr Road is 25 mph. Fossil Creek Parkway is south of the proposed Crowne on Timberline site. It is an east-west street classified as a local street on the Fort Collins Master Street Plan. Currently, Fossil Creek Parkway has a two-lane cross section. At the Timberline/Fossil Creek intersection, Fossil Creek Parkway has all westbound movements combined into a single lane. The west leg (eastbound) of Fossil Creek Parkway is wide enough that right-turning vehicles bypass the through/left-turning vehicles. Existing Traffic Recent peak hour traffic volumes at the Timberline/Kechter-Willow Springs, Timberline/Zephyr, Timberline/Fossil Creek, and Timberline/Trilby intersections are shown in Figure 3. The counts at the Timberline/Zephyr and Timberline/Fossil Creek intersections were obtained in May 2012. The counts at the Timberline/Kechter-Willow Springs intersection were based off of counts in November 2010. The counts at the Timberline/Trilby intersection were based off of counts in September 2011. Raw traffic count data is provided in Appendix B. The counts at the Timberline/Kechter-Willow Springs and Timberline/Trilby intersections were adjusted/balanced to reflect the recent counts at the Timberline/Zephyr and Timberline/Fossil Creek intersections. Kechter Road was closed or not available for normal traffic for several months due to construction. This affected the traffic volumes on Timberline Road, as well. The adjustments are outlined in an email provided in Appendix B. DELICH Crowne on Timberline TIS, May 2013 ASSOCIATES Page 5 RECENT BALANCED PEAK HOUR TRAFFIC Figure 3 DELICH ASSOCIATES Crowne on Timberline TIS, May 2013 Page 6 29/48 465/542 5/26 215/340 318/515 7/11 295/305 10/46 33/48 7/17 32/19 32/11 11/49 832/785 1/30 14/75 496/914 29/71 52/25 0/0 63/18 80/31 1/0 5/2 Trilby Zephyr 10/41 363/829 72/102 50/30 39/23 38/15 9/23 732/654 295/201 122/98 11/24 144/293 Willow Kechter Springs Fossil Creek Timberline 525/1046 20/91 959/817 5/24 77/61 14/14 AM/PM DELICH Crowne on Timberline TIS, May 2013 ASSOCIATES Page 7 Existing Operation The Timberline/Kechter-Willow Springs, Timberline/Zephyr, Timberline/Fossil Creek, and Timberline/Trilby intersections were evaluated using techniques provided in the 2010 Highway Capacity Manual. Using the morning and afternoon peak hour traffic shown in Figure 3, the peak hour operation is shown in Table 1. Calculation forms are provided in Appendix C. The key intersections are currently operating acceptably with existing control and geometry in the morning and afternoon peak hours, except for the northbound approach at the Timberline/Kechter-Willow Springs intersection in the morning and afternoon peak hours. Adjustments to the City’s current signal timing resulted in acceptable operation of the intersection with regard to delay (SB through/right-turn: 55.2 seconds = LOS E). This operation is also shown in Table 1. However, in the morning peak hour, due to northbound through/right-turn volume and the 2010 HCM, a volume to capacity ratio of 1.04 results in a level of service F. It is important to note that, according to Figure 8-4 in LCUASS, a northbound right-turn lane is currently warranted (both peak hours) and a southbound right-turn lane is currently warranted (afternoon peak hour) at the Timberline/Kechter-Willow Springs intersection and would result in acceptable operation of the intersection. At the Timberline/Zephyr intersection, the calculated delay for the westbound left-turns during the afternoon peak hour was commensurate with level of service E. At the Timberline/Fossil Creek intersection during both peak hours, the calculated delay for the eastbound left- turn/through movement was commensurate with level of service F. A description of level of service for signalized and unsignalized intersections from the 2010 Highway Capacity Manual and a table showing the Fort Collins Motor Vehicle LOS Standards (Intersections) are also provided in Appendix C. The Crowne on Timberline site is in an area termed “medium-density mixed use districts.” In areas termed “medium-density mixed use districts,” acceptable operation at signalized intersections during the peak hours is defined as level of service E or better for any movement, leg, or overall. 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 in urban areas. It is expected that the Timberline/Zephyr intersection will be signalized when warranted. It is also important to note that a southbound right-turn lane is currently warranted at the Timberline/Trilby intersection. However, the Timberline/Trilby intersection achieves acceptable operation without the southbound right-turn lane. It is expected that this southbound right-turn lane will be constructed by another development (LDS Temple). Over a number of years, Delich Associates has conducted research comparing the calculated delay (measure of Level of Service (LOS)) and observed delay at stop sign controlled intersections. This was applied to the minor (stop sign controlled) movements (left turns and right turns) at both four-leg intersections and three-leg intersections. That research indicated that an intersection where delay to the minor street movements were relatively short (LOS A, B, C), the calculated delay reasonably matched the observed delay. However, when the major street traffic increased substantially (>1500 vph), the calculated delay to the minor street movements (using the HCM techniques) were longer DELICH Crowne on Timberline TIS, May 2013 ASSOCIATES Page 8 TABLE 1 Current Peak Hour Operation Intersection Movement Level of Service AM PM EB LT C (D) C (C) EB T/RT C (D) C (C) EB APPROACH C (D) C (C) WB LT D (D) D (D) WB T C (D) C (C) WB RT D (D) C (C) WB APPROACH D (D) D (D) NB LT A (A) C (C) NB T/RT F (F) F (D) NB APPROACH E (D) E (D) SB LT C (C) C (C) SB T/RT A (A) D (D) SB APPROACH B (B) D (D) Timberline/Kechter-Willow Springs (signal) (with timing adjustments) OVERALL D (D) D (D) WB LT C E WB RT C C WB APPROACH C C Timberline/Zephyr (stop sign) SB LT B B EB LT/T F F EB RT B C EB APPROACH F F WB LT/T/RT D D NB LT A B Timberline/Fossil Creek (stop sign) SB LT B B EB LT D D EB T/RT C C EB APPROACH D D WB LT C C WB T/RT C C WB APPROACH C C NB LT B C NB T/RT B B NB APPROACH B B SB LT B B SB T/RT C D SB APPROACH C D Timberline/Trilby (signal) OVERALL C C DELICH Crowne on Timberline TIS, May 2013 ASSOCIATES Page 9 than the observed delays. This research was conducted using LOS techniques in the 2000 Highway Capacity Manual (2000 HCM). Comparisons have not yet been extended to the 2010 Highway Capacity Manual (2010 HCM) techniques in a rigorous fashion. However, casual comparisons indicate that the differences may be similar. This information is provided to the reviewer in consideration of drawing conclusions based upon the LOS and calculated delay at the Timberline/Zephyr and Timberline/Fossil Creek intersections. Pedestrian Facilities There are sidewalks along the east side of Timberline Road (between Trilby Road and Zephyr Road), along Zephyr Road, along Fossil Creek Parkway, along Trilby Road (east of Timberline), and the west side of Timberline Road (near the Timberline/Kechter-Willow Springs intersection). Sidewalks will be incorporated within and adjacent to this development. Bicycle Facilities There are bicycle lanes along Timberline Road, Zephyr Road, and Trilby Road (east of Timberline Road) within the study area. Transit Facilities Currently, this area of Fort Collins is not served by Transfort. The closest route is Route 16 that has a stop at the Kechter/Ziegler intersection. III. PROPOSED DEVELOPMENT Crowne on Timberline is a residential development, located along the west side of Timberline Road, between Zephyr Road and Fossil Creek Parkway in Fort Collins. Figure 4 shows a site plan of the Crowne on Timberline. The short range analysis (Year 2018) includes development of the Crowne on Timberline site and an appropriate increase in background traffic due to normal growth and other potential developments in the area. The long range analysis (Year 2035) includes development of the Crowne on Timberline and an appropriate increase in background traffic due to normal growth and in general accordance with the Fort Collins Structure Plan. The site plan shows that the Crowne on Timberline development will have one access to/from Timberline Road. There will also be access through the Linden Park neighborhood via Fossil Creek Parkway. As discussed with City Traffic Engineering staff, in the short range (2018) future, the Timberline/Site Access intersection would be a full-movement intersection with stop sign control on the Site Access leg. This would eliminate the need for residents of the Crowne on Timberline to go through the Linden Park neighborhood. In the long range future, the Timberline/Site Access intersection would be converted to a right-in/right-out/left-in intersection (¾ intersection). Also, a collector street would connect to a future signal at the Timberline/Zephyr intersection through the properties to the north. 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, 9th Edition, ITE was used to estimate the trips that would be generated by the proposed/expected uses at the Crowne on Timberline 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 the Crowne on Timberline development resulted in 2043 daily trip ends, 160 morning peak hour trip ends, and 193 afternoon peak hour trip ends. TABLE 2 Trip Generation AWDTE AM Peak Hour PM Peak Hour Code Use Size Rate Trips Rate In Rate Out Rate In Rate Out 220 Apartments 285 D.U. EQ 1851 EQ 29 EQ 114 EQ 113 EQ 61 230 Townhome 25 D.U. EQ 192 EQ 3 EQ 14 EQ 13 EQ 6 Total 2043 32 128 126 67 DELICH Crowne on Timberline TIS, May 2013 ASSOCIATES Page 10 SCALE: 1"=200' SITE PLAN Figure 4 DELICH ASSOCIATES Crowne on Timberline TIS, May 2013 Page 11 VAN VAN Timberline Road Trip Distribution Trip distribution for the Crowne on Timberline was based on existing/future travel patterns, land uses in the area, consideration of trip attractions/productions in the area, and engineering judgment. Figure 5 shows the trip distribution for the short range (2018) and long range (2035) analysis futures. The trip distribution was agreed to by City of Fort Collins staff. Background Traffic Projections Figures 6 and 7 show the short range (2018) and long range (2035) background traffic projections, respectively. Background traffic projections for the short range (2018) future horizon were obtained by reviewing the North Front Range Regional Transportation Plan and various traffic studies prepared for this area of Fort Collins. Based upon these sources, it was determined that traffic volumes on Timberline Road, Kechter Road, and Trilby Road would increase by approximately 1.5% per year plus other developments in the area. The developments included in the short range (2018) future are Kechter Crossing, LDS Temple, and Mail Creek Crossing. The developments included in the long range (2035) future are Kechter Crossing, LDS Temple, Mail Creek Crossing, Kechter Farm, and the Hansen Property development. In addition to this, the long range forecasts reflect the connection of Trilby Road to Ziegler Road. 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 8 and 9 show the respective short range (2018) and long range (2035) site generated peak hour traffic assignment. Figures 10 and 11 show the respective short range (2018) and long range (2035) 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/Kechter-Willow Springs and Timberline/Trilby intersections are currently signalized. For the roads in the vicinity of the Crowne on Timberline development, four hour and/or eight hour signal warrants are applicable. These warrants require much data and are applied when the traffic is actually on the area road system. It is acknowledged that peak hour signal warrants should not be applied, but since the peak hour forecasts are readily available in a traffic impact study, it is reasonable to use them to estimate whether other signal warrants may be met. If peak hour signal warrants will not be met at a given intersection, it is reasonable to conclude that it is not likely that other signal DELICH Crowne on Timberline TIS, May 2013 ASSOCIATES Page 12 Kechter Timberline Fossil Creek Trilby Zephyr 25% 40% 20% 15% NOM SCALE: 1"=1000' TRIP DISTRIBUTION Figure 5 DELICH ASSOCIATES Crowne On Timberline TIS, May 2013 Page 13 SHORT RANGE (2018) BACKGROUND PEAK HOUR TRAFFIC Figure 6 DELICH ASSOCIATES Crowne on Timberline TIS, May 2013 Page 14 43/66 528/617 6/29 251/388 367/587 24/26 335/346 20/60 49/64 22/35 44/30 36/12 11/49 950/919 1/30 14/75 598/1049 29/71 52/25 0/0 63/18 80/31 1/0 5/2 Trilby Zephyr 10/41 416/929 86/143 50/30 39/23 38/15 9/23 830/740 331/241 152/120 11/24 178/333 Willow Kechter Springs Fossil Creek Timberline 607/1168 25/109 1070/928 12/47 100/76 34/27 AM/PM LONG RANGE (2035) BACKGROUND PEAK HOUR TRAFFIC Figure 7 DELICH ASSOCIATES Crowne on Timberline TIS, May 2013 Page 15 60/120 515/785 65/65 240/375 635/735 25/30 300/295 180/200 70/80 30/35 160/180 95/80 Trilby 10/40 565/1190 95/140 50/30 40/25 40/15 10/25 1080/875 220/130 160/125 15/25 120/235 Willow Kechter Springs 10/30 925/990 5/30 15/75 780/1235 30/70 55/25 NOM 40/15 80/30 NOM 5/5 Fossil Creek Timberline Zephyr 45/145 950/795 65/105 10/40 600/1225 120/180 150/115 5/10 120/100 215/125 10/10 AM/PM SHORT RANGE (2018) SITE GENERATED PEAK HOUR TRAFFIC Figure 8 DELICH ASSOCIATES Crowne on Timberline TIS, May 2013 Page 16 51/27 26/13 13/50 6/25 8/32 19/10 32/17 5/19 19/75 11/45 77/40 19/75 77/40 45/24 Trilby Site Access Zephyr Willow Kechter Springs Fossil Creek 2/6 Timberline 11/45 45/24 6/3 AM/PM LONG RANGE (2035) SITE GENERATED PEAK HOUR TRAFFIC Figure 9 DELICH ASSOCIATES Crowne on Timberline TIS, May 2013 Page 17 51/27 26/13 13/50 6/25 8/32 32/17 7/28 19/75 28/15 Trilby Site Access Willow Kechter Springs Fossil Creek 1/4 Timberline 7/28 28/15 4/2 Zephyr 19/75 77/40 SHORT RANGE (2018) TOTAL PEAK HOUR TRAFFIC Figure 10 DELICH ASSOCIATES Crowne on Timberline TIS, May 2013 Page 18 43/66 536/649 6/29 270/398 399/604 24/26 340/365 20/60 49/64 22/35 44/30 36/12 13/55 961/964 1/30 14/75 643/1073 29/71 52/25 0/0 69/21 80/31 1/0 5/2 11/45 1082/975 19/75 641/1195 77/40 45/24 Trilby Site Access Zephyr 10/41 429/979 86/143 50/30 39/23 38/15 9/23 881/767 357/254 152/120 11/24 184/358 Willow Kechter Springs Fossil Creek Timberline AM/PM 626/1243 25/109 1147/968 LONG RANGE (2035) TOTAL PEAK HOUR TRAFFIC Figure 11 DELICH ASSOCIATES Crowne on Timberline TIS, May 2013 Page 19 60/120 525/820 65/65 240/375 670/755 25/30 300/295 180/200 70/80 30/35 160/180 95/80 Trilby 10/40 580/1240 95/140 50/30 40/25 40/15 10/25 1135/905 245/145 160/125 15/25 125/260 Willow Kechter Springs 10/35 935/1020 5/30 15/75 810/1250 30/70 55/25 NOM 45/20 80/30 NOM 5/5 Fossil Creek 10/35 1060/1045 20/75 825/1380 Site Access 30/15 Timberline Zephyr 45/145 950/795 65/105 10/40 620/1300 120/180 DELICH Crowne on Timberline TIS, May 2013 ASSOCIATES Page 20 warrants would be met. If peak hour signal warrants are met, it merely indicates that further evaluation should occur in the future as the development occurs. However, a judgment can be made that some intersections will likely meet other signal warrants. Using the short range (2018) total peak hour traffic (Figure 10), the peak hour signal warrant will not likely be met in the morning and afternoon peak hour at the Timberline/Zephyr and Timberline/Fossil Creek intersections. Based on the peak hour signal warrant, it is likely that other volume based signal warrants would not be met at the Timberline/Zephyr and Timberline/Fossil Creek intersections in the short range (2018) future. The volumes on Fossil Creek Parkway are too low to ever meet a peak hour signal warrant. The peak hour signal warrant analyses are provided in Appendix D. Using the long range (2035) background peak hour traffic (Figure 7), the peak hour signal warrant will likely be met in the morning and afternoon peak hour at the Timberline/Zephyr intersection. Based on the peak hour signal warrant, it is likely that other volume based signal warrants would be met at the Timberline/Zephyr intersection. Therefore, the Timberline/Zephyr intersection was analyzed with signal control in the long range (2035) future. The peak hour signal warrant analyses are provided in Appendix D. Geometry Figure 12 shows a schematic of the minimum short range (2018) intersection geometry. According to Figure 8-4, LCUASS, a northbound right-turn lane (both peak hours) and a southbound right-turn lane (afternoon peak hour) is required at the Timberline/Kechter-Willow Springs intersection. While shown on Figure 12, the southbound right-turn lane at the Timberline/Kechter-Willow Springs intersection is not recommended. The Crowne on Timberline development contributes no traffic to this movement and approximately five percent to the southbound through traffic at this intersection. In consideration of the following paragraph, it is recommended that the calculated delay (level of service) be accepted. The northbound right-turn lane was recommended in the Kechter Crossing TIS. According to City of Fort Collins staff, this lane would be constructed by “others.” In addition to this, northbound and southbound right-turn lanes are required at the Timberline/Trilby intersection. According to The City of Fort Collins, it is expected that these lanes would be constructed by “others” (LDS Temple). Timberline Road is classified as a four-lane arterial street, north of Trilby Road, on the Fort Collins Master Street Plan. Due to significant development in the area, Timberline Road is forecasted to have approximately a 20 percent increase in traffic by the short range (2018) future. There are a number of geometric improvements necessary to have the Timberline/Kechter-Willow Springs intersection operate acceptably and efficiently. It has been mentioned earlier that a northbound right-turn lane (both peak hours) and a southbound right-turn lane (afternoon peak hour) are required at this intersection. In addition to this, the westbound left-turn volume is beyond the “rule of thumb” threshold of 300 vehicles for a single left-turn lane. In fact, SHORT RANGE (2018) GEOMETRY Figure 12 DELICH ASSOCIATES Crowne on Timberline TIS, May 2013 Page 21 Trilby Willow Kechter Springs Fossil Creek Site Access Timberline Zephyr - Denotes Lane Not Recommended DELICH Crowne on Timberline TIS, May 2013 ASSOCIATES Page 22 the existing left-turn volume (293 vehicles in the afternoon peak hour) is very close to the threshold volume. South of Kechter Road, the southbound volume is forecasted to be 1352 vehicles in the afternoon peak hour. The two-way volume in the afternoon peak hour will be 2396 vehicles. According to the urban street facilities analysis in the 2010 Highway Capacity Manual, this segment will exceed level of service E, with one lane in each direction. Therefore, with the geometric improvements necessary at the Timberline/Kechter-Willow Springs intersection and the segment level of service issue, it is recommended that Timberline Road be widen to a four-lane arterial cross section from the current end of the four-lane cross section, north of the intersection, to at least Fossil Creek Parkway. Ideally, Timberline Road should be widened to its ultimate four- lane cross section south to Trilby Road. Since these improvements are so large in scale, it is recommended that a funding plan be developed for this area. The scope of these improvements is too great for any one development to be expected to build. There appears to be a number of development projects that are either in process or imminent that could contribute and benefit from the widening of Timberline Road. This recommendation is made in lieu of piecemeal widening related to individual development projects. Figure 13 shows a schematic of the long range (2035) geometry. The geometry at the key 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. The Timberline/Kechter-Willow Springs, Timberline/Zephyr, Timberline/Site Access, and Timberline/Fossil Creek intersections will require an additional north-south through lane on Timberline Road. Operation Analysis Operation analyses were performed at the Timberline/Kechter-Willow Springs, Timberline/Zephyr, Timberline/Site Access, Timberline/Fossil Creek, and Timberline/ Trilby intersections. The operations analyses were conducted for the short range future, reflecting a year 2018 condition, and long range future, reflecting a year 2035 condition. In light of the potential differences in calculated delay versus observed delay mentioned earlier, conclusions with regard to delay at stop sign controlled intersections should be tempered. Using the short range (2018) background traffic volumes shown in Figure 6, the key intersections operate as indicated in Table 3. Calculation forms for these analyses are provided in Appendix E. The key intersections will operate acceptably, except for the Timberline/Kechter-Willow Springs intersection during afternoon peak hour. As mentioned earlier, a southbound right-turn lane is warranted during the afternoon peak hour at this intersection (Figure 8-4 in LCUASS) and would result in acceptable operation of the intersection with some phase timing adjustments. This is also shown in Table 3. At the Timberline/Zephyr intersection, the calculated delay for the westbound left turn in the afternoon peak hour was commensurate with level of service F. At the Timberline/Fossil Creek intersection during both peak hours, the calculated delay for the eastbound left- LONG RANGE (2035) GEOMETRY Figure 13 DELICH ASSOCIATES Crowne on Timberline TIS, March 2013 Page 22 Trilby Willow Kechter Springs Fossil Creek Site Access Timberline Zephyr - Denotes Lane DELICH Crowne on Timberline TIS, May 2013 ASSOCIATES Page 24 TABLE 3 Short Range (2018) Background Peak Hour Operation Intersection Movement Level of Service AM PM EB LT C C EB T/RT C C EB APPROACH C C WB LT D D WB T C C WB RT C C WB APPROACH C D NB LT A C NB T C D NB RT B B NB APPROACH C C SB LT C C SB T/RT A F SB APPROACH B F Timberline/Kechter-Willow Springs (signal) OVERALL C E EB LT C C EB T/RT C C EB APPROACH C C WB LT D E WB T C C WB RT C C WB APPROACH C D NB LT A C NB T C C NB RT B B NB APPROACH C C SB LT C C SB T A D SB RT A B SB APPROACH B D Timberline/Kechter-Willow Springs (signal) Southbound Right-turn Lane OVERALL C D WB LT D F WB RT E C WB APPROACH D D Timberline/Zephyr (stop sign) SB LT B B Continued on next page DELICH Crowne on Timberline TIS, May 2013 ASSOCIATES Page 25 Continued from previous page TABLE 3 Short Range (2018) Background Peak Hour Operation Intersection Movement Level of Service AM PM EB LT/T F F EB RT B C EB APPROACH F F WB LT/T/RT E E NB LT A B Timberline/Fossil Creek (stop sign) SB LT B B EB LT D D EB T/RT C C EB APPROACH D D WB LT C C WB T/RT C C WB APPROACH C C NB LT B B NB T C C NB RT B B NB APPROACH C C SB LT B B SB T B C SB RT B C SB APPROACH B C Timberline/Trilby (signal) OVERALL C C DELICH Crowne on Timberline TIS, May 2013 ASSOCIATES Page 26 turn/through movement was commensurate with level of service F and the calculated delay for the westbound leg was commensurate with level of service E. This is considered to be normal during the peak hours at stop sign controlled intersections along arterial streets, according to Fort Collins level of service criteria. Using the long range (2035) background traffic volumes shown in Figure 7, the key intersections operate as indicated in Table 4. Calculation forms for these analyses are provided in Appendix F. The key intersections will operate acceptably, overall. Using the short range (2018) total traffic volumes shown in Figure 10, the key intersections operate as indicated in Table 5. Calculation forms for these analyses are provided in Appendix G. The key intersections will operate acceptably, except for the Timberline/Kechter-Willow Springs intersection during afternoon peak hour. As mentioned earlier, a southbound right-turn lane is warranted during the afternoon peak hour at this intersection and would result in acceptable operation of the intersection with regard to delay (SB through: 75.5 seconds = LOS E). This operation is also shown in Table 5. Due to southbound through volume and the 2010 HCM, a volume to capacity ratio of 1.07 results in a level of service F. The volume to capacity ratio greater than 1.0 further supports the need for widening of Timberline Road. At the Timberline/Zephyr intersection, the calculated delay for the westbound leg in the morning and afternoon peak hours was commensurate with level of service E. The calculated delay for the westbound left turn in the afternoon peak hour was commensurate with level of service F. At the Timberline/Fossil Creek intersection during both peak hours, the calculated delay for the eastbound left-turn/through movement and eastbound leg was commensurate with level of service F. The calculated delay for the westbound leg during the morning and afternoon peak hours was commensurate with level of service E and F, respectively. This is considered to be normal during the peak hours at stop sign controlled intersections along arterial streets, according to Fort Collins level of service criteria. Using the long range (2035) total traffic volumes shown in Figure 11, the key intersections operate as indicated in Table 6. Calculation forms for these analyses are provided in Appendix H. The key intersections will operate acceptably, overall. Pedestrian Level of Service Appendix I shows a map of the area that is within 1320 feet of the Crowne on Timberline development. There will be five pedestrian destinations within 1320 feet of the Crowne on Timberline development. These are: 1) Bacon Elementary School to the northeast of the site, 2) the residential area to the northeast of the site (Mail Creek Crossing) in the short range future, 3) the residential area to the east of the site(Westchase and Timber Condos), 4) the residential area to the south of the site (Linden Park), and 5) the residential area to the north of the site (Hanson Development) in the long range future. This site is in an area type termed “school walking area” and “other.” 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 “school walking area” is B, except for Visual Interest & Amenities which is C. DELICH Crowne on Timberline TIS, May 2013 ASSOCIATES Page 27 TABLE 4 Long Range (2035) Background Peak Hour Operation Intersection Movement Level of Service AM PM EB LT C C EB T/RT C C EB APPROACH C C WB LT B C WB T B B WB RT B B WB APPROACH B C NB LT A B NB T A A NB RT A A NB APPROACH A A SB LT A A SB T/RT B C SB APPROACH B B Timberline/Kechter-Willow Springs (signal) OVERALL A B EB LT C D EB T/RT D D EB APPROACH D D WB LT C D WB T/RT D D WB APPROACH D D NB LT B A NB T A A NB RT A A NB APPROACH A A NB LT A A NB T A A NB RT A A NB APPROACH A A Timberline/Zephyr (signal) OVERALL B A Continued on next page DELICH Crowne on Timberline TIS, May 2013 ASSOCIATES Page 28 Continued from previous page TABLE 4 Long Range (2035) Background Peak Hour Operation Intersection Movement Level of Service AM PM EB LT/T F F EB RT B B EB APPROACH F F WB LT/T/RT C D NB LT A B Timberline/Fossil Creek (stop sign) SB LT B B EB LT D D EB T D D EB RT D D EB APPROACH D D WB LT D D WB T/RT D D WB APPROACH D D NB LT B C NB T B C NB RT B B NB APPROACH B C SB LT B B SB T D D SB RT C D SB APPROACH D D Timberline/Trilby (signal) OVERALL C D DELICH Crowne on Timberline TIS, May 2013 ASSOCIATES Page 29 TABLE 5 Short Range (2018) Total Peak Hour Operation Intersection Movement Level of Service AM PM EB LT C C EB T/RT C C EB APPROACH C C WB LT D D WB T C C WB RT C C WB APPROACH D D NB LT A C NB T C D NB RT B C NB APPROACH C D SB LT C C SB T/RT B F SB APPROACH B F Timberline/Kechter-Willow Springs (signal) OVERALL C E EB LT C C EB T/RT C C EB APPROACH C C WB LT D E WB T C C WB RT C C WB APPROACH D E NB LT A C NB T C C NB RT B B NB APPROACH C C SB LT C C SB T A F SB RT A B SB APPROACH B E Timberline/Kechter-Willow Springs (signal) Southbound Right-turn Lane OVERALL C D WB LT D F WB RT E D WB APPROACH E E Timberline/Zephyr (stop sign) SB LT B B Continued on next page DELICH Crowne on Timberline TIS, May 2013 ASSOCIATES Page 30 Continued from previous page TABLE 5 Short Range (2018) Total Peak Hour Operation Intersection Movement Level of Service AM PM Timberline/Site Access EB LT/RT E F (stop sign) NB LT A B EB LT/T F F EB RT C C EB APPROACH F F WB LT/T/RT E F NB LT A B Timberline/Fossil Creek (stop sign) SB LT B B EB LT D D EB T/RT C C EB APPROACH D D WB LT C C WB T/RT C C WB APPROACH C C NB LT B B NB T C C NB RT B B NB APPROACH C C SB LT B B SB T B C SB RT B C SB APPROACH B C Timberline/Trilby (signal) OVERALL C C DELICH Crowne on Timberline TIS, May 2013 ASSOCIATES Page 31 TABLE 6 Long Range (2035) Total Peak Hour Operation Intersection Movement Level of Service AM PM EB LT C C EB T/RT C C EB APPROACH C C WB LT B C WB T B B WB RT B C WB APPROACH B C NB LT A B NB T A A NB RT A A NB APPROACH A A SB LT A A SB T/RT B C SB APPROACH B C Timberline/Kechter-Willow Springs (signal) OVERALL A B EB LT D D EB T/RT D D EB APPROACH D D WB LT C D WB T/RT D D WB APPROACH D D NB LT B A NB T A A NB RT A A NB APPROACH A A NB LT A A NB T A A NB RT A A NB APPROACH A A Timberline/Zephyr (signal) OVERALL B A Continued on next page DELICH Crowne on Timberline TIS, May 2013 ASSOCIATES Page 32 Continued from previous page TABLE 6 Long Range (2035) Total Peak Hour Operation Intersection Movement Level of Service AM PM Timberline/Site Access EB RT B C (stop sign) NB LT A B EB LT/T F F EB RT B B EB APPROACH F F WB LT/T/RT C E NB LT A B Timberline/Fossil Creek (stop sign) SB LT B B EB LT D D EB T D D EB RT D D EB APPROACH D D WB LT D D WB T/RT D D WB APPROACH D D NB LT B C NB T B C NB RT B B NB APPROACH B C SB LT B C SB T D D SB RT C C SB APPROACH D C Timberline/Trilby (signal) OVERALL C D DELICH Crowne on Timberline TIS, May 2013 ASSOCIATES Page 33 Bicycle Level of Service Appendix I shows a map of the area that is within 1320 feet of the Crowne on Timberline development. There will be one bicycle destination within 1320 feet of the Crowne on Timberline development. This is: 1) Bacon Elementary School to the west 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. Therefore, it is concluded that level of service C can be achieved. Transit Level of Service Expansion of Transfort service to this area will likely be made by the City of Fort Collins. DELICH Crowne on Timberline TIS, May 2013 ASSOCIATES Page 34 IV. CONCLUSIONS This study assessed the impacts of the Crowne on Timberline on the street system in the vicinity of the proposed development in the long range (2035) future. As a result of this analysis, the following is concluded: - The development of the Crowne on Timberline is feasible from a traffic engineering standpoint. At full development, the Crowne on Timberline will generate approximately 2043 daily trip ends, 160 morning peak hour trip ends, and 193 afternoon peak hour trip ends. - Currently, the Timberline/Kechter-Willow Springs, Timberline/Zephyr, Timberline/ Fossil Creek, and Timberline/Trilby intersections operate acceptably with existing control and geometry, except for the northbound approach at the Timberline/Kechter-Willow Springs intersection in the morning and afternoon peak hours. Adjustments to the City’s current signal timing resulted in acceptable operation. It is important to note that a northbound right-turn lane is currently warranted (both peak hours) and a southbound right-turn lane is currently warranted (afternoon peak hour) at this intersection and would result in acceptable operation of the intersection. It is also important to note that a southbound right-turn lane is currently warranted at the Timberline/Trilby intersection and will be built by another development. - The Timberline/Kechter-Willow Springs and Timberline/Trilby intersections are currently signalized. The Timberline/Zephyr intersection is not likely to meet signal warrants in the short range future, but will meet signal warrants in the long range future. - The short range (2018) geometry is shown in Figure 12. According to Figure 8-4, LCUASS, a northbound right-turn lane (both peak hours) and a southbound right- turn lane (afternoon peak hour) is required at the Timberline/Kechter-Willow Springs intersection. The northbound right-turn lane was recommended in the Kechter Crossing TIS. According to the City of Fort Collins staff this lane would be constructed by “others.” As noted on Figure 12, the southbound right-turn lane at the Timberline/Kechter-Willow Springs intersection is not recommended. - Timberline Road is classified as a four-lane arterial street, north of Trilby Road, on the Fort Collins Master Street Plan. Due to significant development in the area, Timberline Road is forecasted to have approximately a 20 percent increase in traffic by the short range (2018) future. There are a number of geometric improvements necessary to have the Timberline/Kechter-Willow Springs intersection operate acceptably and efficiently. According to the urban street facilities analysis in the 2010 Highway Capacity Manual, the segment of Timberline Road, south of the Timberline/Kechter-Willow Springs intersection, will exceed level of service E, with one lane in each direction. Therefore, with the geometric improvements necessary at the Timberline/Kechter-Willow Springs DELICH Crowne on Timberline TIS, May 2013 ASSOCIATES Page 35 intersection and the segment level of service issue, it is recommended that Timberline Road be widened to a four-lane arterial cross section from the current end of the four-lane cross section, north of the intersection, to at least Fossil Creek Parkway. Ideally, Timberline Road should be widened to its ultimate four- lane cross section south to Trilby Road. Since these improvements are so large in scale, it is recommended that a funding plan be developed for this area. The scope of these improvements is too great for any one development to be expected to build. There appears to be a number of development projects that are either in process or imminent that could contribute and benefit from the widening of Timberline Road. This recommendation is made in lieu of piecemeal widening related to individual development projects. - In the short range (2018) future, given development of the Crowne on Timberline development and an increase in background traffic, the key intersections will operate acceptably, overall, with the recommended geometry and control, except for the Timberline/Kechter-Willow Springs intersection during afternoon peak hour. As mentioned earlier, a southbound right-turn lane is warranted during the afternoon peak hour at this intersection and would result in acceptable operation of the intersection with regard to delay. However, due to southbound through volume and the 2010 HCM, a volume to capacity ratio of 1.07 results in a level of service F. - The long range (2035) geometry is shown in Figure 13. An additional through lane in each direction is required on Timberline Road. - In the long range (2035) future, given development of the Crowne on Timberline development and an increase in background traffic, the key intersections will operate acceptably, overall, with the recommended geometry and control. - 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. 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: 11-3-10 Observer: City of Fort Collins Day: Wednesday Jurisdiction: City of Fort Collins R = right turn Intersection: Timberline/Kechter-Willow Springs S = straight L = left turn Time Northbound: Timberline Southbound: Timberline Total Eastbound: Willow Spring Westbound: Kechter 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 1 163 59 223 13 97 3 113 336 14 9 13 36 41 3 33 77 113 449 7:45 2 200 80 282 17 92 4 113 395 18 17 15 50 33 1 21 55 105 500 8:00 2 161 77 240 23 89 1 113 353 11 6 5 22 32 5 33 70 92 445 8:15 4 145 54 203 12 92 2 106 309 7 7 5 19 41 2 24 67 86 395 7:30-8:30 9 669 270 948 65 370 10 445 1393 50 39 38 127 147 11 111 269 396 1789 PHF 0.84 0.98 0.64 0.87 4:30 3 118 35 156 12 156 6 174 330 5 6 5 16 62 10 27 99 115 445 4:45 11 148 34 193 29 185 8 222 415 8 2 5 15 48 4 18 70 85 500 5:00 6 139 52 197 28 184 14 226 423 9 5 2 16 75 5 24 104 120 543 5:15 3 146 48 197 23 206 13 242 439 8 10 3 21 73 5 20 98 119 558 4:30-5:30 23 551 169 743 92 731 41 864 1607 30 23 15 68 258 24 89 371 439 2046 PHF 0.94 0.89 0.81 0.89 10 MATTHEW J. DELICH, P.E. 2272 GLEN HAVEN DRIVE LOVELAND, CO 80538 Phone: (970) 669-2061 TABULAR SUMMARY OF VEHICLE COUNTS Date: 5-10-12 Observer: Michael Day: Thursday Jurisdiction: City of Fort Collins R = right turn Intersection: Timberline/Fossil Creek S = straight L = left turn Time Northbound: Timberline Southbound: Timberline Total Eastbound: Fossil Creek Westbound: Fossil Creek 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 2 242 0 244 8 97 3 108 352 12 0 22 34 0 0 15 15 49 401 7:45 3 202 1 206 8 148 5 161 367 18 0 18 36 2 1 25 28 64 431 8:00 4 233 0 237 1 136 4 141 378 9 0 15 24 3 0 21 24 48 426 8:15 2 155 0 157 12 115 2 129 286 13 0 8 21 0 0 19 19 40 326 7:30-8:30 11 832 1 844 29 496 14 539 1383 52 0 63 115 5 1 80 86 201 1584 PHF 0.86 0.84 0.8 0.77 4:30 8 184 7 199 15 193 22 230 429 8 0 4 12 0 0 6 6 18 447 4:45 12 201 8 221 19 240 14 273 494 6 0 6 12 1 0 8 9 21 515 5:00 18 176 9 203 25 203 23 251 454 5 0 4 9 1 0 7 8 17 471 5:15 11 224 6 241 12 278 16 306 547 6 0 4 10 0 0 10 10 20 567 4:30-5:30 49 785 30 864 71 914 75 1060 1924 25 0 18 43 2 0 31 33 76 2000 PHF 0.9 0.87 0.9 0.83 MATTHEW J. DELICH, P.E. 2272 GLEN HAVEN DRIVE LOVELAND, CO 80538 Phone: (970) 669-2061 TABULAR SUMMARY OF VEHICLE COUNTS Date: 9-23-11/9-24-1 Observer: Michael Day: Fri/Sat City: Fort Collins R = right turn Intersection: Timberline/Trilby S = straight L = left turn Time Northbound: Timberline Southbound: Timberline Total Eastbound: Trilby Westbound: Trilby 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 7 110 1 118 1 75 54 130 248 79 3 7 89 7 12 1 20 109 357 7:45 4 119 0 123 2 104 76 182 305 74 3 10 87 13 8 2 23 110 415 8:00 10 93 2 105 1 77 45 123 228 55 2 9 66 9 5 3 17 83 311 8:15 8 113 2 123 3 73 48 124 247 68 2 7 77 3 7 1 11 88 335 7:30-8:30 29 435 5 469 7 329 223 559 1028 276 10 33 319 32 32 7 71 390 1418 PHF 0.95 0.77 0.9 0.77 4:30 11 114 6 131 2 152 94 248 379 55 10 13 78 4 3 2 9 87 466 4:45 15 128 10 153 5 142 95 242 395 73 11 15 99 2 6 5 13 112 507 5:00 10 125 4 139 2 136 95 233 372 72 14 12 98 4 5 6 15 113 485 5:15 12 129 6 147 3 137 91 231 378 76 11 8 95 1 5 3 9 104 482 4:30-5:30 48 496 26 570 12 567 375 954 1524 276 46 48 370 11 19 16 46 416 1940 PHF 0.93 0.96 0.93 0.77 9:30 9 36 3 48 0 53 41 94 142 39 3 16 58 3 5 4 12 70 212 9:45 5 60 1 66 2 55 40 97 163 44 4 11 59 4 3 2 9 68 231 10:00 3 45 0 48 1 54 44 99 147 47 6 13 66 2 8 3 13 79 226 10:15 4 46 3 53 1 58 34 93 146 32 3 9 44 3 1 1 5 49 195 10:30 11 54 5 70 0 46 39 85 155 38 7 13 58 8 4 0 12 70 225 10:45 11 51 1 63 2 67 49 118 181 47 7 14 68 2 2 0 4 72 253 1 10:00-11:00 29 196 9 234 4 225 166 395 629 164 23 49 236 15 15 4 34 270 899 PHF 0.84 0.84 0.87 0.65 8 9 APPENDIX C HCM 2010 Signalized Intersection Summary Recent AM City Timing 13: Timberline & Willow Springs/Kechter 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates recent am city timing.syn Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 50 39 38 144 11 122 9 732 295 72 363 10 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.98 1.00 0.98 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 178.8 193.7 178.8 178.8 193.7 178.8 193.7 186.3 178.8 193.7 186.3 178.8 Lanes 110111110110 Cap, veh/h 301 181 177 268 389 306 692 797 321 155 1186 37 Arrive On Green 0.20 0.20 0.19 0.20 0.20 0.20 0.02 0.64 0.63 0.05 0.66 0.65 Sat Flow, veh/h 1176 901 881 1248 1937 1520 1845 1254 506 1845 1795 56 Grp Volume(v), veh/h 59 0 91 160 13 144 11 0 1208 85 0 394 Grp Sat Flow(s),veh/h/ln 1176 0 1782 1248 1937 1520 1845 0 1760 1845 0 1851 Q Serve(g_s), s 4.3 0.0 4.4 12.6 0.5 8.5 0.2 0.0 64.5 1.4 0.0 9.3 Cycle Q Clear(g_c), s 4.9 0.0 4.4 17.0 0.5 8.5 0.2 0.0 64.5 1.4 0.0 9.3 Prop In Lane 1.00 0.49 1.00 1.00 1.00 0.29 1.00 0.03 Lane Grp Cap(c), veh/h 301 0 358 268 389 306 692 0 1118 155 0 1223 V/C Ratio(X) 0.20 0.00 0.25 0.60 0.03 0.47 0.02 0.00 1.08 0.55 0.00 0.32 Avail Cap(c_a), veh/h 331 0 404 294 429 337 799 0 1118 271 0 1231 HCM Platoon Ratio 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 34.6 0.0 34.4 41.3 32.6 35.8 6.3 0.0 18.7 27.3 0.0 7.4 Incr Delay (d2), s/veh 0.3 0.0 0.4 2.8 0.0 1.1 0.0 0.0 51.5 3.0 0.0 0.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/ln 1.3 0.0 2.0 4.2 0.3 3.3 0.1 0.0 40.6 2.3 0.0 3.9 Lane Grp Delay (d), s/veh 34.9 0.0 34.7 44.1 32.7 36.9 6.3 0.0 70.2 30.3 0.0 8.1 Lane Grp LOS C CDCDA FC A Approach Vol, veh/h 150 317 1219 479 Approach Delay, s/veh 34.8 40.4 69.6 12.1 Approach LOS C D E B Timer Assigned Phs 4 8 1 6 5 2 Phs Duration (G+Y+Rc), s 24.9 24.9 5.1 69.0 7.6 71.6 Change Period (Y+Rc), s 5.5 5.5 4.0 5.5 4.0 5.5 Max Green Setting (Gmax), s 22.0 21.5 7.0 63.5 10.0 66.5 Max Q Clear Time (g_c+I1), s 6.9 19.0 2.2 66.5 3.4 11.3 Green Ext Time (p_c), s 1.4 0.4 0.0 0.0 0.1 10.5 Intersection Summary HCM 2010 Ctrl Delay 50.2 HCM 2010 LOS D Notes Timing Report, Sorted By Phase Recent AM City Timing 13: Timberline & Willow Springs/Kechter 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates recent am city timing.syn Phase Number 124568 Movement NBL SBTL EBTL SBL NBTL WBTL Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize Recall Mode None C-Min None None C-Min None Maximum Split (s) 11 72 27 14 69 27 Maximum Split (%) 10.0% 65.5% 24.5% 12.7% 62.7% 24.5% Minimum Split (s) 11 22.5 24 11 24.5 22.5 Yellow Time (s) 3 4.5 3 3 4.5 4.5 All-Red Time (s) 112111 Minimum Initial (s) 477477 Vehicle Extension (s) 333333 Minimum Gap (s) 333333 Time Before Reduce (s) 000000 Time To Reduce (s) 000000 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 10 12 12 10 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 20 31 103 20 34 103 End Time (s) 31 103 20 34 103 20 Yield/Force Off (s) 27 97.5 15 30 97.5 14.5 Yield/Force Off 170(s) 27 87.5 3 30 85.5 4.5 Local Start Time (s) 27 38 0 27 41 0 Local Yield (s) 34 104.5 22 37 104.5 21.5 Local Yield 170(s) 34 94.5 10 37 92.5 11.5 Intersection Summary Cycle Length 110 Control Type Actuated-Coordinated Natural Cycle 120 Offset: 103 (94%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Splits and Phases: 13: Timberline & Willow Springs/Kechter HCM 2010 Signalized Intersection Summary Recent PM City Timing 13: Timberline & Willow Springs/Kechter 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates recent pm city timing.syn Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 30 23 15 293 24 98 23 654 201 102 829 41 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.98 1.00 0.97 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 178.8 193.7 178.8 178.8 193.7 178.8 193.7 186.3 178.8 193.7 186.3 178.8 Lanes 110111110110 Cap, veh/h 426 337 225 449 602 472 142 690 232 170 956 49 Arrive On Green 0.31 0.31 0.30 0.31 0.31 0.31 0.03 0.52 0.51 0.05 0.55 0.54 Sat Flow, veh/h 1189 1085 723 1299 1937 1518 1845 1326 445 1845 1754 90 Grp Volume(v), veh/h 35 0 45 341 28 115 27 0 939 117 0 979 Grp Sat Flow(s),veh/h/ln 1189 0 1808 1299 1937 1518 1845 0 1771 1845 0 1844 Q Serve(g_s), s 2.2 0.0 1.9 26.5 1.1 6.0 0.7 0.0 54.9 2.7 0.0 54.3 Cycle Q Clear(g_c), s 3.3 0.0 1.9 28.4 1.1 6.0 0.7 0.0 54.9 2.7 0.0 54.3 Prop In Lane 1.00 0.40 1.00 1.00 1.00 0.25 1.00 0.05 Lane Grp Cap(c), veh/h 426 0 562 449 602 472 142 0 922 170 0 1005 V/C Ratio(X) 0.08 0.00 0.08 0.76 0.05 0.24 0.19 0.00 1.02 0.69 0.00 0.97 Avail Cap(c_a), veh/h 519 0 703 544 744 583 261 0 922 366 0 1006 HCM Platoon Ratio 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 26.6 0.0 25.8 35.7 25.4 27.1 24.1 0.0 25.4 24.9 0.0 23.3 Incr Delay (d2), s/veh 0.1 0.0 0.1 5.0 0.0 0.3 0.6 0.0 34.5 4.9 0.0 22.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/ln 0.7 0.0 0.9 9.3 0.5 2.3 0.4 0.0 31.1 3.4 0.0 28.9 Lane Grp Delay (d), s/veh 26.6 0.0 25.9 40.7 25.4 27.3 24.7 0.0 59.9 29.8 0.0 46.1 Lane Grp LOS C CDCCC FC D Approach Vol, veh/h 80 484 966 1096 Approach Delay, s/veh 26.2 36.6 58.9 44.3 Approach LOS C D E D Timer Assigned Phs 4 8 1 6 5 2 Phs Duration (G+Y+Rc), s 37.3 37.3 6.2 59.4 8.8 62.0 Change Period (Y+Rc), s 5.5 5.5 4.0 5.5 4.0 5.5 Max Green Setting (Gmax), s 40.0 39.5 9.0 49.5 16.0 56.5 Max Q Clear Time (g_c+I1), s 5.3 30.4 2.7 56.9 4.7 56.3 Green Ext Time (p_c), s 2.0 1.4 0.0 0.0 0.2 0.2 Intersection Summary HCM 2010 Ctrl Delay 47.7 HCM 2010 LOS D Notes Timing Report, Sorted By Phase Recent PM City Timing 13: Timberline & Willow Springs/Kechter 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates recent pm city timing.syn Phase Number 124568 Movement NBL SBTL EBTL SBL NBTL WBTL Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize Recall Mode None C-Min None None C-Min None Maximum Split (s) 13 62 45 20 55 45 Maximum Split (%) 10.8% 51.7% 37.5% 16.7% 45.8% 37.5% Minimum Split (s) 11 22.5 24 11 24.5 22.5 Yellow Time (s) 3 4.5 3 3 4.5 4.5 All-Red Time (s) 112111 Minimum Initial (s) 477477 Vehicle Extension (s) 333333 Minimum Gap (s) 333333 Time Before Reduce (s) 000000 Time To Reduce (s) 000000 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 10 12 12 10 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 6 19 81 6 26 81 End Time (s) 19 81 6 26 81 6 Yield/Force Off (s) 15 75.5 1 22 75.5 0.5 Yield/Force Off 170(s) 15 65.5 109 22 63.5 110.5 Local Start Time (s) 45 58 0 45 65 0 Local Yield (s) 54 114.5 40 61 114.5 39.5 Local Yield 170(s) 54 104.5 28 61 102.5 29.5 Intersection Summary Cycle Length 120 Control Type Actuated-Coordinated Natural Cycle 120 Offset: 81 (68%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Splits and Phases: 13: Timberline & Willow Springs/Kechter HCM 2010 Signalized Intersection Summary Recent AM Adjusted Timing 13: Timberline & Willow Springs/Kechter 5/16/2013 Crowne on Timberline 5/16/2013 Synchro 8 Light Report Delich Associates recent am adj timing.syn Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 50 39 38 144 11 122 9 732 295 72 363 10 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.98 1.00 0.98 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 178.8 193.7 182.4 178.8 193.7 178.8 193.7 186.3 182.4 193.7 186.3 182.4 Lanes 110111110110 Cap, veh/h 276 165 161 241 354 278 719 829 334 148 1229 39 Arrive On Green 0.18 0.18 0.17 0.18 0.18 0.18 0.02 0.66 0.65 0.04 0.68 0.68 Sat Flow, veh/h 1176 901 881 1248 1937 1520 1845 1254 506 1845 1795 56 Grp Volume(v), veh/h 59 0 91 160 13 144 11 0 1208 85 0 394 Grp Sat Flow(s),veh/h/ln 1176 0 1782 1248 1937 1520 1845 0 1760 1845 0 1851 Q Serve(g_s), s 4.6 0.0 4.7 13.5 0.6 9.1 0.2 0.0 70.5 1.3 0.0 9.1 Cycle Q Clear(g_c), s 5.2 0.0 4.7 18.2 0.6 9.1 0.2 0.0 70.5 1.3 0.0 9.1 Prop In Lane 1.00 0.49 1.00 1.00 1.00 0.29 1.00 0.03 Lane Grp Cap(c), veh/h 276 0 326 241 354 278 719 0 1163 148 0 1268 V/C Ratio(X) 0.21 0.00 0.28 0.67 0.04 0.52 0.02 0.00 1.04 0.57 0.00 0.31 Avail Cap(c_a), veh/h 281 0 334 241 354 278 821 0 1163 206 0 1268 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 38.0 0.0 37.8 45.4 35.9 39.3 5.7 0.0 18.2 29.8 0.0 6.7 Incr Delay (d2), s/veh 0.4 0.0 0.5 6.8 0.0 1.7 0.0 0.0 36.9 3.5 0.0 0.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/ln 1.4 0.0 2.2 4.8 0.3 3.7 0.1 0.0 38.5 2.4 0.0 3.6 Lane Grp Delay (d), s/veh 38.4 0.0 38.2 52.2 35.9 41.0 5.7 0.0 55.2 33.2 0.0 7.4 Lane Grp LOS D DDDDA FC A Approach Vol, veh/h 150 317 1219 479 Approach Delay, s/veh 38.3 46.4 54.7 12.0 Approach LOS D D D B Timer Assigned Phs 4 8 1 6 5 2 Phs Duration (G+Y+Rc), s 24.0 24.0 5.1 75.0 7.7 77.6 Change Period (Y+Rc), s 5.5 5.5 4.0 5.5 4.0 5.5 Max Green Setting (Gmax), s 19.0 18.5 7.0 69.5 7.0 69.5 Max Q Clear Time (g_c+I1), s 7.2 20.2 2.2 72.5 3.3 11.1 Green Ext Time (p_c), s 1.2 0.0 0.0 0.0 0.1 10.5 Intersection Summary HCM 2010 Ctrl Delay 42.9 HCM 2010 LOS D Notes Timing Report, Sorted By Phase Recent AM Adjusted Timing 13: Timberline & Willow Springs/Kechter 5/16/2013 Crowne on Timberline 5/16/2013 Synchro 8 Light Report Delich Associates recent am adj timing.syn Phase Number 124568 Movement NBL SBTL EBTL SBL NBTL WBTL Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize Recall Mode None C-Min None None C-Min None Maximum Split (s) 11 75 24 11 75 24 Maximum Split (%) 10.0% 68.2% 21.8% 10.0% 68.2% 21.8% Minimum Split (s) 11 22.5 24 11 24.5 22.5 Yellow Time (s) 3 4.5 3 3 4.5 4.5 All-Red Time (s) 112111 Minimum Initial (s) 477477 Vehicle Extension (s) 333333 Minimum Gap (s) 333333 Time Before Reduce (s) 000000 Time To Reduce (s) 000000 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 10 12 12 10 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 17 28 103 17 28 103 End Time (s) 28 103 17 28 103 17 Yield/Force Off (s) 24 97.5 12 24 97.5 11.5 Yield/Force Off 170(s) 24 87.5 0 24 85.5 1.5 Local Start Time (s) 24 35 0 24 35 0 Local Yield (s) 31 104.5 19 31 104.5 18.5 Local Yield 170(s) 31 94.5 7 31 92.5 8.5 Intersection Summary Cycle Length 110 Control Type Actuated-Coordinated Natural Cycle 120 Offset: 103 (94%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Splits and Phases: 13: Timberline & Willow Springs/Kechter HCM 2010 Signalized Intersection Summary Recent PM Adjusted Timing 13: Timberline & Willow Springs/Kechter 5/16/2013 Crowne on Timberline 5/16/2013 Synchro 8 Light Report Delich Associates recent pm adj timing.syn Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 30 23 15 293 24 98 23 654 201 102 829 41 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.98 1.00 0.97 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 178.8 193.7 182.4 178.8 193.7 178.8 193.7 186.3 182.4 193.7 186.3 182.4 Lanes 110111110110 Cap, veh/h 406 325 217 428 581 455 163 725 244 177 998 51 Arrive On Green 0.30 0.30 0.29 0.30 0.30 0.30 0.03 0.55 0.54 0.05 0.57 0.56 Sat Flow, veh/h 1189 1085 723 1299 1937 1517 1845 1326 445 1845 1754 90 Grp Volume(v), veh/h 35 0 45 341 28 115 27 0 939 120 0 979 Grp Sat Flow(s),veh/h/ln 1189 0 1808 1299 1937 1517 1845 0 1771 1845 0 1844 Q Serve(g_s), s 2.5 0.0 2.1 30.0 1.2 6.7 0.7 0.0 60.0 3.0 0.0 57.2 Cycle Q Clear(g_c), s 3.7 0.0 2.1 32.1 1.2 6.7 0.7 0.0 60.0 3.0 0.0 57.2 Prop In Lane 1.00 0.40 1.00 1.00 1.00 0.25 1.00 0.05 Lane Grp Cap(c), veh/h 406 0 542 428 581 455 163 0 969 177 0 1050 V/C Ratio(X) 0.09 0.00 0.08 0.80 0.05 0.25 0.17 0.00 0.97 0.68 0.00 0.93 Avail Cap(c_a), veh/h 414 0 555 431 586 459 267 0 974 209 0 1050 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 30.5 0.0 29.6 41.0 29.2 31.1 24.0 0.0 25.7 28.0 0.0 23.2 Incr Delay (d2), s/veh 0.1 0.0 0.1 10.0 0.0 0.3 0.5 0.0 22.3 6.8 0.0 15.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/ln 0.8 0.0 1.0 11.1 0.6 2.6 0.4 0.0 30.8 3.9 0.0 28.8 Lane Grp Delay (d), s/veh 30.6 0.0 29.7 51.0 29.2 31.4 24.5 0.0 48.1 34.7 0.0 38.9 Lane Grp LOS C CDCCC DC D Approach Vol, veh/h 80 484 966 1099 Approach Delay, s/veh 30.1 45.1 47.4 38.4 Approach LOS CDDD Timer Assigned Phs 4 8 1 6 5 2 Phs Duration (G+Y+Rc), s 39.7 39.7 6.3 68.7 8.9 71.3 Change Period (Y+Rc), s 5.5 5.5 4.0 5.5 4.0 5.5 Max Green Setting (Gmax), s 35.0 34.5 9.0 63.5 7.0 61.5 Max Q Clear Time (g_c+I1), s 5.7 34.1 2.7 62.0 5.0 59.2 Green Ext Time (p_c), s 1.9 0.1 0.0 1.2 0.1 1.8 Intersection Summary HCM 2010 Ctrl Delay 42.7 HCM 2010 LOS D Notes Timing Report, Sorted By Phase Recent PM Adjusted Timing 13: Timberline & Willow Springs/Kechter 5/16/2013 Crowne on Timberline 5/16/2013 Synchro 8 Light Report Delich Associates recent pm adj timing.syn Phase Number 124568 Movement NBL SBTL EBTL SBL NBTL WBTL Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize Recall Mode None C-Min None None C-Min None Maximum Split (s) 13 67 40 11 69 40 Maximum Split (%) 10.8% 55.8% 33.3% 9.2% 57.5% 33.3% Minimum Split (s) 11 22.5 24 11 24.5 22.5 Yellow Time (s) 3 4.5 3 3 4.5 4.5 All-Red Time (s) 112111 Minimum Initial (s) 477477 Vehicle Extension (s) 333333 Minimum Gap (s) 333333 Time Before Reduce (s) 000000 Time To Reduce (s) 000000 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 10 12 12 10 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 1 14 81 1 12 81 End Time (s) 14 81 1 12 81 1 Yield/Force Off (s) 10 75.5 116 8 75.5 115.5 Yield/Force Off 170(s) 10 65.5 104 8 63.5 105.5 Local Start Time (s) 40 53 0 40 51 0 Local Yield (s) 49 114.5 35 47 114.5 34.5 Local Yield 170(s) 49 104.5 23 47 102.5 24.5 Intersection Summary Cycle Length 120 Control Type Actuated-Coordinated Natural Cycle 120 Offset: 81 (68%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Splits and Phases: 13: Timberline & Willow Springs/Kechter HCM 2010 TWSC Recent AM City Timing 11: Timberline & Zephyr 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates recent am city timing.syn Intersection Intersection Delay, s/veh 1.6 Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 14 77 959 5 20 525 Conflicting Peds, #/hr 0 0 0000 Sign Control Stop Stop Free Free Free Free RT Channelized None None None None None None Storage Length 0 90 170 140 Median Width 12 13 13 Grade, % 0% 0% 0% Peak Hour Factor 0.85 0.85 0.90 0.90 0.85 0.85 Heavy Vehicles, % 2 2 2222 Mvmt Flow 16 91 1066 6 24 618 Number of Lanes 1 1 1111 Major/Minor Major 1 Major 2 Conflicting Flow All 1731 1066 0 0 1066 0 Stage 1 1066 - ---- Stage 2 665 - ---- Follow-up Headway 3.518 3.318 - - 2.218 - Pot Capacity-1 Maneuver 97 270 - - 654 - Stage 1 331 - ---- Stage 2 511 - ---- Time blocked-Platoon, % 0 0 - - 0 - Mov Capacity-1 Maneuver 93 270 - - 654 - Mov Capacity-2 Maneuver 221 - ---- Stage 1 331 - ---- Stage 2 492 - ---- Approach WB NB SB HCM Control Delay, s 24.5 0 0.4 HCM LOS C - - Minor Lane / Major Mvmt NBT NBR WBLn1 WBLn2 SBL SBT Cap, veh/h - - 221 270 654 - HCM Control Delay, s - - 22.6 24.9 10.71 - HCM Lane V/C Ratio - - 0.07 0.34 0.04 - HCM Lane LOS - - C C B - HCM 95th-tile Q, veh - - 0.2 1.4 0.1 - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 TWSC Recent PM City Timing 11: Timberline & Zephyr 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates recent pm city timing.syn Intersection Intersection Delay, s/veh 1.3 Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 14 61 817 24 91 1046 Conflicting Peds, #/hr 0 0 0000 Sign Control Stop Stop Free Free Free Free RT Channelized None None None None None None Storage Length 0 90 170 140 Median Width 12 13 13 Grade, % 0% 0% 0% Peak Hour Factor 0.85 0.85 0.88 0.88 0.87 0.87 Heavy Vehicles, % 2 2 2222 Mvmt Flow 16 72 928 27 105 1202 Number of Lanes 1 1 1111 Major/Minor Major 1 Major 2 Conflicting Flow All 2339 928 0 0 928 0 Stage 1 928 - ---- Stage 2 1411 - ---- Follow-up Headway 3.518 3.318 - - 2.218 - Pot Capacity-1 Maneuver 40 325 - - 737 - Stage 1 385 - ---- Stage 2 225 - ---- Time blocked-Platoon, % 0 0 - - 0 - Mov Capacity-1 Maneuver 34 325 - - 737 - Mov Capacity-2 Maneuver 131 - ---- Stage 1 385 - ---- Stage 2 193 - ---- Approach WB NB SB HCM Control Delay, s 22.4 0 0.9 HCM LOS C - - Minor Lane / Major Mvmt NBT NBR WBLn1 WBLn2 SBL SBT Cap, veh/h - - 131 325 737 - HCM Control Delay, s - - 36.4 19.2 10.691 - HCM Lane V/C Ratio - - 0.13 0.22 0.14 - HCM Lane LOS - - E C B - HCM 95th-tile Q, veh - - 0.4 0.8 0.5 - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 TWSC Recent AM City Timing 6: Timberline & Fossil Creek 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates recent am city timing.syn Intersection Intersection Delay, s/veh 17 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 52 0 63 5 1 80 11 832 1 29 496 14 Conflicting Peds, #/hr 000000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized None None None None None None None None None None None None Storage Length 0 50 0 0 250 0 250 195 Median Width 0 0 12 12 Grade, % 0% 0% 0% 0% Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.86 0.86 0.86 0.85 0.85 0.85 Heavy Vehicles, % 222222222222 Mvmt Flow 61 0 74 6 1 94 13 967 1 34 584 16 Number of Lanes 011010110111 Major/Minor Minor 2 Minor 1 Major 1 Major 2 Conflicting Flow All 1693 1646 584 1646 1646 968 584 0 0 969 0 0 Stage 1 652 652 - 994 994 ------- Stage 2 1041 994 - 652 652 ------- Follow-up Headway 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Capacity-1 Maneuver 74 99 512 79 99 308 991 - - 711 - - Stage 1 457 464 - 295 323 ------- Stage 2 278 323 - 457 464 ------- Time blocked-Platoon, % 0000000--0-- Mov Capacity-1 Maneuver # 49 93 512 64 93 308 991 - - 711 - - Mov Capacity-2 Maneuver # 49 93 - 64 93 ------- Stage 1 451 442 - 291 319 ------- Stage 2 190 319 - 372 442 ------- Approach EB WB NB SB HCM Control Delay, s 206.9 29.3 0.1 0.6 HCM LOS F D - - Minor Lane / Major Mvmt NBL NBT NBR EBLn1 EBLn2 WBLn1 SBL SBT SBR Cap, veh/h 991 - - 66 512 247 711 - - HCM Control Delay, s 8.68 - - $ 29.3 12.8 29.3 10.318 - - HCM Lane V/C Ratio 0.01 - - 1.30 0.10 0.41 0.05 - - HCM Lane LOS A - - F B D B - - HCM 95th-tile Q, veh 0.0 - - 7.1 0.3 1.9 0.2 - - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 TWSC Recent PM City Timing 6: Timberline & Fossil Creek 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates recent pm city timing.syn Intersection Intersection Delay, s/veh 7.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 25 0 18 2 0 31 49 785 30 71 914 75 Conflicting Peds, #/hr 000000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized None None None None None None None None None None None None Storage Length 0 50 0 0 250 0 250 195 Median Width 0 0 12 12 Grade, % 0% 0% 0% 0% Peak Hour Factor 0.90 0.90 0.90 0.85 0.85 0.85 0.90 0.90 0.90 0.87 0.87 0.87 Heavy Vehicles, % 222222222222 Mvmt Flow 28 0 20 2 0 36 54 872 33 82 1051 86 Number of Lanes 011010110111 Major/Minor Minor 2 Minor 1 Major 1 Major 2 Conflicting Flow All 2230 2228 1051 2212 2212 889 1051 0 0 906 0 0 Stage 1 1214 1214 - 998 998 ------- Stage 2 1016 1014 - 1214 1214 ------- Follow-up Headway 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Capacity-1 Maneuver 31 43 276 31 44 342 662 - - 751 - - Stage 1 222 254 - 294 322 ------- Stage 2 287 316 - 222 254 ------- Time blocked-Platoon, % 0000000--0-- Mov Capacity-1 Maneuver # 24 35 276 25 36 342 662 - - 751 - - Mov Capacity-2 Maneuver # 24 35 - 25 36 ------- Stage 1 204 226 - 270 296 ------- Stage 2 235 290 - 183 226 ------- Approach EB WB NB SB HCM Control Delay, s $ 316.9 28.3 0.6 0.7 HCM LOS F D - - Minor Lane / Major Mvmt NBL NBT NBR EBLn1 EBLn2 WBLn1 SBL SBT SBR Cap, veh/h 662 - - 29 276 193 751 - - HCM Control Delay, s 10.925 - - $ 28.3 18.7 28.3 10.377 - - HCM Lane V/C Ratio 0.08 - - 1.19 0.05 0.20 0.11 - - HCM Lane LOS B - - F C D B - - HCM 95th-tile Q, veh 0.3 - - 4.0 0.2 0.7 0.4 - - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 Signalized Intersection Summary Recent AM City Timing 3: Timberline & Trilby 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates recent am city timing.syn Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 295 10 33 32 32 7 29 465 5 7 318 215 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 Lanes 110110110110 Cap, veh/h 456 113 381 451 450 95 350 1029 11 455 564 382 Arrive On Green 0.30 0.30 0.28 0.30 0.30 0.28 0.03 0.56 0.54 0.02 0.54 0.52 Sat Flow, veh/h 1354 376 1264 1352 1493 314 1774 1841 19 1774 1037 702 Grp Volume(v), veh/h 328 0 48 38 0 46 31 0 494 8 0 627 Grp Sat Flow(s),veh/h/ln 1354 0 1640 1352 0 1807 1774 0 1859 1774 0 1739 Q Serve(g_s), s 22.7 0.0 2.1 2.1 0.0 1.8 0.7 0.0 15.8 0.2 0.0 25.7 Cycle Q Clear(g_c), s 24.5 0.0 2.1 4.2 0.0 1.8 0.7 0.0 15.8 0.2 0.0 25.7 Prop In Lane 1.00 0.77 1.00 0.17 1.00 0.01 1.00 0.40 Lane Grp Cap(c), veh/h 456 0 495 451 0 545 350 0 1040 455 0 946 V/C Ratio(X) 0.72 0.00 0.10 0.08 0.00 0.08 0.09 0.00 0.47 0.02 0.00 0.66 Avail Cap(c_a), veh/h 580 0 644 575 0 710 380 0 1040 512 0 946 HCM Platoon Ratio 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 33.6 0.0 25.5 26.5 0.0 25.0 12.7 0.0 13.1 11.0 0.0 16.5 Incr Delay (d2), s/veh 3.1 0.0 0.1 0.1 0.0 0.1 0.1 0.0 1.6 0.0 0.0 3.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/ln 8.0 0.0 0.9 0.7 0.0 0.8 0.3 0.0 6.9 0.1 0.0 11.2 Lane Grp Delay (d), s/veh 36.8 0.0 25.6 26.5 0.0 25.0 12.8 0.0 14.7 11.1 0.0 20.1 Lane Grp LOS D C C C B B B C Approach Vol, veh/h 376 84 525 635 Approach Delay, s/veh 35.3 25.7 14.6 20.0 Approach LOS D C B C Timer Assigned Phs 4 8 5 2 1 6 Phs Duration (G+Y+Rc), s 33.9 33.9 7.3 59.5 5.8 58.0 Change Period (Y+Rc), s 6.0 6.0 5.0 6.0 5.0 6.0 Max Green Setting (Gmax), s 37.0 37.0 4.0 52.0 4.0 52.0 Max Q Clear Time (g_c+I1), s 26.5 6.2 2.7 17.8 2.2 27.7 Green Ext Time (p_c), s 1.4 1.9 0.0 5.5 0.0 5.2 Intersection Summary HCM 2010 Ctrl Delay 22.1 HCM 2010 LOS C Notes Timing Report, Sorted By Phase Recent AM City Timing 3: Timberline & Trilby 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates recent am city timing.syn Phase Number 124568 Movement SBL NBTL EBTL NBL SBTL WBTL Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize Yes Yes Yes Yes Recall Mode None Max None None Max None Maximum Split (s) 9 58 43 9 58 43 Maximum Split (%) 8.2% 52.7% 39.1% 8.2% 52.7% 39.1% Minimum Split (s) 9 24 24 9 24 24 Yellow Time (s) 444444 All-Red Time (s) 122122 Minimum Initial (s) 444444 Vehicle Extension (s) 333333 Minimum Gap (s) 333333 Time Before Reduce (s) 000000 Time To Reduce (s) 000000 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 10 10 10 10 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 0 9 67 0 9 67 End Time (s) 9 67 0 9 67 0 Yield/Force Off (s) 4 61 104 4 61 104 Yield/Force Off 170(s) 4 51 94 4 51 94 Local Start Time (s) 101 0 58 101 0 58 Local Yield (s) 105 52 95 105 52 95 Local Yield 170(s) 105 42 85 105 42 85 Intersection Summary Cycle Length 110 Control Type Semi Act-Uncoord Natural Cycle 60 Splits and Phases: 3: Timberline & Trilby HCM 2010 Signalized Intersection Summary Recent PM City Timing 3: Timberline & Trilby 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates recent pm city timing.syn Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 305 46 48 11 19 17 48 542 26 11 515 340 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 Lanes 110110110110 Cap, veh/h 445 246 261 391 268 243 183 1012 49 386 582 385 Arrive On Green 0.30 0.30 0.28 0.30 0.30 0.28 0.04 0.57 0.56 0.02 0.56 0.54 Sat Flow, veh/h 1359 828 879 1288 900 818 1774 1763 85 1774 1048 692 Grp Volume(v), veh/h 328 0 101 13 0 42 52 0 611 11 0 890 Grp Sat Flow(s),veh/h/ln 1359 0 1708 1288 0 1718 1774 0 1848 1774 0 1741 Q Serve(g_s), s 25.2 0.0 4.9 0.8 0.0 2.0 1.3 0.0 23.1 0.3 0.0 51.2 Cycle Q Clear(g_c), s 27.1 0.0 4.9 5.7 0.0 2.0 1.3 0.0 23.1 0.3 0.0 51.2 Prop In Lane 1.00 0.51 1.00 0.48 1.00 0.05 1.00 0.40 Lane Grp Cap(c), veh/h 445 0 507 391 0 511 183 0 1061 386 0 967 V/C Ratio(X) 0.74 0.00 0.20 0.03 0.00 0.08 0.28 0.00 0.58 0.03 0.00 0.92 Avail Cap(c_a), veh/h 561 0 653 501 0 657 196 0 1061 432 0 967 HCM Platoon Ratio 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 37.6 0.0 29.2 31.0 0.0 28.2 23.0 0.0 14.9 12.5 0.0 22.6 Incr Delay (d2), s/veh 3.8 0.0 0.2 0.0 0.0 0.1 0.8 0.0 2.3 0.0 0.0 15.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/ln 8.9 0.0 2.1 0.3 0.0 0.8 0.8 0.0 10.2 0.1 0.0 24.4 Lane Grp Delay (d), s/veh 41.4 0.0 29.4 31.0 0.0 28.2 23.9 0.0 17.2 12.5 0.0 37.7 Lane Grp LOS D C C C C B B D Approach Vol, veh/h 429 55 663 901 Approach Delay, s/veh 38.6 28.9 17.7 37.4 Approach LOS D C B D Timer Assigned Phs 4 8 5 2 1 6 Phs Duration (G+Y+Rc), s 36.6 36.6 8.2 67.0 6.1 65.0 Change Period (Y+Rc), s 6.0 6.0 5.0 6.0 5.0 6.0 Max Green Setting (Gmax), s 40.0 40.0 4.0 59.0 4.0 59.0 Max Q Clear Time (g_c+I1), s 29.1 7.7 3.3 25.1 2.3 53.2 Green Ext Time (p_c), s 1.5 2.0 0.0 9.0 0.0 3.5 Intersection Summary HCM 2010 Ctrl Delay 31.1 HCM 2010 LOS C Notes Timing Report, Sorted By Phase Recent PM City Timing 3: Timberline & Trilby 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates recent pm city timing.syn Phase Number 124568 Movement SBL NBTL EBTL NBL SBTL WBTL Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize Yes Yes Yes Yes Recall Mode None Max None None Max None Maximum Split (s) 9 65 46 9 65 46 Maximum Split (%) 7.5% 54.2% 38.3% 7.5% 54.2% 38.3% Minimum Split (s) 9 24 24 9 24 24 Yellow Time (s) 444444 All-Red Time (s) 122122 Minimum Initial (s) 444444 Vehicle Extension (s) 333333 Minimum Gap (s) 333333 Time Before Reduce (s) 000000 Time To Reduce (s) 000000 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 10 10 10 10 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 0 9 74 0 9 74 End Time (s) 9 74 0 9 74 0 Yield/Force Off (s) 4 68 114 4 68 114 Yield/Force Off 170(s) 4 58 104 4 58 104 Local Start Time (s) 111 0 65 111 0 65 Local Yield (s) 115 59 105 115 59 105 Local Yield 170(s) 115 49 95 115 49 95 Intersection Summary Cycle Length 120 Control Type Semi Act-Uncoord Natural Cycle 90 Splits and Phases: 3: Timberline & Trilby 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 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 100 200 300 400 500 600 WB LT/T/RT AM 86 VPH AM 1653 VPH 1 LANE & 1 LANE 2 OR MORE LANES & 1 LANE 2 OR MORE LANES & 2 OR MORE LANES *100 *150 PM 2267 VPH WB LT/T/RT PM 33 VPH MINOR STREET APPROACH - VPH MAJOR STREET - TOTAL OF BOTH APPROACH - VEHICLES PER HOUR (VPH) *Note: 150 vph applies as the lower threshold volume for a minor-street approach with two or more lanes and 100 vph applies as the lower threshold volume for a minor-street approach with one lane. SHORT RANGE TOTAL PEAK HOUR WARRANT AT TIMBERLINE/FOSSIL CREEK MUTCD, 2003 EDITION, PAGE 4C-7 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 100 200 300 400 500 600 WB LT/T/RT AM 86 VPH AM 1653 VPH 1 LANE & 1 LANE 2 OR MORE LANES & 1 LANE 2 OR MORE LANES & 2 OR MORE LANES *100 *150 PM 2267 VPH WB LT/T/RT PM 33 VPH 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 100 200 300 400 500 600 WB LT/T/RT AM 86 VPH AM 1653 VPH 1 LANE & 1 LANE 2 OR MORE LANES & 1 LANE 2 OR MORE LANES & 2 OR MORE LANES *100 *150 PM 2267 VPH WB LT/T/RT PM 33 VPH 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 100 200 300 400 500 600 WB LT AM 34 VPH AM 1810 VPH 1 LANE & 1 LANE 2 OR MORE LANES & 1 LANE 2 OR MORE LANES & 2 OR MORE LANES *100 *150 PM 2367 VPH WB LT PM 27 VPH MINOR STREET APPROACH - VPH MAJOR STREET - TOTAL OF BOTH APPROACH - VEHICLES PER HOUR (VPH) *Note: 150 vph applies as the lower threshold volume for a minor-street approach with two or more lanes and 100 vph applies as the lower threshold volume for a minor-street approach with one lane. SHORT RANGE TOTAL PEAK HOUR WARRANT AT TIMBERLINE/ZEPHYR MUTCD, 2003 EDITION, PAGE 4C-7 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 100 200 300 400 500 600 WB LT AM 34 VPH AM 1810 VPH 1 LANE & 1 LANE 2 OR MORE LANES & 1 LANE 2 OR MORE LANES & 2 OR MORE LANES *100 *150 PM 2367 VPH WB LT PM 27 VPH 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 100 200 300 400 500 600 WB LT AM 34 VPH AM 1810 VPH 1 LANE & 1 LANE 2 OR MORE LANES & 1 LANE 2 OR MORE LANES & 2 OR MORE LANES *100 *150 PM 2367 VPH WB LT PM 27 VPH 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 100 200 300 400 500 600 WB LT/T/RT AM 330 VPH AM 1810 VPH 1 LANE & 1 LANE 2 OR MORE LANES & 1 LANE 2 OR MORE LANES & 2 OR MORE LANES *100 *150 PM 2367 VPH EB LT/T/RT PM 225 VPH MINOR STREET APPROACH - VPH MAJOR STREET - TOTAL OF BOTH APPROACH - VEHICLES PER HOUR (VPH) *Note: 150 vph applies as the lower threshold volume for a minor-street approach with two or more lanes and 100 vph applies as the lower threshold volume for a minor-street approach with one lane. LONG RANGE BACKGROUND PEAK HOUR WARRANT AT TIMBERLINE/ZEPHYR MUTCD, 2003 EDITION, PAGE 4C-7 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 100 200 300 400 500 600 WB LT/T/RT AM 330 VPH AM 1810 VPH 1 LANE & 1 LANE 2 OR MORE LANES & 1 LANE 2 OR MORE LANES & 2 OR MORE LANES *100 *150 PM 2367 VPH EB LT/T/RT PM 225 VPH 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 100 200 300 400 500 600 WB LT/T/RT AM 330 VPH AM 1810 VPH 1 LANE & 1 LANE 2 OR MORE LANES & 1 LANE 2 OR MORE LANES & 2 OR MORE LANES *100 *150 PM 2367 VPH EB LT/T/RT PM 225 VPH 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 100 200 300 APPENDIX E HCM 2010 Signalized Intersection Summary Short Bkgrd AM City Timing 13: Timberline & Willow Springs/Kechter 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates sb am.syn Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 50 39 38 178 11 152 9 830 331 86 416 10 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.98 1.00 0.98 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 178.8 193.7 178.8 178.8 193.7 178.8 193.7 186.3 178.8 193.7 186.3 178.8 Lanes 110111111110 Cap, veh/h 338 209 205 318 450 353 596 1085 866 227 1105 30 Arrive On Green 0.23 0.23 0.22 0.23 0.23 0.23 0.02 0.58 0.58 0.05 0.61 0.60 Sat Flow, veh/h 1139 901 881 1248 1937 1520 1845 1863 1486 1845 1803 49 Grp Volume(v), veh/h 59 0 91 198 13 179 11 976 389 101 0 450 Grp Sat Flow(s),veh/h/ln 1139 0 1782 1248 1937 1520 1845 1863 1486 1845 0 1853 Q Serve(g_s), s 3.8 0.0 3.7 13.8 0.5 9.2 0.2 41.4 13.3 1.7 0.0 11.2 Cycle Q Clear(g_c), s 4.3 0.0 3.7 17.5 0.5 9.2 0.2 41.4 13.3 1.7 0.0 11.2 Prop In Lane 1.00 0.49 1.00 1.00 1.00 1.00 1.00 0.03 Lane Grp Cap(c), veh/h 338 0 414 318 450 353 596 1085 866 227 0 1135 V/C Ratio(X) 0.17 0.00 0.22 0.62 0.03 0.51 0.02 0.90 0.45 0.45 0.00 0.40 Avail Cap(c_a), veh/h 364 0 455 340 484 379 719 1333 1063 356 0 1387 HCM Platoon Ratio 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 28.4 0.0 28.2 35.1 26.7 30.1 7.5 16.5 10.6 20.0 0.0 8.9 Incr Delay (d2), s/veh 0.2 0.0 0.3 3.2 0.0 1.1 0.0 11.8 1.7 1.4 0.0 1.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/ln 1.1 0.0 1.7 4.6 0.2 3.6 0.1 19.8 4.6 1.4 0.0 4.6 Lane Grp Delay (d), s/veh 28.6 0.0 28.5 38.3 26.8 31.2 7.5 28.2 12.3 21.3 0.0 10.0 Lane Grp LOS C CDCCACBC A Approach Vol, veh/h 150 390 1376 551 Approach Delay, s/veh 28.5 34.7 23.6 12.1 Approach LOS C C C B Timer Assigned Phs 4 8 1 6 5 2 Phs Duration (G+Y+Rc), s 25.4 25.4 5.0 57.0 7.7 59.7 Change Period (Y+Rc), s 5.5 5.5 4.0 5.5 4.0 5.5 Max Green Setting (Gmax), s 22.0 21.5 7.0 63.5 10.0 66.5 Max Q Clear Time (g_c+I1), s 6.3 19.5 2.2 43.4 3.7 13.2 Green Ext Time (p_c), s 1.6 0.4 0.0 8.1 0.1 10.1 Intersection Summary HCM 2010 Ctrl Delay 23.1 HCM 2010 LOS C Notes Timing Report, Sorted By Phase Short Bkgrd AM City Timing 13: Timberline & Willow Springs/Kechter 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates sb am.syn Phase Number 124568 Movement NBL SBTL EBTL SBL NBTL WBTL Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize Recall Mode None C-Min None None C-Min None Maximum Split (s) 11 72 27 14 69 27 Maximum Split (%) 10.0% 65.5% 24.5% 12.7% 62.7% 24.5% Minimum Split (s) 11 22.5 24 11 24.5 22.5 Yellow Time (s) 3 4.5 3 3 4.5 4.5 All-Red Time (s) 112111 Minimum Initial (s) 477477 Vehicle Extension (s) 333333 Minimum Gap (s) 333333 Time Before Reduce (s) 000000 Time To Reduce (s) 000000 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 10 12 12 10 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 20 31 103 20 34 103 End Time (s) 31 103 20 34 103 20 Yield/Force Off (s) 27 97.5 15 30 97.5 14.5 Yield/Force Off 170(s) 27 87.5 3 30 85.5 4.5 Local Start Time (s) 27 38 0 27 41 0 Local Yield (s) 34 104.5 22 37 104.5 21.5 Local Yield 170(s) 34 94.5 10 37 92.5 11.5 Intersection Summary Cycle Length 110 Control Type Actuated-Coordinated Natural Cycle 90 Offset: 103 (94%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Splits and Phases: 13: Timberline & Willow Springs/Kechter HCM 2010 Signalized Intersection Summary Short Bkgrd PM City Timing 13: Timberline & Willow Springs/Kechter 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates sb pm.syn Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 30 23 15 333 24 120 23 740 241 143 929 41 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.98 1.00 0.97 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 178.8 193.7 178.8 178.8 193.7 178.8 193.7 186.3 178.8 193.7 186.3 178.8 Lanes 110111111110 Cap, veh/h 449 369 246 485 659 516 134 900 717 243 921 42 Arrive On Green 0.34 0.34 0.33 0.34 0.34 0.34 0.03 0.48 0.48 0.07 0.52 0.51 Sat Flow, veh/h 1162 1085 723 1300 1937 1518 1845 1863 1483 1845 1765 81 Grp Volume(v), veh/h 35 0 45 387 28 141 27 796 284 164 0 1092 Grp Sat Flow(s),veh/h/ln 1162 0 1808 1300 1937 1518 1845 1863 1483 1845 0 1846 Q Serve(g_s), s 2.3 0.0 1.9 31.6 1.1 7.5 0.8 42.5 13.5 4.2 0.0 57.5 Cycle Q Clear(g_c), s 3.4 0.0 1.9 33.5 1.1 7.5 0.8 42.5 13.5 4.2 0.0 57.5 Prop In Lane 1.00 0.40 1.00 1.00 1.00 1.00 1.00 0.04 Lane Grp Cap(c), veh/h 449 0 615 485 659 516 134 900 717 243 0 963 V/C Ratio(X) 0.08 0.00 0.07 0.80 0.04 0.27 0.20 0.88 0.40 0.67 0.00 1.13 Avail Cap(c_a), veh/h 486 0 673 521 712 558 247 900 717 403 0 963 HCM Platoon Ratio 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 25.5 0.0 24.8 36.0 24.4 26.5 25.3 25.7 18.2 23.6 0.0 26.4 Incr Delay (d2), s/veh 0.1 0.0 0.0 8.0 0.0 0.3 0.7 12.3 1.6 3.2 0.0 73.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/ln 0.7 0.0 0.9 11.4 0.5 2.8 0.4 21.4 5.0 4.7 0.0 44.2 Lane Grp Delay (d), s/veh 25.6 0.0 24.8 44.0 24.4 26.8 26.1 38.0 19.8 26.9 0.0 99.7 Lane Grp LOS C CDCCCDBC F Approach Vol, veh/h 80 556 1107 1256 Approach Delay, s/veh 25.1 38.6 33.1 90.2 Approach LOS C D C F Timer Assigned Phs 4 8 1 6 5 2 Phs Duration (G+Y+Rc), s 42.0 42.0 6.2 57.8 10.5 62.0 Change Period (Y+Rc), s 5.5 5.5 4.0 5.5 4.0 5.5 Max Green Setting (Gmax), s 40.0 39.5 9.0 49.5 16.0 56.5 Max Q Clear Time (g_c+I1), s 5.4 35.5 2.8 44.5 6.2 59.5 Green Ext Time (p_c), s 2.3 1.0 0.0 3.8 0.3 0.0 Intersection Summary HCM 2010 Ctrl Delay 57.8 HCM 2010 LOS E Notes Timing Report, Sorted By Phase Short Bkgrd PM City Timing 13: Timberline & Willow Springs/Kechter 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates sb pm.syn Phase Number 124568 Movement NBL SBTL EBTL SBL NBTL WBTL Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize Recall Mode None C-Min None None C-Min None Maximum Split (s) 13 62 45 20 55 45 Maximum Split (%) 10.8% 51.7% 37.5% 16.7% 45.8% 37.5% Minimum Split (s) 11 22.5 24 11 24.5 22.5 Yellow Time (s) 3 4.5 3 3 4.5 4.5 All-Red Time (s) 112111 Minimum Initial (s) 477477 Vehicle Extension (s) 333333 Minimum Gap (s) 333333 Time Before Reduce (s) 000000 Time To Reduce (s) 000000 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 10 12 12 10 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 6 19 81 6 26 81 End Time (s) 19 81 6 26 81 6 Yield/Force Off (s) 15 75.5 1 22 75.5 0.5 Yield/Force Off 170(s) 15 65.5 109 22 63.5 110.5 Local Start Time (s) 45 58 0 45 65 0 Local Yield (s) 54 114.5 40 61 114.5 39.5 Local Yield 170(s) 54 104.5 28 61 102.5 29.5 Intersection Summary Cycle Length 120 Control Type Actuated-Coordinated Natural Cycle 150 Offset: 81 (68%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Splits and Phases: 13: Timberline & Willow Springs/Kechter HCM 2010 Signalized Intersection Summary Short Bkgrd AM City Timing with SB RT-lane 13: Timberline & Willow Springs/Kechter 5/16/2013 Crowne on Timberline 5/16/2013 Synchro 8 Light Report Delich Associates sb am sb rt.syn Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 50 39 38 178 11 152 9 830 331 86 416 10 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.98 1.00 0.98 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 178.8 193.7 182.4 178.8 193.7 178.8 193.7 186.3 178.8 193.7 186.3 178.8 Lanes 110111111111 Cap, veh/h 338 209 205 318 450 353 601 1085 866 227 1142 895 Arrive On Green 0.23 0.23 0.22 0.23 0.23 0.23 0.02 0.58 0.58 0.05 0.61 0.60 Sat Flow, veh/h 1139 901 881 1248 1937 1520 1845 1863 1486 1845 1863 1487 Grp Volume(v), veh/h 59 0 91 198 13 179 11 976 389 101 438 12 Grp Sat Flow(s),veh/h/ln 1139 0 1782 1248 1937 1520 1845 1863 1486 1845 1863 1487 Q Serve(g_s), s 3.8 0.0 3.7 13.8 0.5 9.2 0.2 41.4 13.3 1.7 10.7 0.3 Cycle Q Clear(g_c), s 4.3 0.0 3.7 17.5 0.5 9.2 0.2 41.4 13.3 1.7 10.7 0.3 Prop In Lane 1.00 0.49 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 338 0 414 318 450 353 601 1085 866 227 1142 895 V/C Ratio(X) 0.17 0.00 0.22 0.62 0.03 0.51 0.02 0.90 0.45 0.45 0.38 0.01 Avail Cap(c_a), veh/h 365 0 455 340 484 379 725 1333 1063 356 1395 1097 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 28.4 0.0 28.2 35.1 26.7 30.1 7.5 16.5 10.6 20.0 8.8 7.2 Incr Delay (d2), s/veh 0.2 0.0 0.3 3.2 0.0 1.1 0.0 11.8 1.7 1.4 1.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/ln 1.1 0.0 1.7 4.6 0.2 3.6 0.1 19.8 4.6 1.4 4.3 0.1 Lane Grp Delay (d), s/veh 28.6 0.0 28.5 38.3 26.8 31.2 7.5 28.2 12.3 21.3 9.8 7.2 Lane Grp LOS C CDCCACBCAA Approach Vol, veh/h 150 390 1376 551 Approach Delay, s/veh 28.5 34.7 23.6 11.9 Approach LOS C C C B Timer Assigned Phs 4 8 1 6 5 2 Phs Duration (G+Y+Rc), s 25.4 25.4 5.0 57.0 7.7 59.7 Change Period (Y+Rc), s 5.5 5.5 4.0 5.5 4.0 5.5 Max Green Setting (Gmax), s 22.0 21.5 7.0 63.5 10.0 66.5 Max Q Clear Time (g_c+I1), s 6.3 19.5 2.2 43.4 3.7 12.7 Green Ext Time (p_c), s 1.6 0.4 0.0 8.1 0.1 10.1 Intersection Summary HCM 2010 Ctrl Delay 23.0 HCM 2010 LOS C Notes Timing Report, Sorted By Phase Short Bkgrd AM City Timing with SB RT-lane 13: Timberline & Willow Springs/Kechter 5/16/2013 Crowne on Timberline 5/16/2013 Synchro 8 Light Report Delich Associates sb am sb rt.syn Phase Number 124568 Movement NBL SBTL EBTL SBL NBTL WBTL Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize Recall Mode None C-Min None None C-Min None Maximum Split (s) 11 72 27 14 69 27 Maximum Split (%) 10.0% 65.5% 24.5% 12.7% 62.7% 24.5% Minimum Split (s) 11 22.5 24 11 24.5 22.5 Yellow Time (s) 3 4.5 3 3 4.5 4.5 All-Red Time (s) 112111 Minimum Initial (s) 477477 Vehicle Extension (s) 333333 Minimum Gap (s) 333333 Time Before Reduce (s) 000000 Time To Reduce (s) 000000 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 10 12 12 10 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 20 31 103 20 34 103 End Time (s) 31 103 20 34 103 20 Yield/Force Off (s) 27 97.5 15 30 97.5 14.5 Yield/Force Off 170(s) 27 87.5 3 30 85.5 4.5 Local Start Time (s) 27 38 0 27 41 0 Local Yield (s) 34 104.5 22 37 104.5 21.5 Local Yield 170(s) 34 94.5 10 37 92.5 11.5 Intersection Summary Cycle Length 110 Control Type Actuated-Coordinated Natural Cycle 90 Offset: 103 (94%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Splits and Phases: 13: Timberline & Willow Springs/Kechter HCM 2010 Signalized Intersection Summary Short Bkgrd PM Adjusted Timing with SB RT-lane 13: Timberline & Willow Springs/Kechter 5/16/2013 Crowne on Timberline 5/16/2013 Synchro 8 Light Report Delich Associates sb pm sb rt.syn Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 30 23 15 333 24 120 23 740 241 143 929 41 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.98 1.00 0.97 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 178.8 193.7 182.4 178.8 193.7 178.8 193.7 186.3 178.8 193.7 186.3 178.8 Lanes 110111111111 Cap, veh/h 398 325 216 428 580 454 129 999 795 277 1058 828 Arrive On Green 0.30 0.30 0.29 0.30 0.30 0.30 0.03 0.54 0.54 0.06 0.57 0.56 Sat Flow, veh/h 1161 1085 723 1299 1937 1517 1845 1863 1483 1845 1863 1481 Grp Volume(v), veh/h 35 0 45 387 28 141 27 796 284 164 1044 48 Grp Sat Flow(s),veh/h/ln 1161 0 1808 1299 1937 1517 1845 1863 1483 1845 1863 1481 Q Serve(g_s), s 2.5 0.0 2.1 32.4 1.2 8.3 0.7 39.9 12.7 4.0 63.5 1.7 Cycle Q Clear(g_c), s 3.7 0.0 2.1 34.5 1.2 8.3 0.7 39.9 12.7 4.0 63.5 1.7 Prop In Lane 1.00 0.40 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 398 0 541 428 580 454 129 999 795 277 1058 828 V/C Ratio(X) 0.09 0.00 0.08 0.90 0.05 0.31 0.21 0.80 0.36 0.59 0.99 0.06 Avail Cap(c_a), veh/h 403 0 549 428 580 454 204 1058 843 293 1058 828 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 30.1 0.0 29.2 42.3 28.7 31.2 26.9 21.7 15.3 20.9 24.5 11.6 Incr Delay (d2), s/veh 0.1 0.0 0.1 22.3 0.0 0.4 0.8 6.6 1.3 2.9 24.7 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/ln 0.8 0.0 1.0 14.2 0.6 3.2 0.4 19.1 4.6 2.6 34.2 0.6 Lane Grp Delay (d), s/veh 30.2 0.0 29.3 64.7 28.8 31.6 27.7 28.3 16.6 23.7 49.1 11.7 Lane Grp LOS C C E CCCCBCDB Approach Vol, veh/h 80 556 1107 1256 Approach Delay, s/veh 29.6 54.5 25.3 44.4 Approach LOS CDCD Timer Assigned Phs 4 8 1 6 5 2 Phs Duration (G+Y+Rc), s 39.0 39.0 6.3 66.3 10.0 70.0 Change Period (Y+Rc), s 5.5 5.5 4.0 5.5 4.0 5.5 Max Green Setting (Gmax), s 34.0 33.5 7.0 64.5 7.0 64.5 Max Q Clear Time (g_c+I1), s 5.7 36.5 2.7 41.9 6.0 65.5 Green Ext Time (p_c), s 2.2 0.0 0.0 10.8 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 38.8 HCM 2010 LOS D Notes Timing Report, Sorted By Phase Short Bkgrd PM Adjusted Timing with SB RT-lane 13: Timberline & Willow Springs/Kechter 5/16/2013 Crowne on Timberline 5/16/2013 Synchro 8 Light Report Delich Associates sb pm sb rt.syn Phase Number 124568 Movement NBL SBTL EBTL SBL NBTL WBTL Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize Recall Mode None C-Min None None C-Min None Maximum Split (s) 11 70 39 11 70 39 Maximum Split (%) 9.2% 58.3% 32.5% 9.2% 58.3% 32.5% Minimum Split (s) 11 22.5 24 11 24.5 22.5 Yellow Time (s) 3 4.5 3 3 4.5 4.5 All-Red Time (s) 112111 Minimum Initial (s) 477477 Vehicle Extension (s) 333333 Minimum Gap (s) 333333 Time Before Reduce (s) 000000 Time To Reduce (s) 000000 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 10 12 12 10 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 0 11 81 0 11 81 End Time (s) 11 81 0 11 81 0 Yield/Force Off (s) 7 75.5 115 7 75.5 114.5 Yield/Force Off 170(s) 7 65.5 103 7 63.5 104.5 Local Start Time (s) 39 50 0 39 50 0 Local Yield (s) 46 114.5 34 46 114.5 33.5 Local Yield 170(s) 46 104.5 22 46 102.5 23.5 Intersection Summary Cycle Length 120 Control Type Actuated-Coordinated Natural Cycle 140 Offset: 81 (68%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Splits and Phases: 13: Timberline & Willow Springs/Kechter HCM 2010 TWSC Short Bkgrd AM City Timing 11: Timberline & Zephyr 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates sb am.syn Intersection Intersection Delay, s/veh 2.8 Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 34 100 1070 12 25 607 Conflicting Peds, #/hr 0 0 0000 Sign Control Stop Stop Free Free Free Free RT Channelized None None None None None None Storage Length 0 90 170 140 Median Width 12 13 13 Grade, % 0% 0% 0% Peak Hour Factor 0.85 0.85 0.90 0.90 0.85 0.85 Heavy Vehicles, % 2 2 2222 Mvmt Flow 40 118 1189 13 29 714 Number of Lanes 1 1 1111 Major/Minor Major 1 Major 2 Conflicting Flow All 1962 1189 0 0 1189 0 Stage 1 1189 - ---- Stage 2 773 - ---- Follow-up Headway 3.518 3.318 - - 2.218 - Pot Capacity-1 Maneuver 70 229 - - 587 - Stage 1 289 - ---- Stage 2 455 - ---- Time blocked-Platoon, % 0 0 - - 0 - Mov Capacity-1 Maneuver 67 229 - - 587 - Mov Capacity-2 Maneuver 187 - ---- Stage 1 289 - ---- Stage 2 433 - ---- Approach WB NB SB HCM Control Delay, s 34.5 0 0.5 HCM LOS D - - Minor Lane / Major Mvmt NBT NBR WBLn1 WBLn2 SBL SBT Cap, veh/h - - 187 229 587 - HCM Control Delay, s - - 29.4 36.2 11.456 - HCM Lane V/C Ratio - - 0.21 0.51 0.05 - HCM Lane LOS - - D E B - HCM 95th-tile Q, veh - - 0.8 2.7 0.2 - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 TWSC Short Bkgrd PM City Timing 11: Timberline & Zephyr 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates sb pm.syn Intersection Intersection Delay, s/veh 2 Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 27 76 928 47 109 1168 Conflicting Peds, #/hr 0 0 0000 Sign Control Stop Stop Free Free Free Free RT Channelized None None None None None None Storage Length 0 90 170 140 Median Width 12 13 13 Grade, % 0% 0% 0% Peak Hour Factor 0.85 0.85 0.88 0.88 0.87 0.87 Heavy Vehicles, % 2 2 2222 Mvmt Flow 32 89 1055 53 125 1343 Number of Lanes 1 1 1111 Major/Minor Major 1 Major 2 Conflicting Flow All 2648 1055 0 0 1055 0 Stage 1 1055 - ---- Stage 2 1593 - ---- Follow-up Headway 3.518 3.318 - - 2.218 - Pot Capacity-1 Maneuver # 25 274 - - 660 - Stage 1 335 - ---- Stage 2 183 - ---- Time blocked-Platoon, % 0 0 - - 0 - Mov Capacity-1 Maneuver # 20 274 - - 660 - Mov Capacity-2 Maneuver 101 - ---- Stage 1 335 - ---- Stage 2 148 - ---- Approach WB NB SB HCM Control Delay, s 32.7 0 1 HCM LOS D - - Minor Lane / Major Mvmt NBT NBR WBLn1 WBLn2 SBL SBT Cap, veh/h - - 101 274 660 - HCM Control Delay, s - - 56.2 24.4 11.728 - HCM Lane V/C Ratio - - 0.32 0.33 0.19 - HCM Lane LOS - - F C B - HCM 95th-tile Q, veh - - 1.2 1.4 0.7 - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 TWSC Short Bkgrd AM City Timing 6: Timberline & Fossil Creek 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates sb am.syn Intersection Intersection Delay, s/veh 35.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 52 0 63 5 1 80 11 950 1 29 598 14 Conflicting Peds, #/hr 000000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized None None None None None None None None None None None None Storage Length 0 50 0 0 250 0 250 195 Median Width 0 0 12 12 Grade, % 0% 0% 0% 0% Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.86 0.86 0.86 0.85 0.85 0.85 Heavy Vehicles, % 222222222222 Mvmt Flow 61 0 74 6 1 94 13 1105 1 34 704 16 Number of Lanes 011010110111 Major/Minor Minor 2 Minor 1 Major 1 Major 2 Conflicting Flow All 1950 1903 704 1903 1903 1105 704 0 0 1106 0 0 Stage 1 772 772 - 1131 1131 ------- Stage 2 1178 1131 - 772 772 ------- Follow-up Headway 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Capacity-1 Maneuver # 48 69 437 52 69 256 894 - - 631 - - Stage 1 392 409 - 247 278 ------- Stage 2 233 278 - 392 409 ------- Time blocked-Platoon, % 0000000--0-- Mov Capacity-1 Maneuver # 28 64 437 41 64 256 894 - - 631 - - Mov Capacity-2 Maneuver # 28 64 - 41 64 ------- Stage 1 386 387 - 243 274 ------- Stage 2 145 274 - 308 387 ------- Approach EB WB NB SB HCM Control Delay, s $ 515.3 43.3 0.1 0.5 HCM LOS F E - - Minor Lane / Major Mvmt NBL NBT NBR EBLn1 EBLn2 WBLn1 SBL SBT SBR Cap, veh/h 894 - - 38 437 191 631 - - HCM Control Delay, s 9.085 - - $ 43.3 14.3 43.3 11.031 - - HCM Lane V/C Ratio 0.01 - - 2.26 0.11 0.53 0.05 - - HCM Lane LOS A - - F B E B - - HCM 95th-tile Q, veh 0.0 - - 9.4 0.4 2.7 0.2 - - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 TWSC Short Bkgrd PM City Timing 6: Timberline & Fossil Creek 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates sb pm.syn Intersection Intersection Delay, s/veh 15.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 25 0 18 2 0 31 49 919 30 71 1049 75 Conflicting Peds, #/hr 000000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized None None None None None None None None None None None None Storage Length 0 50 0 0 250 0 250 195 Median Width 0 0 12 12 Grade, % 0% 0% 0% 0% Peak Hour Factor 0.90 0.90 0.90 0.85 0.85 0.85 0.90 0.90 0.90 0.87 0.87 0.87 Heavy Vehicles, % 222222222222 Mvmt Flow 28 0 20 2 0 36 54 1021 33 82 1206 86 Number of Lanes 011010110111 Major/Minor Minor 2 Minor 1 Major 1 Major 2 Conflicting Flow All 2534 2532 1206 2516 2516 1038 1206 0 0 1054 0 0 Stage 1 1369 1369 - 1147 1147 ------- Stage 2 1165 1163 - 1369 1369 ------- Follow-up Headway 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Capacity-1 Maneuver # 18 27 224 19 28 280 579 - - 661 - - Stage 1 181 214 - 242 274 ------- Stage 2 237 269 - 181 214 ------- Time blocked-Platoon, % 0000000--0-- Mov Capacity-1 Maneuver # 13 21 224 15 22 280 579 - - 661 - - Mov Capacity-2 Maneuver # 13 21 - 15 22 ------- Stage 1 164 187 - 219 248 ------- Stage 2 187 244 - 144 187 ------- Approach EB WB NB SB HCM Control Delay, s $ 744 42.1 0.6 0.7 HCM LOS F E - - Minor Lane / Major Mvmt NBL NBT NBR EBLn1 EBLn2 WBLn1 SBL SBT SBR Cap, veh/h 579 - - 16 224 135 661 - - HCM Control Delay, s 11.862 - - $ 42.1 22.1 42.1 11.212 - - HCM Lane V/C Ratio 0.09 - - 2.15 0.06 0.29 0.12 - - HCM Lane LOS B - - F C E B - - HCM 95th-tile Q, veh 0.3 - - 4.9 0.2 1.1 0.4 - - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 Signalized Intersection Summary Short Bkgrd AM City Timing 3: Timberline & Trilby 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates sb am.syn Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 335 20 49 36 44 22 43 528 6 24 367 251 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 Lanes 110110111111 Cap, veh/h 481 165 406 480 405 202 384 954 781 371 942 771 Arrive On Green 0.35 0.35 0.33 0.35 0.35 0.33 0.04 0.51 0.49 0.03 0.51 0.49 Sat Flow, veh/h 1316 479 1176 1318 1173 586 1774 1863 1583 1774 1863 1583 Grp Volume(v), veh/h 372 0 76 42 0 78 45 556 6 28 432 295 Grp Sat Flow(s),veh/h/ln 1316 0 1655 1318 0 1759 1774 1863 1583 1774 1863 1583 Q Serve(g_s), s 28.9 0.0 3.4 2.4 0.0 3.3 1.3 22.2 0.2 0.8 15.9 12.6 Cycle Q Clear(g_c), s 32.1 0.0 3.4 5.8 0.0 3.3 1.3 22.2 0.2 0.8 15.9 12.6 Prop In Lane 1.00 0.71 1.00 0.33 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 481 0 571 480 0 607 384 954 781 371 942 771 V/C Ratio(X) 0.77 0.00 0.13 0.09 0.00 0.13 0.12 0.58 0.01 0.08 0.46 0.38 Avail Cap(c_a), veh/h 507 0 604 506 0 642 402 954 781 400 942 771 HCM Platoon Ratio 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 35.0 0.0 24.5 26.0 0.0 24.2 13.0 18.1 13.8 14.4 17.0 17.3 Incr Delay (d2), s/veh 6.9 0.0 0.1 0.1 0.0 0.1 0.1 2.6 0.0 0.1 1.6 1.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/ln 10.2 0.0 1.4 0.8 0.0 1.4 0.5 10.3 0.1 0.3 7.3 4.9 Lane Grp Delay (d), s/veh 41.9 0.0 24.6 26.1 0.0 24.3 13.1 20.7 13.8 14.5 18.6 18.7 Lane Grp LOS D C C C B C BBBB Approach Vol, veh/h 448 120 607 755 Approach Delay, s/veh 39.0 24.9 20.1 18.5 Approach LOS D C C B Timer Assigned Phs 4 8 5 2 1 6 Phs Duration (G+Y+Rc), s 40.9 40.9 7.9 58.7 7.3 58.0 Change Period (Y+Rc), s 6.0 6.0 5.0 6.0 5.0 6.0 Max Green Setting (Gmax), s 37.0 37.0 4.0 52.0 4.0 52.0 Max Q Clear Time (g_c+I1), s 34.1 7.8 3.3 24.2 2.8 17.9 Green Ext Time (p_c), s 0.7 2.4 0.0 6.0 0.0 6.2 Intersection Summary HCM 2010 Ctrl Delay 24.2 HCM 2010 LOS C Notes Timing Report, Sorted By Phase Short Bkgrd AM City Timing 3: Timberline & Trilby 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates sb am.syn Phase Number 124568 Movement SBL NBTL EBTL NBL SBTL WBTL Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize Yes Yes Yes Yes Recall Mode None Max None None Max None Maximum Split (s) 9 58 43 9 58 43 Maximum Split (%) 8.2% 52.7% 39.1% 8.2% 52.7% 39.1% Minimum Split (s) 9 24 24 9 24 24 Yellow Time (s) 444444 All-Red Time (s) 122122 Minimum Initial (s) 444444 Vehicle Extension (s) 333333 Minimum Gap (s) 333333 Time Before Reduce (s) 000000 Time To Reduce (s) 000000 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 10 10 10 10 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 0 9 67 0 9 67 End Time (s) 9 67 0 9 67 0 Yield/Force Off (s) 4 61 104 4 61 104 Yield/Force Off 170(s) 4 51 94 4 51 94 Local Start Time (s) 101 0 58 101 0 58 Local Yield (s) 105 52 95 105 52 95 Local Yield 170(s) 105 42 85 105 42 85 Intersection Summary Cycle Length 110 Control Type Semi Act-Uncoord Natural Cycle 60 Splits and Phases: 3: Timberline & Trilby HCM 2010 Signalized Intersection Summary Short Bkgrd PM City Timing 3: Timberline & Trilby 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates sb pm.syn Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 346 60 64 12 30 35 66 617 29 26 587 388 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 Lanes 110110111111 Cap, veh/h 470 283 300 417 268 313 283 984 810 305 962 791 Arrive On Green 0.34 0.34 0.32 0.34 0.34 0.32 0.04 0.53 0.51 0.03 0.52 0.50 Sat Flow, veh/h 1318 828 879 1250 783 918 1774 1863 1583 1774 1863 1583 Grp Volume(v), veh/h 372 0 134 14 0 76 71 663 31 27 611 404 Grp Sat Flow(s),veh/h/ln 1318 0 1708 1250 0 1701 1774 1863 1583 1774 1863 1583 Q Serve(g_s), s 32.0 0.0 6.7 1.0 0.0 3.7 2.2 30.8 1.2 0.8 27.9 20.2 Cycle Q Clear(g_c), s 35.7 0.0 6.7 7.7 0.0 3.7 2.2 30.8 1.2 0.8 27.9 20.2 Prop In Lane 1.00 0.51 1.00 0.54 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 470 0 583 417 0 581 283 984 810 305 962 791 V/C Ratio(X) 0.79 0.00 0.23 0.03 0.00 0.13 0.25 0.67 0.04 0.09 0.64 0.51 Avail Cap(c_a), veh/h 489 0 607 435 0 605 287 984 810 330 962 791 HCM Platoon Ratio 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 39.1 0.0 28.2 30.5 0.0 27.2 16.1 20.4 14.4 16.7 20.5 19.9 Incr Delay (d2), s/veh 8.3 0.0 0.2 0.0 0.0 0.1 0.5 3.7 0.1 0.1 3.2 2.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/ln 11.5 0.0 2.8 0.3 0.0 1.6 0.9 14.3 0.4 0.3 13.1 8.1 Lane Grp Delay (d), s/veh 47.5 0.0 28.4 30.6 0.0 27.3 16.5 24.1 14.5 16.8 23.7 22.2 Lane Grp LOS D C C C B C B B C C Approach Vol, veh/h 506 90 765 1042 Approach Delay, s/veh 42.4 27.8 23.0 23.0 Approach LOS DCCC Timer Assigned Phs 4 8 5 2 1 6 Phs Duration (G+Y+Rc), s 44.3 44.3 8.8 66.4 7.4 65.0 Change Period (Y+Rc), s 6.0 6.0 5.0 6.0 5.0 6.0 Max Green Setting (Gmax), s 40.0 40.0 4.0 59.0 4.0 59.0 Max Q Clear Time (g_c+I1), s 37.7 9.7 4.2 32.8 2.8 29.9 Green Ext Time (p_c), s 0.6 2.5 0.0 8.9 0.0 9.2 Intersection Summary HCM 2010 Ctrl Delay 27.2 HCM 2010 LOS C Notes Timing Report, Sorted By Phase Short Bkgrd PM City Timing 3: Timberline & Trilby 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates sb pm.syn Phase Number 124568 Movement SBL NBTL EBTL NBL SBTL WBTL Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize Yes Yes Yes Yes Recall Mode None Max None None Max None Maximum Split (s) 9 65 46 9 65 46 Maximum Split (%) 7.5% 54.2% 38.3% 7.5% 54.2% 38.3% Minimum Split (s) 9 24 24 9 24 24 Yellow Time (s) 444444 All-Red Time (s) 122122 Minimum Initial (s) 444444 Vehicle Extension (s) 333333 Minimum Gap (s) 333333 Time Before Reduce (s) 000000 Time To Reduce (s) 000000 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 10 10 10 10 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 0 9 74 0 9 74 End Time (s) 9 74 0 9 74 0 Yield/Force Off (s) 4 68 114 4 68 114 Yield/Force Off 170(s) 4 58 104 4 58 104 Local Start Time (s) 111 0 65 111 0 65 Local Yield (s) 115 59 105 115 59 105 Local Yield 170(s) 115 49 95 115 49 95 Intersection Summary Cycle Length 120 Control Type Semi Act-Uncoord Natural Cycle 70 Splits and Phases: 3: Timberline & Trilby APPENDIX F HCM 2010 Signalized Intersection Summary Long Bkgrd AM 13: Timberline & Willow Springs/Kechter 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates lb am.syn Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 50 40 40 120 15 160 10 1080 220 95 565 10 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.98 1.00 0.98 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 178.8 193.7 178.8 178.8 193.7 178.8 193.7 186.3 178.8 193.7 186.3 178.8 Lanes 110111121120 Cap, veh/h 295 128 128 429 580 455 475 1447 607 369 1615 30 Arrive On Green 0.14 0.14 0.13 0.10 0.30 0.30 0.06 0.82 0.82 0.07 0.45 0.44 Sat Flow, veh/h 1147 890 890 1703 1937 1520 1845 3539 1484 1845 3553 66 Grp Volume(v), veh/h 53 0 84 126 16 168 11 1137 232 100 296 310 Grp Sat Flow(s),veh/h/ln 1147 0 1780 1703 1937 1520 1845 1770 1484 1845 1770 1849 Q Serve(g_s), s 2.3 0.0 2.4 3.2 0.3 4.8 0.2 9.1 2.3 1.4 6.1 6.1 Cycle Q Clear(g_c), s 2.3 0.0 2.4 3.2 0.3 4.8 0.2 9.1 2.3 1.4 6.1 6.1 Prop In Lane 1.00 0.50 1.00 1.00 1.00 1.00 1.00 0.04 Lane Grp Cap(c), veh/h 295 0 256 429 580 455 475 1447 607 369 804 840 V/C Ratio(X) 0.18 0.00 0.33 0.29 0.03 0.37 0.02 0.79 0.38 0.27 0.37 0.37 Avail Cap(c_a), veh/h 566 0 676 689 1314 1031 688 4001 1678 498 2001 2091 HCM Platoon Ratio 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 0.86 0.86 0.86 1.00 1.00 1.00 Uniform Delay (d), s/veh 21.2 0.0 21.5 15.6 13.7 15.3 8.6 3.8 3.2 7.8 9.9 9.9 Incr Delay (d2), s/veh 0.3 0.0 0.7 0.4 0.0 0.5 0.0 3.8 1.6 0.4 1.3 1.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/ln 0.6 0.0 1.1 1.2 0.1 1.7 0.1 2.0 0.8 0.5 2.4 2.5 Lane Grp Delay (d), s/veh 21.5 0.0 22.2 16.0 13.7 15.8 8.6 7.6 4.8 8.2 11.2 11.1 Lane Grp LOS C C BBBAAAABB Approach Vol, veh/h 137 310 1380 706 Approach Delay, s/veh 22.0 15.8 7.1 10.7 Approach LOS C B A B Timer Assigned Phs 4 3 8 1 6 5 2 Phs Duration (G+Y+Rc), s 12.4 8.6 21.0 4.6 27.1 7.1 29.6 Change Period (Y+Rc), s 5.5 4.0 5.5 4.0 5.5 4.0 5.5 Max Green Setting (Gmax), s 20.0 13.0 36.5 7.0 61.5 7.0 61.5 Max Q Clear Time (g_c+I1), s 4.4 5.2 6.8 2.2 11.1 3.4 8.1 Green Ext Time (p_c), s 0.9 0.2 1.0 0.0 10.6 0.1 10.6 Intersection Summary HCM 2010 Ctrl Delay 10.0 HCM 2010 LOS A Notes Timing Report, Sorted By Phase Long Bkgrd AM 13: Timberline & Willow Springs/Kechter 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates lb am.syn Phase Number 1234568 Movement NBL SBTL WBL EBTL SBL NBTL WBTL Lead/Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize Recall Mode None C-Min None None None C-Min None Maximum Split (s) 11 67 17 25 11 67 42 Maximum Split (%) 9.2% 55.8% 14.2% 20.8% 9.2% 55.8% 35.0% Minimum Split (s) 11 22.5 8 24 11 24.5 22.5 Yellow Time (s) 3 4.5 3.5 3 3 4.5 4.5 All-Red Time (s) 1 1 0.5 2111 Minimum Initial (s) 4747477 Vehicle Extension (s) 3333333 Minimum Gap (s) 3333333 Time Before Reduce (s) 0000000 Time To Reduce (s) 0000000 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 10 12 12 10 Dual Entry No Yes No Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Yes Start Time (s) 25 36 103 0 25 36 103 End Time (s) 36 103 0 25 36 103 25 Yield/Force Off (s) 32 97.5 116 20 32 97.5 19.5 Yield/Force Off 170(s) 32 87.5 116 8 32 85.5 9.5 Local Start Time (s) 42 53 0 17 42 53 0 Local Yield (s) 49 114.5 13 37 49 114.5 36.5 Local Yield 170(s) 49 104.5 13 25 49 102.5 26.5 Intersection Summary Cycle Length 120 Control Type Actuated-Coordinated Natural Cycle 75 Offset: 103 (86%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Splits and Phases: 13: Timberline & Willow Springs/Kechter HCM 2010 Signalized Intersection Summary Long Bkgrd PM 13: Timberline & Willow Springs/Kechter 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates lb pm.syn Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 30 25 15 235 25 125 25 875 130 140 1190 40 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.98 1.00 0.98 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 178.8 193.7 178.8 178.8 193.7 178.8 193.7 186.3 178.8 193.7 186.3 178.8 Lanes 110111121120 Cap, veh/h 222 120 74 489 604 474 254 1604 673 456 1717 58 Arrive On Green 0.11 0.11 0.09 0.16 0.31 0.31 0.07 0.91 0.91 0.07 0.49 0.48 Sat Flow, veh/h 1175 1124 692 1703 1937 1520 1845 3539 1485 1845 3492 117 Grp Volume(v), veh/h 32 0 42 247 26 132 26 921 137 147 635 660 Grp Sat Flow(s),veh/h/ln 1175 0 1815 1703 1937 1520 1845 1770 1485 1845 1770 1839 Q Serve(g_s), s 1.9 0.0 1.6 8.9 0.7 4.9 0.5 3.8 0.8 2.6 21.2 21.3 Cycle Q Clear(g_c), s 1.9 0.0 1.6 8.9 0.7 4.9 0.5 3.8 0.8 2.6 21.2 21.3 Prop In Lane 1.00 0.38 1.00 1.00 1.00 1.00 1.00 0.06 Lane Grp Cap(c), veh/h 222 0 193 489 604 474 254 1604 673 456 870 904 V/C Ratio(X) 0.14 0.00 0.22 0.51 0.04 0.28 0.10 0.57 0.20 0.32 0.73 0.73 Avail Cap(c_a), veh/h 411 0 487 664 1104 866 386 2633 1104 566 1364 1417 HCM Platoon Ratio 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 0.92 0.92 0.92 1.00 1.00 1.00 Uniform Delay (d), s/veh 30.6 0.0 30.7 21.6 17.9 19.4 11.8 2.1 1.9 7.4 15.0 15.1 Incr Delay (d2), s/veh 0.3 0.0 0.6 0.8 0.0 0.3 0.2 1.4 0.6 0.4 5.3 5.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/ln 0.6 0.0 0.7 3.7 0.3 1.8 0.2 1.0 0.3 1.0 9.2 9.6 Lane Grp Delay (d), s/veh 30.9 0.0 31.2 22.4 17.9 19.7 12.0 3.5 2.6 7.8 20.4 20.2 Lane Grp LOS C C C BBBAAACC Approach Vol, veh/h 74 405 1084 1442 Approach Delay, s/veh 31.1 21.2 3.6 19.0 Approach LOS C C A B Timer Assigned Phs 4 3 8 1 6 5 2 Phs Duration (G+Y+Rc), s 12.4 15.3 27.7 5.7 38.3 8.6 41.2 Change Period (Y+Rc), s 5.5 4.0 5.5 4.0 5.5 4.0 5.5 Max Green Setting (Gmax), s 19.0 19.0 41.5 7.0 54.5 9.0 56.5 Max Q Clear Time (g_c+I1), s 3.9 10.9 6.9 2.5 5.8 4.6 23.3 Green Ext Time (p_c), s 0.6 0.5 0.7 0.0 13.6 0.1 12.4 Intersection Summary HCM 2010 Ctrl Delay 14.0 HCM 2010 LOS B Notes Timing Report, Sorted By Phase Long Bkgrd PM 13: Timberline & Willow Springs/Kechter 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates lb pm.syn Phase Number 1234568 Movement NBL SBTL WBL EBTL SBL NBTL WBTL Lead/Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize Recall Mode None C-Min None None None C-Min None Maximum Split (s) 11 62 23 24 13 60 47 Maximum Split (%) 9.2% 51.7% 19.2% 20.0% 10.8% 50.0% 39.2% Minimum Split (s) 11 22.5 8 24 11 24.5 22.5 Yellow Time (s) 3 4.5 3.5 3 3 4.5 4.5 All-Red Time (s) 1 1 0.5 2111 Minimum Initial (s) 4747477 Vehicle Extension (s) 3333333 Minimum Gap (s) 3333333 Time Before Reduce (s) 0000000 Time To Reduce (s) 0000000 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 10 12 12 10 Dual Entry No Yes No Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Yes Start Time (s) 30 41 103 6 30 43 103 End Time (s) 41 103 6 30 43 103 30 Yield/Force Off (s) 37 97.5 2 25 39 97.5 24.5 Yield/Force Off 170(s) 37 87.5 2 13 39 85.5 14.5 Local Start Time (s) 47 58 0 23 47 60 0 Local Yield (s) 54 114.5 19 42 56 114.5 41.5 Local Yield 170(s) 54 104.5 19 30 56 102.5 31.5 Intersection Summary Cycle Length 120 Control Type Actuated-Coordinated Natural Cycle 80 Offset: 103 (86%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Splits and Phases: 13: Timberline & Willow Springs/Kechter HCM 2010 Signalized Intersection Summary Long Bkgrd AM 11: Timberline & Zephyr 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates lb am.syn Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 150 5 120 105 10 215 45 950 65 120 600 10 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 Lanes 110110121121 Cap, veh/h 263 12 304 346 13 270 520 1818 813 429 1899 850 Arrive On Green 0.09 0.20 0.20 0.07 0.18 0.18 0.06 1.00 1.00 0.10 1.00 1.00 Sat Flow, veh/h 1774 61 1532 1774 74 1520 1774 3539 1583 1774 3539 1583 Grp Volume(v), veh/h 158 0 131 111 0 237 47 1000 68 126 632 11 Grp Sat Flow(s),veh/h/ln 1774 0 1592 1774 0 1594 1774 1770 1583 1774 1770 1583 Q Serve(g_s), s 7.4 0.0 7.6 5.4 0.0 15.3 1.3 0.0 0.0 3.4 0.0 0.0 Cycle Q Clear(g_c), s 7.4 0.0 7.6 5.4 0.0 15.3 1.3 0.0 0.0 3.4 0.0 0.0 Prop In Lane 1.00 0.96 1.00 0.95 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 263 0 316 346 0 283 520 1818 813 429 1899 850 V/C Ratio(X) 0.60 0.00 0.41 0.32 0.00 0.84 0.09 0.55 0.08 0.29 0.33 0.01 Avail Cap(c_a), veh/h 290 0 435 377 0 405 587 1818 813 538 1899 850 HCM Platoon Ratio 0.00 0.00 0.00 0.00 0.00 0.00 0.06071088.66371088.63 0.06071088.63 0.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 0.97 0.97 0.97 Uniform Delay (d), s/veh 31.2 0.0 37.2 32.5 0.0 42.2 11.1 0.0 0.0 9.1 0.0 0.0 Incr Delay (d2), s/veh 2.9 0.0 0.9 0.5 0.0 10.0 0.1 1.2 0.2 0.4 0.5 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/ln 3.5 0.0 3.2 2.5 0.0 7.0 0.5 0.3 0.0 1.2 0.1 0.0 Lane Grp Delay (d), s/veh 34.1 0.0 38.0 33.0 0.0 52.2 11.2 1.2 0.2 9.4 0.5 0.0 Lane Grp LOS C D C D BAAAAA Approach Vol, veh/h 289 348 1115 769 Approach Delay, s/veh 35.9 46.1 1.6 1.9 Approach LOS D D A A Timer Assigned Phs 7 4 3 8 5 2 1 6 Phs Duration (G+Y+Rc), s 13.4 25.1 11.1 22.9 7.0 60.6 9.4 63.0 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 6.0 4.0 6.0 Max Green Setting (Gmax), s 11.0 29.0 9.0 27.0 7.0 52.0 12.0 57.0 Max Q Clear Time (g_c+I1), s 9.4 9.6 7.4 17.3 3.3 2.0 5.4 2.0 Green Ext Time (p_c), s 0.1 2.3 0.0 1.6 0.0 10.8 0.2 10.9 Intersection Summary HCM 2010 Ctrl Delay 11.8 HCM 2010 LOS B Notes Timing Report, Sorted By Phase Long Bkgrd AM 11: Timberline & Zephyr 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates lb am.syn Phase Number 12345678 Movement SBL NBTL WBL EBTL NBL SBTL EBL WBTL Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize Recall Mode None C-Max None None None C-Max None None Maximum Split (s) 16 58 13 33 11 63 15 31 Maximum Split (%) 13.3% 48.3% 10.8% 27.5% 9.2% 52.5% 12.5% 25.8% Minimum Split (s) 8 22 8 20 8 22 8 20 Yellow Time (s) 34333433 All-Red Time (s) 12111211 Minimum Initial (s) 44444444 Vehicle Extension (s) 33333333 Minimum Gap (s) 33333333 Time Before Reduce (s) 00000000 Time To Reduce (s) 00000000 Walk Time (s) 5555 Flash Dont Walk (s) 11 11 11 11 Dual Entry No Yes No Yes No Yes No Yes Inhibit Max Yes Yes Yes Yes Yes Yes Yes Yes Start Time (s) 32 48 106 119 32 43 106 1 End Time (s) 48 106 119 32 43 106 1 32 Yield/Force Off (s) 44 100 115 28 39 100 117 28 Yield/Force Off 170(s) 44 89 115 17 39 89 117 17 Local Start Time (s) 104 0 58 71 104 115 58 73 Local Yield (s) 116 52 67 100 111 52 69 100 Local Yield 170(s) 116 41 67 89 111 41 69 89 Intersection Summary Cycle Length 120 Control Type Actuated-Coordinated Natural Cycle 60 Offset: 48 (40%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Splits and Phases: 11: Timberline & Zephyr HCM 2010 Signalized Intersection Summary Long Bkgrd PM 11: Timberline & Zephyr 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates lb pm.syn Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 115 10 100 55 10 125 145 795 105 180 1225 40 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 Lanes 110110121121 Cap, veh/h 233 23 216 243 14 169 405 2031 909 525 2065 924 Arrive On Green 0.07 0.15 0.15 0.04 0.11 0.11 0.11 1.00 1.00 0.13 1.00 1.00 Sat Flow, veh/h 1774 152 1454 1774 123 1479 1774 3539 1583 1774 3539 1583 Grp Volume(v), veh/h 121 0 116 58 0 143 153 837 111 189 1289 42 Grp Sat Flow(s),veh/h/ln 1774 0 1606 1774 0 1602 1774 1770 1583 1774 1770 1583 Q Serve(g_s), s 5.8 0.0 6.9 3.0 0.0 9.1 3.8 0.0 0.0 4.6 0.0 0.0 Cycle Q Clear(g_c), s 5.8 0.0 6.9 3.0 0.0 9.1 3.8 0.0 0.0 4.6 0.0 0.0 Prop In Lane 1.00 0.91 1.00 0.92 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 233 0 238 243 0 184 405 2031 909 525 2065 924 V/C Ratio(X) 0.52 0.00 0.49 0.24 0.00 0.78 0.38 0.41 0.12 0.36 0.62 0.05 Avail Cap(c_a), veh/h 256 0 276 343 0 291 542 2031 909 644 2065 924 HCM Platoon Ratio 0.00 0.00 0.00 0.00 0.00 0.00 0.06071088.66371088.63 0.06071088.63 0.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 0.75 0.75 0.75 Uniform Delay (d), s/veh 33.8 0.0 40.9 38.8 0.0 45.0 7.4 0.0 0.0 6.7 0.0 0.0 Incr Delay (d2), s/veh 1.8 0.0 1.5 0.5 0.0 7.0 0.6 0.6 0.3 0.3 1.1 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/ln 2.7 0.0 3.0 1.4 0.0 4.1 1.3 0.2 0.1 1.5 0.3 0.0 Lane Grp Delay (d), s/veh 35.6 0.0 42.4 39.3 0.0 52.0 7.9 0.6 0.3 7.0 1.1 0.1 Lane Grp LOS D D D D AAAAAA Approach Vol, veh/h 237 201 1101 1520 Approach Delay, s/veh 38.9 48.3 1.6 1.8 Approach LOS D D A A Timer Assigned Phs 7 4 3 8 5 2 1 6 Phs Duration (G+Y+Rc), s 11.6 19.5 8.1 16.0 9.9 66.0 10.9 67.0 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 6.0 4.0 6.0 Max Green Setting (Gmax), s 9.0 18.0 10.0 19.0 14.0 60.0 14.0 60.0 Max Q Clear Time (g_c+I1), s 7.8 8.9 5.0 11.1 5.8 2.0 6.6 2.0 Green Ext Time (p_c), s 0.0 1.0 0.0 0.9 0.2 18.4 0.4 18.4 Intersection Summary HCM 2010 Ctrl Delay 7.7 HCM 2010 LOS A Notes Timing Report, Sorted By Phase Long Bkgrd PM 11: Timberline & Zephyr 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates lb pm.syn Phase Number 12345678 Movement SBL NBTL WBL EBTL NBL SBTL EBL WBTL Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize Recall Mode None C-Max None None None C-Max None None Maximum Split (s) 18 66 14 22 18 66 13 23 Maximum Split (%) 15.0% 55.0% 11.7% 18.3% 15.0% 55.0% 10.8% 19.2% Minimum Split (s) 8 22 8 20 8 22 8 20 Yellow Time (s) 34333433 All-Red Time (s) 12111211 Minimum Initial (s) 44444444 Vehicle Extension (s) 33333333 Minimum Gap (s) 33333333 Time Before Reduce (s) 00000000 Time To Reduce (s) 00000000 Walk Time (s) 5555 Flash Dont Walk (s) 11 11 11 11 Dual Entry No Yes No Yes No Yes No Yes Inhibit Max Yes Yes Yes Yes Yes Yes Yes Yes Start Time (s) 30 48 114 8 30 48 114 7 End Time (s) 48 114 8 30 48 114 7 30 Yield/Force Off (s) 44 108 4 26 44 108 3 26 Yield/Force Off 170(s) 44 97 4 15 44 97 3 15 Local Start Time (s) 102 0 66 80 102 0 66 79 Local Yield (s) 116 60 76 98 116 60 75 98 Local Yield 170(s) 116 49 76 87 116 49 75 87 Intersection Summary Cycle Length 120 Control Type Actuated-Coordinated Natural Cycle 65 Offset: 48 (40%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Splits and Phases: 11: Timberline & Zephyr HCM 2010 TWSC Long Bkgrd AM 6: Timberline & Fossil Creek 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates lb am.syn Intersection Intersection Delay, s/veh 5.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 55 0 40 5 1 80 10 925 5 30 780 15 Conflicting Peds, #/hr 000000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized None None None None None None None None None None None None Storage Length 0 50 0 0 250 0 250 195 Median Width 0 0 12 12 Grade, % 0% 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Heavy Vehicles, % 222222222222 Mvmt Flow 58 0 42 5 1 84 11 974 5 32 821 16 Number of Lanes 011010120120 Major/Minor Minor 2 Minor 1 Major 1 Major 2 Conflicting Flow All 1400 1892 418 1471 1897 489 837 0 0 979 0 0 Stage 1 892 892 - 997 997 ------- Stage 2 508 1000 - 474 900 ------- Follow-up Headway 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - - Pot Capacity-1 Maneuver 100 69 584 89 69 525 793 - - 701 - - Stage 1 303 358 - 262 320 ------- Stage 2 516 319 - 540 355 ------- Time blocked-Platoon, % 0000000--0-- Mov Capacity-1 Maneuver 79 65 584 79 65 525 793 - - 701 - - Mov Capacity-2 Maneuver 79 65 - 79 65 ------- Stage 1 299 342 - 258 316 ------- Stage 2 426 315 - 478 339 ------- Approach EB WB NB SB HCM Control Delay, s 85.4 17.8 0.1 0.4 HCM LOS F C - - Minor Lane / Major Mvmt NBL NBT NBR EBLn1 EBLn2 WBLn1 SBL SBT SBR Cap, veh/h 793 - - 95 584 372 701 - - HCM Control Delay, s 9.601 - - 114.3 11.5 17.8 10.378 - - HCM Lane V/C Ratio 0.01 - - 0.76 0.05 0.24 0.04 - - HCM Lane LOS A - - F B C B - - HCM 95th-tile Q, veh 0.0 - - 3.9 0.2 0.9 0.1 - - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 TWSC Long Bkgrd PM 6: Timberline & Fossil Creek 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates lb pm.syn Intersection Intersection Delay, s/veh 5.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 25 0 15 5 0 30 30 990 30 70 1235 75 Conflicting Peds, #/hr 000000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized None None None None None None None None None None None None Storage Length 0 50 0 0 250 0 250 195 Median Width 0 0 12 12 Grade, % 0% 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Heavy Vehicles, % 222222222222 Mvmt Flow 26 0 16 5 0 32 32 1042 32 74 1300 79 Number of Lanes 011010120120 Major/Minor Minor 2 Minor 1 Major 1 Major 2 Conflicting Flow All 2071 2624 689 1918 2647 537 1379 0 0 1074 0 0 Stage 1 1487 1487 - 1121 1121 ------- Stage 2 584 1137 - 797 1526 ------- Follow-up Headway 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - - Pot Capacity-1 Maneuver 31 24 388 41 23 488 493 - - 645 - - Stage 1 130 186 - 220 280 ------- Stage 2 465 275 - 346 178 ------- Time blocked-Platoon, % 0000000--0-- Mov Capacity-1 Maneuver # 25 20 388 34 19 488 493 - - 645 - - Mov Capacity-2 Maneuver # 25 20 - 34 19 ------- Stage 1 122 165 - 206 262 ------- Stage 2 407 257 - 294 158 ------- Approach EB WB NB SB HCM Control Delay, s 285.3 32.3 0.4 0.6 HCM LOS F D - - Minor Lane / Major Mvmt NBL NBT NBR EBLn1 EBLn2 WBLn1 SBL SBT SBR Cap, veh/h 493 - - 30 388 168 645 - - HCM Control Delay, s 12.801 - - $ 32.3 14.5 32.3 11.3 - - HCM Lane V/C Ratio 0.06 - - 1.05 0.03 0.22 0.11 - - HCM Lane LOS B - - F B D B - - HCM 95th-tile Q, veh 0.2 - - 3.5 0.1 0.8 0.4 - - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 Signalized Intersection Summary Long Bkgrd AM 3: Timberline & Trilby 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates lb am.syn Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 300 180 70 95 160 30 60 515 65 25 635 240 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 Lanes 111110111111 Cap, veh/h 359 418 327 328 232 44 259 1040 856 413 1020 838 Arrive On Green 0.13 0.22 0.21 0.06 0.15 0.13 0.04 0.56 0.54 0.01 0.18 0.17 Sat Flow, veh/h 1774 1863 1583 1774 1522 290 1774 1863 1583 1774 1863 1583 Grp Volume(v), veh/h 316 189 74 100 0 200 63 542 68 26 668 253 Grp Sat Flow(s),veh/h/ln 1774 1863 1583 1774 0 1812 1774 1863 1583 1774 1863 1583 Q Serve(g_s), s 15.0 9.8 4.3 5.2 0.0 11.7 1.7 20.2 2.3 0.7 37.1 15.5 Cycle Q Clear(g_c), s 15.0 9.8 4.3 5.2 0.0 11.7 1.7 20.2 2.3 0.7 37.1 15.5 Prop In Lane 1.00 1.00 1.00 0.16 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 359 418 327 328 0 276 259 1040 856 413 1020 838 V/C Ratio(X) 0.88 0.45 0.23 0.30 0.00 0.72 0.24 0.52 0.08 0.06 0.66 0.30 Avail Cap(c_a), veh/h 359 552 440 328 0 406 268 1040 856 442 1020 838 HCM Platoon Ratio 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 29.2 37.3 36.8 36.4 0.0 45.1 17.1 15.3 12.3 12.5 35.9 28.0 Incr Delay (d2), s/veh 21.4 0.8 0.3 0.5 0.0 3.6 0.5 1.9 0.2 0.1 3.3 0.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/ln 9.1 4.6 0.0 2.3 0.0 5.6 0.7 9.1 0.9 0.3 19.7 6.8 Lane Grp Delay (d), s/veh 50.5 38.1 37.2 36.9 0.0 48.7 17.6 17.2 12.5 12.6 39.2 29.0 Lane Grp LOS DDDD DBBBBDC Approach Vol, veh/h 579 300 673 947 Approach Delay, s/veh 44.8 44.8 16.8 35.7 Approach LOS D D B D Timer Assigned Phs 7 4 3 8 5 2 1 6 Phs Duration (G+Y+Rc), s 17.0 29.0 9.0 21.0 8.4 66.2 7.2 65.0 Change Period (Y+Rc), s 4.0 6.0 4.0 6.0 5.0 6.0 5.0 6.0 Max Green Setting (Gmax), s 13.0 31.0 5.0 23.0 4.0 59.0 4.0 59.0 Max Q Clear Time (g_c+I1), s 17.0 11.8 7.2 13.7 3.7 22.2 2.7 39.1 Green Ext Time (p_c), s 0.0 1.7 0.0 1.3 0.0 8.1 0.0 6.9 Intersection Summary HCM 2010 Ctrl Delay 33.8 HCM 2010 LOS C Notes Timing Report, Sorted By Phase Long Bkgrd AM 3: Timberline & Trilby 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates lb am.syn Phase Number 12345678 Movement SBL NBTL WBL EBTL NBL SBTL EBL WBTL Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None None None C-Max None None Maximum Split (s) 9 65 9 37 9 65 17 29 Maximum Split (%) 7.5% 54.2% 7.5% 30.8% 7.5% 54.2% 14.2% 24.2% Minimum Split (s) 9 24 8 24 9 24 8 24 Yellow Time (s) 4 4 3.5 4 4 4 3.5 4 All-Red Time (s) 1 2 0.5 2 1 2 0.5 2 Minimum Initial (s) 44444444 Vehicle Extension (s) 33333333 Minimum Gap (s) 33333333 Time Before Reduce (s) 00000000 Time To Reduce (s) 00000000 Walk Time (s) 7777 Flash Dont Walk (s) 10 10 10 10 Dual Entry No Yes No Yes No Yes No Yes Inhibit Max Yes Yes Yes Yes Yes Yes Yes Yes Start Time (s) 0 9 74 83 0 9 74 91 End Time (s) 9 74 83 0 9 74 91 0 Yield/Force Off (s) 4 68 79 114 4 68 87 114 Yield/Force Off 170(s) 4 58 79 104 4 58 87 104 Local Start Time (s) 111 0 65 74 111 0 65 82 Local Yield (s) 115 59 70 105 115 59 78 105 Local Yield 170(s) 115 49 70 95 115 49 78 95 Intersection Summary Cycle Length 120 Control Type Actuated-Coordinated Natural Cycle 75 Offset: 9 (8%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Splits and Phases: 3: Timberline & Trilby HCM 2010 Signalized Intersection Summary Long Bkgrd PM 3: Timberline & Trilby 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates lb pm.syn Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 295 200 80 80 180 35 120 785 65 30 735 375 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 Lanes 111110111111 Cap, veh/h 350 439 346 322 251 49 204 1022 841 230 998 820 Arrive On Green 0.13 0.24 0.22 0.06 0.17 0.15 0.04 0.55 0.53 0.01 0.18 0.17 Sat Flow, veh/h 1774 1863 1583 1774 1514 296 1774 1863 1583 1774 1863 1583 Grp Volume(v), veh/h 311 211 84 84 0 226 126 826 68 32 774 395 Grp Sat Flow(s),veh/h/ln 1774 1863 1583 1774 0 1810 1774 1863 1583 1774 1863 1583 Q Serve(g_s), s 14.9 11.1 5.0 4.4 0.0 13.6 3.6 41.0 2.4 0.9 45.1 25.7 Cycle Q Clear(g_c), s 14.9 11.1 5.0 4.4 0.0 13.6 3.6 41.0 2.4 0.9 45.1 25.7 Prop In Lane 1.00 1.00 1.00 0.16 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 350 439 346 322 0 300 204 1022 841 230 998 820 V/C Ratio(X) 0.89 0.48 0.24 0.26 0.00 0.75 0.62 0.81 0.08 0.14 0.78 0.48 Avail Cap(c_a), veh/h 350 540 431 322 0 398 204 1022 841 253 998 820 HCM Platoon Ratio 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 29.3 37.5 36.7 35.7 0.0 45.4 23.5 20.8 13.1 19.0 40.3 33.4 Incr Delay (d2), s/veh 23.0 0.8 0.4 0.4 0.0 5.7 5.6 6.9 0.2 0.3 5.9 2.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/ln 11.2 5.2 2.0 2.0 0.0 6.6 2.1 19.6 0.9 0.4 24.3 11.4 Lane Grp Delay (d), s/veh 52.3 38.3 37.1 36.2 0.0 51.1 29.1 27.7 13.3 19.2 46.2 35.4 Lane Grp LOS DDDD DCCBBDD Approach Vol, veh/h 606 310 1020 1201 Approach Delay, s/veh 45.3 47.1 26.9 41.9 Approach LOS DDCD Timer Assigned Phs 7 4 3 8 5 2 1 6 Phs Duration (G+Y+Rc), s 17.0 30.9 9.0 22.9 9.0 66.5 7.5 65.0 Change Period (Y+Rc), s 4.0 6.0 4.0 6.0 5.0 6.0 5.0 6.0 Max Green Setting (Gmax), s 13.0 31.0 5.0 23.0 4.0 59.0 4.0 59.0 Max Q Clear Time (g_c+I1), s 16.9 13.1 6.4 15.6 5.6 43.0 2.9 47.1 Green Ext Time (p_c), s 0.0 1.9 0.0 1.3 0.0 9.1 0.0 7.5 Intersection Summary HCM 2010 Ctrl Delay 38.2 HCM 2010 LOS D Notes Timing Report, Sorted By Phase Long Bkgrd PM 3: Timberline & Trilby 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates lb pm.syn Phase Number 12345678 Movement SBL NBTL WBL EBTL NBL SBTL EBL WBTL Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None None None C-Max None None Maximum Split (s) 9 65 9 37 9 65 17 29 Maximum Split (%) 7.5% 54.2% 7.5% 30.8% 7.5% 54.2% 14.2% 24.2% Minimum Split (s) 9 24 8 24 9 24 8 24 Yellow Time (s) 4 4 3.5 4 4 4 3.5 4 All-Red Time (s) 1 2 0.5 2 1 2 0.5 2 Minimum Initial (s) 44444444 Vehicle Extension (s) 33333333 Minimum Gap (s) 33333333 Time Before Reduce (s) 00000000 Time To Reduce (s) 00000000 Walk Time (s) 7777 Flash Dont Walk (s) 10 10 10 10 Dual Entry No Yes No Yes No Yes No Yes Inhibit Max Yes Yes Yes Yes Yes Yes Yes Yes Start Time (s) 0 9 74 83 0 9 74 91 End Time (s) 9 74 83 0 9 74 91 0 Yield/Force Off (s) 4 68 79 114 4 68 87 114 Yield/Force Off 170(s) 4 58 79 104 4 58 87 104 Local Start Time (s) 111 0 65 74 111 0 65 82 Local Yield (s) 115 59 70 105 115 59 78 105 Local Yield 170(s) 115 49 70 95 115 49 78 95 Intersection Summary Cycle Length 120 Control Type Actuated-Coordinated Natural Cycle 90 Offset: 9 (8%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Splits and Phases: 3: Timberline & Trilby APPENDIX G HCM 2010 Signalized Intersection Summary Short Total AM City Timing 13: Timberline & Willow Springs/Kechter 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates st am.syn Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 50 39 38 184 11 152 9 881 357 86 429 10 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.98 1.00 0.98 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 178.8 193.7 178.8 178.8 193.7 178.8 193.7 186.3 178.8 193.7 186.3 178.8 Lanes 110111111110 Cap, veh/h 330 207 202 308 445 349 608 1119 892 199 1137 26 Arrive On Green 0.23 0.23 0.22 0.23 0.23 0.23 0.02 0.60 0.60 0.05 0.63 0.62 Sat Flow, veh/h 1143 901 881 1248 1937 1520 1845 1863 1486 1845 1813 41 Grp Volume(v), veh/h 59 0 91 211 13 175 11 1036 420 88 0 448 Grp Sat Flow(s),veh/h/ln 1143 0 1782 1248 1937 1520 1845 1863 1486 1845 0 1854 Q Serve(g_s), s 4.1 0.0 4.1 16.2 0.5 9.8 0.2 49.0 15.4 1.5 0.0 11.6 Cycle Q Clear(g_c), s 4.6 0.0 4.1 20.3 0.5 9.8 0.2 49.0 15.4 1.5 0.0 11.6 Prop In Lane 1.00 0.49 1.00 1.00 1.00 1.00 1.00 0.02 Lane Grp Cap(c), veh/h 330 0 409 308 445 349 608 1119 892 199 0 1163 V/C Ratio(X) 0.18 0.00 0.22 0.68 0.03 0.50 0.02 0.93 0.47 0.44 0.00 0.39 Avail Cap(c_a), veh/h 336 0 418 308 445 349 720 1226 978 318 0 1278 HCM Platoon Ratio 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 31.1 0.0 30.8 38.9 29.3 32.8 7.5 17.6 10.9 23.1 0.0 9.0 Incr Delay (d2), s/veh 0.3 0.0 0.3 6.1 0.0 1.1 0.0 14.2 1.8 1.5 0.0 1.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/ln 1.2 0.0 1.9 5.6 0.3 3.8 0.1 24.3 5.5 2.2 0.0 4.8 Lane Grp Delay (d), s/veh 31.3 0.0 31.1 45.0 29.3 34.0 7.5 31.8 12.7 24.6 0.0 10.0 Lane Grp LOS C CDCCACBC A Approach Vol, veh/h 150 399 1467 536 Approach Delay, s/veh 31.2 39.7 26.1 12.4 Approach LOS C D C B Timer Assigned Phs 4 8 1 6 5 2 Phs Duration (G+Y+Rc), s 27.0 27.0 5.0 63.3 7.6 65.9 Change Period (Y+Rc), s 5.5 5.5 4.0 5.5 4.0 5.5 Max Green Setting (Gmax), s 22.0 21.5 7.0 63.5 10.0 66.5 Max Q Clear Time (g_c+I1), s 6.6 22.3 2.2 51.0 3.5 13.6 Green Ext Time (p_c), s 1.7 0.0 0.0 6.8 0.1 11.3 Intersection Summary HCM 2010 Ctrl Delay 25.6 HCM 2010 LOS C Notes Timing Report, Sorted By Phase Short Total AM City Timing 13: Timberline & Willow Springs/Kechter 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates st am.syn Phase Number 124568 Movement NBL SBTL EBTL SBL NBTL WBTL Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize Recall Mode None C-Min None None C-Min None Maximum Split (s) 11 72 27 14 69 27 Maximum Split (%) 10.0% 65.5% 24.5% 12.7% 62.7% 24.5% Minimum Split (s) 11 22.5 24 11 24.5 22.5 Yellow Time (s) 3 4.5 3 3 4.5 4.5 All-Red Time (s) 112111 Minimum Initial (s) 477477 Vehicle Extension (s) 333333 Minimum Gap (s) 333333 Time Before Reduce (s) 000000 Time To Reduce (s) 000000 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 10 12 12 10 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 20 31 103 20 34 103 End Time (s) 31 103 20 34 103 20 Yield/Force Off (s) 27 97.5 15 30 97.5 14.5 Yield/Force Off 170(s) 27 87.5 3 30 85.5 4.5 Local Start Time (s) 27 38 0 27 41 0 Local Yield (s) 34 104.5 22 37 104.5 21.5 Local Yield 170(s) 34 94.5 10 37 92.5 11.5 Intersection Summary Cycle Length 110 Control Type Actuated-Coordinated Natural Cycle 90 Offset: 103 (94%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Splits and Phases: 13: Timberline & Willow Springs/Kechter HCM 2010 Signalized Intersection Summary Short Total PM City Timing 13: Timberline & Willow Springs/Kechter 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates st pm.syn Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 30 23 15 358 24 120 23 767 254 143 979 41 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.98 1.00 0.97 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 178.8 193.7 178.8 178.8 193.7 178.8 193.7 186.3 178.8 193.7 186.3 178.8 Lanes 110111111110 Cap, veh/h 466 386 257 504 689 540 131 875 696 215 901 39 Arrive On Green 0.36 0.36 0.35 0.36 0.36 0.36 0.03 0.47 0.47 0.07 0.51 0.50 Sat Flow, veh/h 1162 1085 723 1300 1937 1518 1845 1863 1482 1845 1769 77 Grp Volume(v), veh/h 35 0 45 416 28 141 27 825 299 164 0 1148 Grp Sat Flow(s),veh/h/ln 1162 0 1808 1300 1937 1518 1845 1863 1482 1845 0 1847 Q Serve(g_s), s 2.3 0.0 1.9 35.1 1.1 7.5 0.8 47.6 15.1 4.5 0.0 57.5 Cycle Q Clear(g_c), s 3.4 0.0 1.9 37.0 1.1 7.5 0.8 47.6 15.1 4.5 0.0 57.5 Prop In Lane 1.00 0.40 1.00 1.00 1.00 1.00 1.00 0.04 Lane Grp Cap(c), veh/h 466 0 643 504 689 540 131 875 696 215 0 940 V/C Ratio(X) 0.08 0.00 0.07 0.82 0.04 0.26 0.21 0.94 0.43 0.76 0.00 1.22 Avail Cap(c_a), veh/h 474 0 656 508 695 544 241 875 696 366 0 940 HCM Platoon Ratio 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 24.9 0.0 24.2 36.3 23.8 25.9 26.1 28.5 19.9 25.4 0.0 27.7 Incr Delay (d2), s/veh 0.1 0.0 0.0 10.6 0.0 0.3 0.8 19.3 1.9 5.5 0.0 109.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/ln 0.7 0.0 0.9 13.0 0.5 2.9 0.4 25.6 5.6 5.0 0.0 53.3 Lane Grp Delay (d), s/veh 25.0 0.0 24.2 46.9 23.8 26.1 26.9 47.8 21.8 31.0 0.0 136.9 Lane Grp LOS C CDCCCDCC F Approach Vol, veh/h 80 585 1151 1312 Approach Delay, s/veh 24.6 40.8 40.6 123.7 Approach LOS C D D F Timer Assigned Phs 4 8 1 6 5 2 Phs Duration (G+Y+Rc), s 44.7 44.7 6.3 57.6 10.7 62.0 Change Period (Y+Rc), s 5.5 5.5 4.0 5.5 4.0 5.5 Max Green Setting (Gmax), s 40.0 39.5 9.0 49.5 16.0 56.5 Max Q Clear Time (g_c+I1), s 5.4 39.0 2.8 49.6 6.5 59.5 Green Ext Time (p_c), s 2.4 0.2 0.0 0.0 0.3 0.0 Intersection Summary HCM 2010 Ctrl Delay 75.1 HCM 2010 LOS E Notes Timing Report, Sorted By Phase Short Total PM City Timing 13: Timberline & Willow Springs/Kechter 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates st pm.syn Phase Number 124568 Movement NBL SBTL EBTL SBL NBTL WBTL Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize Recall Mode None C-Min None None C-Min None Maximum Split (s) 13 62 45 20 55 45 Maximum Split (%) 10.8% 51.7% 37.5% 16.7% 45.8% 37.5% Minimum Split (s) 11 22.5 24 11 24.5 22.5 Yellow Time (s) 3 4.5 3 3 4.5 4.5 All-Red Time (s) 112111 Minimum Initial (s) 477477 Vehicle Extension (s) 333333 Minimum Gap (s) 333333 Time Before Reduce (s) 000000 Time To Reduce (s) 000000 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 10 12 12 10 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 6 19 81 6 26 81 End Time (s) 19 81 6 26 81 6 Yield/Force Off (s) 15 75.5 1 22 75.5 0.5 Yield/Force Off 170(s) 15 65.5 109 22 63.5 110.5 Local Start Time (s) 45 58 0 45 65 0 Local Yield (s) 54 114.5 40 61 114.5 39.5 Local Yield 170(s) 54 104.5 28 61 102.5 29.5 Intersection Summary Cycle Length 120 Control Type Actuated-Coordinated Natural Cycle 150 Offset: 81 (68%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Splits and Phases: 13: Timberline & Willow Springs/Kechter HCM 2010 Signalized Intersection Summary Short Total AM City Timing with SB RT-lane 13: Timberline & Willow Springs/Kechter 5/16/2013 Crowne on Timberline 5/16/2013 Synchro 8 Light Report Delich Associates st am sb rt.syn Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 50 39 38 184 11 152 9 881 357 86 429 10 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.98 1.00 0.98 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 178.8 193.7 182.4 178.8 193.7 178.8 193.7 186.3 178.8 193.7 186.3 178.8 Lanes 110111111111 Cap, veh/h 328 206 202 307 444 348 601 1118 892 200 1170 919 Arrive On Green 0.23 0.23 0.22 0.23 0.23 0.23 0.02 0.60 0.60 0.05 0.63 0.62 Sat Flow, veh/h 1139 901 881 1248 1937 1520 1845 1863 1486 1845 1863 1487 Grp Volume(v), veh/h 59 0 91 204 13 179 11 1036 420 101 452 12 Grp Sat Flow(s),veh/h/ln 1139 0 1782 1248 1937 1520 1845 1863 1486 1845 1863 1487 Q Serve(g_s), s 4.2 0.0 4.1 15.6 0.5 10.1 0.2 49.2 15.5 1.7 11.7 0.3 Cycle Q Clear(g_c), s 4.7 0.0 4.1 19.7 0.5 10.1 0.2 49.2 15.5 1.7 11.7 0.3 Prop In Lane 1.00 0.49 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 328 0 408 307 444 348 601 1118 892 200 1170 919 V/C Ratio(X) 0.18 0.00 0.22 0.66 0.03 0.51 0.02 0.93 0.47 0.50 0.39 0.01 Avail Cap(c_a), veh/h 334 0 417 307 444 348 713 1223 976 318 1280 1007 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 31.2 0.0 31.0 38.8 29.4 33.1 7.5 17.7 10.9 23.5 9.0 7.2 Incr Delay (d2), s/veh 0.3 0.0 0.3 5.3 0.0 1.3 0.0 14.2 1.8 2.0 1.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/ln 1.2 0.0 1.9 5.4 0.3 4.0 0.1 24.3 5.5 2.5 4.8 0.1 Lane Grp Delay (d), s/veh 31.5 0.0 31.2 44.1 29.4 34.4 7.5 31.8 12.7 25.5 9.9 7.3 Lane Grp LOS C CDCCACBCAA Approach Vol, veh/h 150 396 1467 565 Approach Delay, s/veh 31.3 39.2 26.2 12.7 Approach LOS C D C B Timer Assigned Phs 4 8 1 6 5 2 Phs Duration (G+Y+Rc), s 27.0 27.0 5.0 63.5 7.7 66.2 Change Period (Y+Rc), s 5.5 5.5 4.0 5.5 4.0 5.5 Max Green Setting (Gmax), s 22.0 21.5 7.0 63.5 10.0 66.5 Max Q Clear Time (g_c+I1), s 6.7 21.7 2.2 51.2 3.7 13.7 Green Ext Time (p_c), s 1.6 0.0 0.0 6.8 0.1 11.5 Intersection Summary HCM 2010 Ctrl Delay 25.5 HCM 2010 LOS C Notes Timing Report, Sorted By Phase Short Total AM City Timing with SB RT-lane 13: Timberline & Willow Springs/Kechter 5/16/2013 Crowne on Timberline 5/16/2013 Synchro 8 Light Report Delich Associates st am sb rt.syn Phase Number 124568 Movement NBL SBTL EBTL SBL NBTL WBTL Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize Recall Mode None C-Min None None C-Min None Maximum Split (s) 11 72 27 14 69 27 Maximum Split (%) 10.0% 65.5% 24.5% 12.7% 62.7% 24.5% Minimum Split (s) 11 22.5 24 11 24.5 22.5 Yellow Time (s) 3 4.5 3 3 4.5 4.5 All-Red Time (s) 112111 Minimum Initial (s) 477477 Vehicle Extension (s) 333333 Minimum Gap (s) 333333 Time Before Reduce (s) 000000 Time To Reduce (s) 000000 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 10 12 12 10 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 20 31 103 20 34 103 End Time (s) 31 103 20 34 103 20 Yield/Force Off (s) 27 97.5 15 30 97.5 14.5 Yield/Force Off 170(s) 27 87.5 3 30 85.5 4.5 Local Start Time (s) 27 38 0 27 41 0 Local Yield (s) 34 104.5 22 37 104.5 21.5 Local Yield 170(s) 34 94.5 10 37 92.5 11.5 Intersection Summary Cycle Length 110 Control Type Actuated-Coordinated Natural Cycle 90 Offset: 103 (94%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Splits and Phases: 13: Timberline & Willow Springs/Kechter HCM 2010 Signalized Intersection Summary Short Total PM Adjusted Timing with SB RT-lane 13: Timberline & Willow Springs/Kechter 5/16/2013 Crowne on Timberline 5/16/2013 Synchro 8 Light Report Delich Associates st pm sb rt.syn Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 30 23 15 358 24 120 23 767 254 143 979 41 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.98 1.00 0.97 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 178.8 193.7 182.4 178.8 193.7 178.8 193.7 186.3 178.8 193.7 186.3 178.8 Lanes 110111111111 Cap, veh/h 418 343 229 451 613 480 129 964 767 246 1026 802 Arrive On Green 0.32 0.32 0.31 0.32 0.32 0.32 0.03 0.52 0.52 0.06 0.55 0.54 Sat Flow, veh/h 1161 1085 723 1299 1937 1518 1845 1863 1483 1845 1863 1480 Grp Volume(v), veh/h 35 0 45 416 28 141 27 825 299 164 1100 48 Grp Sat Flow(s),veh/h/ln 1161 0 1808 1299 1937 1518 1845 1863 1483 1845 1863 1480 Q Serve(g_s), s 2.5 0.0 2.0 34.5 1.2 8.1 0.8 44.3 14.1 4.2 63.5 1.8 Cycle Q Clear(g_c), s 3.6 0.0 2.0 36.5 1.2 8.1 0.8 44.3 14.1 4.2 63.5 1.8 Prop In Lane 1.00 0.40 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 418 0 572 451 613 480 129 964 767 246 1026 802 V/C Ratio(X) 0.08 0.00 0.08 0.92 0.05 0.29 0.21 0.86 0.39 0.67 1.07 0.06 Avail Cap(c_a), veh/h 423 0 580 451 613 480 204 1026 817 260 1026 802 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 28.6 0.0 27.8 41.6 27.3 29.7 26.8 24.1 16.8 24.0 25.9 12.5 Incr Delay (d2), s/veh 0.1 0.0 0.1 24.5 0.0 0.3 0.8 9.7 1.5 5.9 49.6 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/ln 0.7 0.0 0.9 15.4 0.6 3.1 0.4 21.8 5.1 5.2 41.2 0.6 Lane Grp Delay (d), s/veh 28.7 0.0 27.8 66.1 27.4 30.0 27.6 33.8 18.3 29.9 75.5 12.6 Lane Grp LOS C C E CCCCBCFB Approach Vol, veh/h 80 585 1151 1312 Approach Delay, s/veh 28.2 55.5 29.6 67.5 Approach LOS C E C E Timer Assigned Phs 4 8 1 6 5 2 Phs Duration (G+Y+Rc), s 41.0 41.0 6.3 64.1 10.2 68.0 Change Period (Y+Rc), s 5.5 5.5 4.0 5.5 4.0 5.5 Max Green Setting (Gmax), s 36.0 35.5 7.0 62.5 7.0 62.5 Max Q Clear Time (g_c+I1), s 5.6 38.5 2.8 46.3 6.2 65.5 Green Ext Time (p_c), s 2.4 0.0 0.0 9.6 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 50.3 HCM 2010 LOS D Notes Timing Report, Sorted By Phase Short Total PM Adjusted Timing with SB RT-lane 13: Timberline & Willow Springs/Kechter 5/16/2013 Crowne on Timberline 5/16/2013 Synchro 8 Light Report Delich Associates st pm sb rt.syn Phase Number 124568 Movement NBL SBTL EBTL SBL NBTL WBTL Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize Recall Mode None C-Min None None C-Min None Maximum Split (s) 11 68 41 11 68 41 Maximum Split (%) 9.2% 56.7% 34.2% 9.2% 56.7% 34.2% Minimum Split (s) 11 22.5 24 11 24.5 22.5 Yellow Time (s) 3 4.5 3 3 4.5 4.5 All-Red Time (s) 112111 Minimum Initial (s) 477477 Vehicle Extension (s) 333333 Minimum Gap (s) 333333 Time Before Reduce (s) 000000 Time To Reduce (s) 000000 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 2 1 1 0 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 2 13 81 2 13 81 End Time (s) 13 81 2 13 81 2 Yield/Force Off (s) 9 75.5 117 9 75.5 116.5 Yield/Force Off 170(s) 9 73.5 116 9 74.5 116.5 Local Start Time (s) 41 52 0 41 52 0 Local Yield (s) 48 114.5 36 48 114.5 35.5 Local Yield 170(s) 48 112.5 35 48 113.5 35.5 Intersection Summary Cycle Length 120 Control Type Actuated-Coordinated Natural Cycle 140 Offset: 81 (68%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Splits and Phases: 13: Timberline & Willow Springs/Kechter HCM 2010 TWSC Short Total AM City Timing 11: Timberline & Zephyr 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates st am.syn Intersection Intersection Delay, s/veh 3.1 Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 34 100 1147 12 25 626 Conflicting Peds, #/hr 0 0 0000 Sign Control Stop Stop Free Free Free Free RT Channelized None None None None None None Storage Length 0 90 170 140 Median Width 12 13 13 Grade, % 0% 0% 0% Peak Hour Factor 0.85 0.85 0.90 0.90 0.85 0.85 Heavy Vehicles, % 2 2 2222 Mvmt Flow 40 118 1274 13 29 736 Number of Lanes 1 1 1111 Major/Minor Major 1 Major 2 Conflicting Flow All 2069 1274 0 0 1274 0 Stage 1 1274 - ---- Stage 2 795 - ---- Follow-up Headway 3.518 3.318 - - 2.218 - Pot Capacity-1 Maneuver 60 204 - - 545 - Stage 1 263 - ---- Stage 2 445 - ---- Time blocked-Platoon, % 0 0 - - 0 - Mov Capacity-1 Maneuver 57 204 - - 545 - Mov Capacity-2 Maneuver 172 - ---- Stage 1 263 - ---- Stage 2 421 - ---- Approach WB NB SB HCM Control Delay, s 41.2 0 0.5 HCM LOS E - - Minor Lane / Major Mvmt NBT NBR WBLn1 WBLn2 SBL SBT Cap, veh/h - - 172 204 545 - HCM Control Delay, s - - 32.2 44.2 11.982 - HCM Lane V/C Ratio - - 0.23 0.58 0.05 - HCM Lane LOS - - D E B - HCM 95th-tile Q, veh - - 0.9 3.2 0.2 - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 TWSC Short Total PM City Timing 11: Timberline & Zephyr 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates st pm.syn Intersection Intersection Delay, s/veh 2.1 Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 27 76 968 47 109 1243 Conflicting Peds, #/hr 0 0 0000 Sign Control Stop Stop Free Free Free Free RT Channelized None None None None None None Storage Length 0 90 170 140 Median Width 12 13 13 Grade, % 0% 0% 0% Peak Hour Factor 0.85 0.85 0.88 0.88 0.87 0.87 Heavy Vehicles, % 2 2 2222 Mvmt Flow 32 89 1100 53 125 1429 Number of Lanes 1 1 1111 Major/Minor Major 1 Major 2 Conflicting Flow All 2779 1100 0 0 1100 0 Stage 1 1100 - ---- Stage 2 1679 - ---- Follow-up Headway 3.518 3.318 - - 2.218 - Pot Capacity-1 Maneuver # 21 258 - - 635 - Stage 1 319 - ---- Stage 2 166 - ---- Time blocked-Platoon, % 0 0 - - 0 - Mov Capacity-1 Maneuver # 17 258 - - 635 - Mov Capacity-2 Maneuver 92 - ---- Stage 1 319 - ---- Stage 2 133 - ---- Approach WB NB SB HCM Control Delay, s 36 0 1 HCM LOS E - - Minor Lane / Major Mvmt NBT NBR WBLn1 WBLn2 SBL SBT Cap, veh/h - - 92 258 635 - HCM Control Delay, s - - 63.5 26.2 12.057 - HCM Lane V/C Ratio - - 0.35 0.35 0.20 - HCM Lane LOS - - F D B - HCM 95th-tile Q, veh - - 1.3 1.5 0.7 - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 TWSC Short Total AM City Timing 9: Timberline & Site Access 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates st am.syn Intersection Intersection Delay, s/veh 3.1 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 77 45 11 1082 641 19 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized None None None None None None Storage Length 0 0 0 0 Median Width 12 24 24 Grade, % 0% 0% 0% Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 91 53 13 1273 754 22 Number of Lanes 1 0 1 1 1 1 Major/Minor Major 1 Major 2 Conflicting Flow All 2053 754 754 0 - 0 Stage 1 754 - - - - - Stage 2 1299 - - - - - Follow-up Headway 3.518 3.318 2.218 - - - Pot Capacity-1 Maneuver # 61 409 856 - - - Stage 1 465 - - - - - Stage 2 256 - - - - - Time blocked-Platoon, % 0 0 0 - - - Mov Capacity-1 Maneuver # 60 409 856 - - - Mov Capacity-2 Maneuver 174 - - - - - Stage 1 465 - - - - - Stage 2 252 - - - - - Approach EB NB SB HCM Control Delay, s 47.2 0.1 0 HCM LOS E - - Minor Lane / Major Mvmt NBL NBT EBLn1 SBT SBR Cap, veh/h 856 - 221 - - HCM Control Delay, s 9.27 - 47.2 - - HCM Lane V/C Ratio 0.01 - 0.65 - - HCM Lane LOS A - E - - HCM 95th-tile Q, veh 0.0 - 3.9 - - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 TWSC Short Total PM City Timing 9: Timberline & Site Access 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates st pm.syn Intersection Intersection Delay, s/veh 1.9 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 40 24 45 975 1195 75 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized None None None None None None Storage Length 0 0 150 150 Median Width 12 12 12 Grade, % 0% 0% 0% Peak Hour Factor 0.85 0.85 0.89 0.89 0.87 0.87 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 47 28 51 1096 1374 86 Number of Lanes 1 0 1 1 1 1 Major/Minor Major 1 Major 2 Conflicting Flow All 2571 1374 1374 0 - 0 Stage 1 1374 - - - - - Stage 2 1197 - - - - - Follow-up Headway 3.518 3.318 2.218 - - - Pot Capacity-1 Maneuver # 29 178 499 - - - Stage 1 235 - - - - - Stage 2 286 - - - - - Time blocked-Platoon, % 0 0 0 - - - Mov Capacity-1 Maneuver # 26 178 499 - - - Mov Capacity-2 Maneuver 124 - - - - - Stage 1 235 - - - - - Stage 2 257 - - - - - Approach EB NB SB HCM Control Delay, s 57.3 0.6 0 HCM LOS F - - Minor Lane / Major Mvmt NBL NBT EBLn1 SBT SBR Cap, veh/h 499 - 140 - - HCM Control Delay, s 13.026 - 57.3 - - HCM Lane V/C Ratio 0.10 - 0.54 - - HCM Lane LOS B - F - - HCM 95th-tile Q, veh 0.3 - 2.6 - - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 TWSC Short Total AM City Timing 6: Timberline & Fossil Creek 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates st am.syn Intersection Intersection Delay, s/veh 40.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 52 0 69 5 1 80 13 961 1 29 643 14 Conflicting Peds, #/hr 000000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized None None None None None None None None None None None None Storage Length 0 50 0 0 250 0 250 195 Median Width 0 0 12 12 Grade, % 0% 0% 0% 0% Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.86 0.86 0.86 0.85 0.85 0.85 Heavy Vehicles, % 222222222222 Mvmt Flow 61 0 81 6 1 94 15 1117 1 34 756 16 Number of Lanes 011010110111 Major/Minor Minor 2 Minor 1 Major 1 Major 2 Conflicting Flow All 2021 1974 756 1973 1973 1118 756 0 0 1119 0 0 Stage 1 825 825 - 1148 1148 ------- Stage 2 1196 1149 - 825 825 ------- Follow-up Headway 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Capacity-1 Maneuver # 43 62 408 47 62 252 855 - - 624 - - Stage 1 367 387 - 242 273 ------- Stage 2 227 273 - 367 387 ------- Time blocked-Platoon, % 0000000--0-- Mov Capacity-1 Maneuver # 25 58 408 36 58 252 855 - - 624 - - Mov Capacity-2 Maneuver # 25 58 - 36 58 ------- Stage 1 361 366 - 238 268 ------- Stage 2 139 268 - 278 366 ------- Approach EB WB NB SB HCM Control Delay, s $ 584.5 47.1 0.1 0.5 HCM LOS F E - - Minor Lane / Major Mvmt NBL NBT NBR EBLn1 EBLn2 WBLn1 SBL SBT SBR Cap, veh/h 855 - - 35 408 182 624 - - HCM Control Delay, s 9.286 - - $ 47.1 15.2 47.1 11.103 - - HCM Lane V/C Ratio 0.02 - - 2.52 0.13 0.56 0.06 - - HCM Lane LOS A - - F C E B - - HCM 95th-tile Q, veh 0.1 - - 10.0 0.5 2.9 0.2 - - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 TWSC Short Total PM City Timing 6: Timberline & Fossil Creek 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates st pm.syn Intersection Intersection Delay, s/veh 18.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 25 0 21 2 0 31 55 964 30 71 1073 75 Conflicting Peds, #/hr 000000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized None None None None None None None None None None None None Storage Length 0 50 0 0 250 0 250 195 Median Width 0 0 12 12 Grade, % 0% 0% 0% 0% Peak Hour Factor 0.90 0.90 0.90 0.85 0.85 0.85 0.90 0.90 0.90 0.87 0.87 0.87 Heavy Vehicles, % 222222222222 Mvmt Flow 28 0 23 2 0 36 61 1071 33 82 1233 86 Number of Lanes 011010110111 Major/Minor Minor 2 Minor 1 Major 1 Major 2 Conflicting Flow All 2625 2624 1233 2607 2607 1088 1233 0 0 1104 0 0 Stage 1 1397 1397 - 1210 1210 ------- Stage 2 1228 1227 - 1397 1397 ------- Follow-up Headway 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Capacity-1 Maneuver # 16 24 216 16 25 262 565 - - 632 - - Stage 1 175 208 - 223 255 ------- Stage 2 218 251 - 175 208 ------- Time blocked-Platoon, % 0000000--0-- Mov Capacity-1 Maneuver # 11 19 216 12 19 262 565 - - 632 - - Mov Capacity-2 Maneuver # 11 19 - 12 19 ------- Stage 1 156 181 - 199 227 ------- Stage 2 167 224 - 136 181 ------- Approach EB WB NB SB HCM Control Delay, s $ 877.9 50.9 0.6 0.7 HCM LOS F F - - Minor Lane / Major Mvmt NBL NBT NBR EBLn1 EBLn2 WBLn1 SBL SBT SBR Cap, veh/h 565 - - 14 216 116 632 - - HCM Control Delay, s 12.143 - - $ 50.9 23 50.9 11.539 - - HCM Lane V/C Ratio 0.11 - - 2.54 0.07 0.34 0.13 - - HCM Lane LOS B - - F C F B - - HCM 95th-tile Q, veh 0.4 - - 5.2 0.2 1.3 0.4 - - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 Signalized Intersection Summary Short Total AM City Timing 3: Timberline & Trilby 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates st am.syn Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 340 20 49 36 44 22 43 536 6 24 399 270 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 Lanes 110110111111 Cap, veh/h 485 167 410 484 409 204 356 949 777 362 937 767 Arrive On Green 0.35 0.35 0.33 0.35 0.35 0.33 0.04 0.51 0.49 0.03 0.50 0.48 Sat Flow, veh/h 1316 479 1176 1318 1173 586 1774 1863 1583 1774 1863 1583 Grp Volume(v), veh/h 378 0 76 42 0 78 45 564 6 28 469 318 Grp Sat Flow(s),veh/h/ln 1316 0 1655 1318 0 1759 1774 1863 1583 1774 1863 1583 Q Serve(g_s), s 29.5 0.0 3.4 2.4 0.0 3.3 1.3 22.9 0.2 0.8 17.9 13.9 Cycle Q Clear(g_c), s 32.8 0.0 3.4 5.8 0.0 3.3 1.3 22.9 0.2 0.8 17.9 13.9 Prop In Lane 1.00 0.71 1.00 0.33 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 485 0 577 484 0 613 356 949 777 362 937 767 V/C Ratio(X) 0.78 0.00 0.13 0.09 0.00 0.13 0.13 0.59 0.01 0.08 0.50 0.41 Avail Cap(c_a), veh/h 505 0 601 504 0 639 373 949 777 390 937 767 HCM Platoon Ratio 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 35.0 0.0 24.4 25.9 0.0 24.1 13.5 18.5 14.0 14.7 17.7 17.9 Incr Delay (d2), s/veh 7.4 0.0 0.1 0.1 0.0 0.1 0.2 2.7 0.0 0.1 1.9 1.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/ln 10.5 0.0 1.4 0.8 0.0 1.4 0.5 10.6 0.1 0.3 8.3 5.5 Lane Grp Delay (d), s/veh 42.4 0.0 24.5 26.0 0.0 24.2 13.7 21.3 14.0 14.8 19.6 19.5 Lane Grp LOS D C C C B C BBBB Approach Vol, veh/h 454 120 615 815 Approach Delay, s/veh 39.4 24.8 20.6 19.4 Approach LOS D C C B Timer Assigned Phs 4 8 5 2 1 6 Phs Duration (G+Y+Rc), s 41.4 41.4 8.0 58.7 7.3 58.0 Change Period (Y+Rc), s 6.0 6.0 5.0 6.0 5.0 6.0 Max Green Setting (Gmax), s 37.0 37.0 4.0 52.0 4.0 52.0 Max Q Clear Time (g_c+I1), s 34.8 7.8 3.3 24.9 2.8 19.9 Green Ext Time (p_c), s 0.6 2.4 0.0 6.4 0.0 6.6 Intersection Summary HCM 2010 Ctrl Delay 24.6 HCM 2010 LOS C Notes Timing Report, Sorted By Phase Short Total AM City Timing 3: Timberline & Trilby 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates st am.syn Phase Number 124568 Movement SBL NBTL EBTL NBL SBTL WBTL Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize Yes Yes Yes Yes Recall Mode None Max None None Max None Maximum Split (s) 9 58 43 9 58 43 Maximum Split (%) 8.2% 52.7% 39.1% 8.2% 52.7% 39.1% Minimum Split (s) 9 24 24 9 24 24 Yellow Time (s) 444444 All-Red Time (s) 122122 Minimum Initial (s) 444444 Vehicle Extension (s) 333333 Minimum Gap (s) 333333 Time Before Reduce (s) 000000 Time To Reduce (s) 000000 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 10 10 10 10 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 0 9 67 0 9 67 End Time (s) 9 67 0 9 67 0 Yield/Force Off (s) 4 61 104 4 61 104 Yield/Force Off 170(s) 4 51 94 4 51 94 Local Start Time (s) 101 0 58 101 0 58 Local Yield (s) 105 52 95 105 52 95 Local Yield 170(s) 105 42 85 105 42 85 Intersection Summary Cycle Length 110 Control Type Semi Act-Uncoord Natural Cycle 60 Splits and Phases: 3: Timberline & Trilby HCM 2010 Signalized Intersection Summary Short Total PM City Timing 3: Timberline & Trilby 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates st pm.syn Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 365 60 64 12 30 35 66 649 29 26 604 398 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 Lanes 110110111111 Cap, veh/h 481 290 308 428 275 322 266 971 799 273 948 780 Arrive On Green 0.35 0.35 0.33 0.35 0.35 0.33 0.04 0.52 0.50 0.03 0.51 0.49 Sat Flow, veh/h 1318 828 879 1250 783 918 1774 1863 1583 1774 1863 1583 Grp Volume(v), veh/h 392 0 134 14 0 76 71 698 31 27 629 415 Grp Sat Flow(s),veh/h/ln 1318 0 1708 1250 0 1701 1774 1863 1583 1774 1863 1583 Q Serve(g_s), s 34.5 0.0 6.7 1.0 0.0 3.7 2.2 34.4 1.2 0.9 30.0 21.6 Cycle Q Clear(g_c), s 38.2 0.0 6.7 7.7 0.0 3.7 2.2 34.4 1.2 0.9 30.0 21.6 Prop In Lane 1.00 0.51 1.00 0.54 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 481 0 598 428 0 596 266 971 799 273 948 780 V/C Ratio(X) 0.81 0.00 0.22 0.03 0.00 0.13 0.27 0.72 0.04 0.10 0.66 0.53 Avail Cap(c_a), veh/h 481 0 598 428 0 596 269 971 799 298 948 780 HCM Platoon Ratio 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 39.5 0.0 27.8 30.2 0.0 26.8 17.2 22.0 15.0 18.2 21.8 20.9 Incr Delay (d2), s/veh 10.3 0.0 0.2 0.0 0.0 0.1 0.5 4.6 0.1 0.2 3.7 2.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/ln 12.6 0.0 2.8 0.3 0.0 1.6 0.9 16.4 0.5 0.4 14.1 8.6 Lane Grp Delay (d), s/veh 49.8 0.0 28.0 30.2 0.0 26.9 17.7 26.5 15.1 18.4 25.5 23.5 Lane Grp LOS D C C C B C B B C C Approach Vol, veh/h 526 90 800 1071 Approach Delay, s/veh 44.2 27.4 25.3 24.5 Approach LOS DCCC Timer Assigned Phs 4 8 5 2 1 6 Phs Duration (G+Y+Rc), s 46.0 46.0 8.8 66.5 7.4 65.0 Change Period (Y+Rc), s 6.0 6.0 5.0 6.0 5.0 6.0 Max Green Setting (Gmax), s 40.0 40.0 4.0 59.0 4.0 59.0 Max Q Clear Time (g_c+I1), s 40.2 9.7 4.2 36.4 2.9 32.0 Green Ext Time (p_c), s 0.0 2.6 0.0 8.9 0.0 9.5 Intersection Summary HCM 2010 Ctrl Delay 29.1 HCM 2010 LOS C Notes Timing Report, Sorted By Phase Short Total PM City Timing 3: Timberline & Trilby 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates st pm.syn Phase Number 124568 Movement SBL NBTL EBTL NBL SBTL WBTL Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize Yes Yes Yes Yes Recall Mode None Max None None Max None Maximum Split (s) 9 65 46 9 65 46 Maximum Split (%) 7.5% 54.2% 38.3% 7.5% 54.2% 38.3% Minimum Split (s) 9 24 24 9 24 24 Yellow Time (s) 444444 All-Red Time (s) 122122 Minimum Initial (s) 444444 Vehicle Extension (s) 333333 Minimum Gap (s) 333333 Time Before Reduce (s) 000000 Time To Reduce (s) 000000 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 10 10 10 10 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 0 9 74 0 9 74 End Time (s) 9 74 0 9 74 0 Yield/Force Off (s) 4 68 114 4 68 114 Yield/Force Off 170(s) 4 58 104 4 58 104 Local Start Time (s) 111 0 65 111 0 65 Local Yield (s) 115 59 105 115 59 105 Local Yield 170(s) 115 49 95 115 49 95 Intersection Summary Cycle Length 120 Control Type Semi Act-Uncoord Natural Cycle 75 Splits and Phases: 3: Timberline & Trilby APPENDIX H HCM 2010 Signalized Intersection Summary Long Total AM 13: Timberline & Willow Springs/Kechter 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates lt am.syn Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 50 40 40 125 15 160 10 1135 245 95 580 10 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.98 1.00 0.98 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 178.8 193.7 178.8 178.8 193.7 178.8 193.7 186.3 178.8 193.7 186.3 178.8 Lanes 110111121120 Cap, veh/h 286 124 124 425 574 450 473 1488 624 358 1653 30 Arrive On Green 0.14 0.14 0.12 0.10 0.30 0.30 0.06 0.84 0.84 0.07 0.46 0.45 Sat Flow, veh/h 1147 890 890 1703 1937 1520 1845 3539 1484 1845 3555 64 Grp Volume(v), veh/h 53 0 84 132 16 168 11 1195 258 100 304 318 Grp Sat Flow(s),veh/h/ln 1147 0 1780 1703 1937 1520 1845 1770 1484 1845 1770 1850 Q Serve(g_s), s 2.4 0.0 2.5 3.5 0.3 5.0 0.2 9.5 2.4 1.4 6.3 6.3 Cycle Q Clear(g_c), s 2.4 0.0 2.5 3.5 0.3 5.0 0.2 9.5 2.4 1.4 6.3 6.3 Prop In Lane 1.00 0.50 1.00 1.00 1.00 1.00 1.00 0.03 Lane Grp Cap(c), veh/h 286 0 248 425 574 450 473 1488 624 358 823 860 V/C Ratio(X) 0.19 0.00 0.34 0.31 0.03 0.37 0.02 0.80 0.41 0.28 0.37 0.37 Avail Cap(c_a), veh/h 548 0 655 665 1272 998 678 3874 1625 481 1937 2025 HCM Platoon Ratio 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 0.79 0.79 0.79 1.00 1.00 1.00 Uniform Delay (d), s/veh 22.2 0.0 22.4 16.3 14.3 15.9 8.6 3.4 2.8 7.9 9.9 9.9 Incr Delay (d2), s/veh 0.3 0.0 0.8 0.4 0.0 0.5 0.0 3.7 1.6 0.4 1.3 1.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/ln 0.7 0.0 1.1 1.4 0.2 1.8 0.1 2.0 0.8 0.5 2.5 2.6 Lane Grp Delay (d), s/veh 22.5 0.0 23.2 16.7 14.3 16.4 8.6 7.1 4.4 8.3 11.1 11.1 Lane Grp LOS C C BBBAAAABB Approach Vol, veh/h 137 316 1464 722 Approach Delay, s/veh 22.9 16.4 6.7 10.7 Approach LOS C B A B Timer Assigned Phs 4 3 8 1 6 5 2 Phs Duration (G+Y+Rc), s 12.5 9.0 21.4 4.6 28.5 7.2 31.0 Change Period (Y+Rc), s 5.5 4.0 5.5 4.0 5.5 4.0 5.5 Max Green Setting (Gmax), s 20.0 13.0 36.5 7.0 61.5 7.0 61.5 Max Q Clear Time (g_c+I1), s 4.5 5.5 7.0 2.2 11.5 3.4 8.3 Green Ext Time (p_c), s 0.9 0.2 1.0 0.0 11.5 0.1 11.6 Intersection Summary HCM 2010 Ctrl Delay 9.8 HCM 2010 LOS A Notes Timing Report, Sorted By Phase Long Total AM 13: Timberline & Willow Springs/Kechter 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates lt am.syn Phase Number 1234568 Movement NBL SBTL WBL EBTL SBL NBTL WBTL Lead/Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize Recall Mode None C-Min None None None C-Min None Maximum Split (s) 11 67 17 25 11 67 42 Maximum Split (%) 9.2% 55.8% 14.2% 20.8% 9.2% 55.8% 35.0% Minimum Split (s) 11 22.5 8 24 11 24.5 22.5 Yellow Time (s) 3 4.5 3.5 3 3 4.5 4.5 All-Red Time (s) 1 1 0.5 2111 Minimum Initial (s) 4747477 Vehicle Extension (s) 3333333 Minimum Gap (s) 3333333 Time Before Reduce (s) 0000000 Time To Reduce (s) 0000000 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 10 12 12 10 Dual Entry No Yes No Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Yes Start Time (s) 25 36 103 0 25 36 103 End Time (s) 36 103 0 25 36 103 25 Yield/Force Off (s) 32 97.5 116 20 32 97.5 19.5 Yield/Force Off 170(s) 32 87.5 116 8 32 85.5 9.5 Local Start Time (s) 42 53 0 17 42 53 0 Local Yield (s) 49 114.5 13 37 49 114.5 36.5 Local Yield 170(s) 49 104.5 13 25 49 102.5 26.5 Intersection Summary Cycle Length 120 Control Type Actuated-Coordinated Natural Cycle 75 Offset: 103 (86%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Splits and Phases: 13: Timberline & Willow Springs/Kechter HCM 2010 Signalized Intersection Summary Long Total PM 13: Timberline & Willow Springs/Kechter 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates lt pm.syn Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 30 25 15 260 25 125 25 905 145 140 1240 40 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 0.98 1.00 0.98 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 178.8 193.7 178.8 178.8 193.7 178.8 193.7 186.3 178.8 193.7 186.3 178.8 Lanes 110111121120 Cap, veh/h 208 113 69 495 610 479 239 1635 686 444 1746 56 Arrive On Green 0.10 0.10 0.09 0.18 0.32 0.32 0.07 0.92 0.92 0.07 0.50 0.49 Sat Flow, veh/h 1175 1124 692 1703 1937 1520 1845 3539 1485 1845 3497 112 Grp Volume(v), veh/h 32 0 42 274 26 132 26 953 153 147 660 687 Grp Sat Flow(s),veh/h/ln 1175 0 1815 1703 1937 1520 1845 1770 1485 1845 1770 1840 Q Serve(g_s), s 2.0 0.0 1.7 10.6 0.7 5.2 0.6 3.5 0.8 2.8 23.7 23.7 Cycle Q Clear(g_c), s 2.0 0.0 1.7 10.6 0.7 5.2 0.6 3.5 0.8 2.8 23.7 23.7 Prop In Lane 1.00 0.38 1.00 1.00 1.00 1.00 1.00 0.06 Lane Grp Cap(c), veh/h 208 0 182 495 610 479 239 1635 686 444 884 919 V/C Ratio(X) 0.15 0.00 0.23 0.55 0.04 0.28 0.11 0.58 0.22 0.33 0.75 0.75 Avail Cap(c_a), veh/h 386 0 457 622 1036 813 361 2471 1037 543 1280 1331 HCM Platoon Ratio 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 0.89 0.89 0.89 1.00 1.00 1.00 Uniform Delay (d), s/veh 33.1 0.0 33.1 23.2 18.9 20.4 12.6 1.8 1.7 7.7 15.9 15.9 Incr Delay (d2), s/veh 0.3 0.0 0.6 1.0 0.0 0.3 0.2 1.4 0.7 0.4 5.7 5.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/ln 0.6 0.0 0.8 4.5 0.4 1.9 0.2 1.0 0.3 1.0 10.4 10.8 Lane Grp Delay (d), s/veh 33.4 0.0 33.8 24.1 18.9 20.7 12.8 3.1 2.3 8.1 21.6 21.5 Lane Grp LOS C C C B C BAAACC Approach Vol, veh/h 74 432 1132 1494 Approach Delay, s/veh 33.6 22.8 3.2 20.2 Approach LOS C C A C Timer Assigned Phs 4 3 8 1 6 5 2 Phs Duration (G+Y+Rc), s 12.5 17.1 29.5 5.7 41.2 8.7 44.2 Change Period (Y+Rc), s 5.5 4.0 5.5 4.0 5.5 4.0 5.5 Max Green Setting (Gmax), s 19.0 19.0 41.5 7.0 54.5 9.0 56.5 Max Q Clear Time (g_c+I1), s 4.0 12.6 7.2 2.6 5.5 4.8 25.7 Green Ext Time (p_c), s 0.6 0.5 0.7 0.0 14.8 0.1 13.0 Intersection Summary HCM 2010 Ctrl Delay 14.7 HCM 2010 LOS B Notes Timing Report, Sorted By Phase Long Total PM 13: Timberline & Willow Springs/Kechter 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates lt pm.syn Phase Number 1234568 Movement NBL SBTL WBL EBTL SBL NBTL WBTL Lead/Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize Recall Mode None C-Min None None None C-Min None Maximum Split (s) 11 62 23 24 13 60 47 Maximum Split (%) 9.2% 51.7% 19.2% 20.0% 10.8% 50.0% 39.2% Minimum Split (s) 11 22.5 8 24 11 24.5 22.5 Yellow Time (s) 3 4.5 3.5 3 3 4.5 4.5 All-Red Time (s) 1 1 0.5 2111 Minimum Initial (s) 4747477 Vehicle Extension (s) 3333333 Minimum Gap (s) 3333333 Time Before Reduce (s) 0000000 Time To Reduce (s) 0000000 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 10 12 12 10 Dual Entry No Yes No Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Yes Start Time (s) 30 41 103 6 30 43 103 End Time (s) 41 103 6 30 43 103 30 Yield/Force Off (s) 37 97.5 2 25 39 97.5 24.5 Yield/Force Off 170(s) 37 87.5 2 13 39 85.5 14.5 Local Start Time (s) 47 58 0 23 47 60 0 Local Yield (s) 54 114.5 19 42 56 114.5 41.5 Local Yield 170(s) 54 104.5 19 30 56 102.5 31.5 Intersection Summary Cycle Length 120 Control Type Actuated-Coordinated Natural Cycle 80 Offset: 103 (86%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Splits and Phases: 13: Timberline & Willow Springs/Kechter HCM 2010 Signalized Intersection Summary Long Total AM 11: Timberline & Zephyr 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates lt am.syn Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 225 5 120 105 10 215 45 950 65 120 620 10 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 Lanes 110110121121 Cap, veh/h 285 13 324 362 13 269 503 1782 797 423 1865 834 Arrive On Green 0.10 0.21 0.21 0.07 0.18 0.18 0.06 1.00 1.00 0.10 1.00 1.00 Sat Flow, veh/h 1774 61 1532 1774 74 1520 1774 3539 1583 1774 3539 1583 Grp Volume(v), veh/h 237 0 131 111 0 237 47 1000 68 126 653 11 Grp Sat Flow(s),veh/h/ln 1774 0 1592 1774 0 1594 1774 1770 1583 1774 1770 1583 Q Serve(g_s), s 11.0 0.0 7.6 5.5 0.0 15.5 1.4 0.0 0.0 3.5 0.0 0.0 Cycle Q Clear(g_c), s 11.0 0.0 7.6 5.5 0.0 15.5 1.4 0.0 0.0 3.5 0.0 0.0 Prop In Lane 1.00 0.96 1.00 0.95 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 285 0 337 362 0 282 503 1782 797 423 1865 834 V/C Ratio(X) 0.83 0.00 0.39 0.31 0.00 0.84 0.09 0.56 0.09 0.30 0.35 0.01 Avail Cap(c_a), veh/h 285 0 427 391 0 398 568 1782 797 528 1865 834 HCM Platoon Ratio 0.00 0.00 0.00 0.00 0.00 0.00 0.06071088.66371088.63 0.06071088.63 0.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 0.96 0.96 0.96 Uniform Delay (d), s/veh 30.8 0.0 36.6 33.1 0.0 43.0 11.8 0.0 0.0 9.6 0.0 0.0 Incr Delay (d2), s/veh 18.6 0.0 0.7 0.5 0.0 10.7 0.1 1.3 0.2 0.4 0.5 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/ln 8.1 0.0 3.2 2.5 0.0 7.2 0.6 0.3 0.0 1.3 0.1 0.0 Lane Grp Delay (d), s/veh 49.4 0.0 37.4 33.5 0.0 53.7 11.9 1.3 0.2 10.0 0.5 0.0 Lane Grp LOS D D C D BAAAAA Approach Vol, veh/h 368 348 1115 790 Approach Delay, s/veh 45.1 47.3 1.7 2.0 Approach LOS D D A A Timer Assigned Phs 7 4 3 8 5 2 1 6 Phs Duration (G+Y+Rc), s 15.0 26.9 11.2 23.1 7.0 60.4 9.6 63.0 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 6.0 4.0 6.0 Max Green Setting (Gmax), s 11.0 29.0 9.0 27.0 7.0 52.0 12.0 57.0 Max Q Clear Time (g_c+I1), s 13.0 9.6 7.5 17.5 3.4 2.0 5.5 2.0 Green Ext Time (p_c), s 0.0 2.3 0.0 1.6 0.0 11.0 0.2 11.1 Intersection Summary HCM 2010 Ctrl Delay 13.9 HCM 2010 LOS B Notes Timing Report, Sorted By Phase Long Total AM 11: Timberline & Zephyr 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates lt am.syn Phase Number 12345678 Movement SBL NBTL WBL EBTL NBL SBTL EBL WBTL Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize Recall Mode None C-Max None None None C-Max None None Maximum Split (s) 16 58 13 33 11 63 15 31 Maximum Split (%) 13.3% 48.3% 10.8% 27.5% 9.2% 52.5% 12.5% 25.8% Minimum Split (s) 8 22 8 20 8 22 8 20 Yellow Time (s) 34333433 All-Red Time (s) 12111211 Minimum Initial (s) 44444444 Vehicle Extension (s) 33333333 Minimum Gap (s) 33333333 Time Before Reduce (s) 00000000 Time To Reduce (s) 00000000 Walk Time (s) 5555 Flash Dont Walk (s) 11 11 11 11 Dual Entry No Yes No Yes No Yes No Yes Inhibit Max Yes Yes Yes Yes Yes Yes Yes Yes Start Time (s) 32 48 106 119 32 43 106 1 End Time (s) 48 106 119 32 43 106 1 32 Yield/Force Off (s) 44 100 115 28 39 100 117 28 Yield/Force Off 170(s) 44 89 115 17 39 89 117 17 Local Start Time (s) 104 0 58 71 104 115 58 73 Local Yield (s) 116 52 67 100 111 52 69 100 Local Yield 170(s) 116 41 67 89 111 41 69 89 Intersection Summary Cycle Length 120 Control Type Actuated-Coordinated Natural Cycle 60 Offset: 48 (40%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Splits and Phases: 11: Timberline & Zephyr HCM 2010 Signalized Intersection Summary Long Total PM 11: Timberline & Zephyr 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates lt pm.syn Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 155 10 100 55 10 125 145 795 105 180 1300 40 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 Lanes 110110121121 Cap, veh/h 252 24 232 257 14 169 384 1999 894 519 2033 910 Arrive On Green 0.08 0.16 0.16 0.04 0.11 0.11 0.11 1.00 1.00 0.13 1.00 1.00 Sat Flow, veh/h 1774 152 1454 1774 123 1479 1774 3539 1583 1774 3539 1583 Grp Volume(v), veh/h 163 0 116 58 0 143 153 837 111 189 1368 42 Grp Sat Flow(s),veh/h/ln 1774 0 1606 1774 0 1602 1774 1770 1583 1774 1770 1583 Q Serve(g_s), s 7.9 0.0 6.9 3.0 0.0 9.2 3.9 0.0 0.0 4.8 0.0 0.0 Cycle Q Clear(g_c), s 7.9 0.0 6.9 3.0 0.0 9.2 3.9 0.0 0.0 4.8 0.0 0.0 Prop In Lane 1.00 0.91 1.00 0.92 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 252 0 256 257 0 183 384 1999 894 519 2033 910 V/C Ratio(X) 0.65 0.00 0.45 0.23 0.00 0.78 0.40 0.42 0.12 0.36 0.67 0.05 Avail Cap(c_a), veh/h 252 0 272 354 0 286 516 1999 894 634 2033 910 HCM Platoon Ratio 0.00 0.00 0.00 0.00 0.00 0.00 0.06071088.66371088.63 0.06071088.63 0.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 0.71 0.71 0.71 Uniform Delay (d), s/veh 33.2 0.0 40.4 39.4 0.0 45.8 7.8 0.0 0.0 7.1 0.0 0.0 Incr Delay (d2), s/veh 5.7 0.0 1.2 0.4 0.0 7.1 0.7 0.6 0.3 0.3 1.3 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/ln 3.9 0.0 3.0 1.4 0.0 4.2 1.4 0.2 0.1 1.6 0.4 0.0 Lane Grp Delay (d), s/veh 38.8 0.0 41.7 39.8 0.0 52.9 8.5 0.6 0.3 7.4 1.3 0.1 Lane Grp LOS D D D D AAAAAA Approach Vol, veh/h 279 201 1101 1599 Approach Delay, s/veh 40.0 49.1 1.7 2.0 Approach LOS D D A A Timer Assigned Phs 7 4 3 8 5 2 1 6 Phs Duration (G+Y+Rc), s 13.0 21.0 8.2 16.1 10.1 66.0 11.1 67.0 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 6.0 4.0 6.0 Max Green Setting (Gmax), s 9.0 18.0 10.0 19.0 14.0 60.0 14.0 60.0 Max Q Clear Time (g_c+I1), s 9.9 8.9 5.0 11.2 5.9 2.0 6.8 2.0 Green Ext Time (p_c), s 0.0 1.0 0.0 0.9 0.2 19.7 0.4 19.7 Intersection Summary HCM 2010 Ctrl Delay 8.2 HCM 2010 LOS A Notes Timing Report, Sorted By Phase Long Total PM 11: Timberline & Zephyr 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates lt pm.syn Phase Number 12345678 Movement SBL NBTL WBL EBTL NBL SBTL EBL WBTL Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize Recall Mode None C-Max None None None C-Max None None Maximum Split (s) 18 66 14 22 18 66 13 23 Maximum Split (%) 15.0% 55.0% 11.7% 18.3% 15.0% 55.0% 10.8% 19.2% Minimum Split (s) 8 22 8 20 8 22 8 20 Yellow Time (s) 34333433 All-Red Time (s) 12111211 Minimum Initial (s) 44444444 Vehicle Extension (s) 33333333 Minimum Gap (s) 33333333 Time Before Reduce (s) 00000000 Time To Reduce (s) 00000000 Walk Time (s) 5555 Flash Dont Walk (s) 11 11 11 11 Dual Entry No Yes No Yes No Yes No Yes Inhibit Max Yes Yes Yes Yes Yes Yes Yes Yes Start Time (s) 30 48 114 8 30 48 114 7 End Time (s) 48 114 8 30 48 114 7 30 Yield/Force Off (s) 44 108 4 26 44 108 3 26 Yield/Force Off 170(s) 44 97 4 15 44 97 3 15 Local Start Time (s) 102 0 66 80 102 0 66 79 Local Yield (s) 116 60 76 98 116 60 75 98 Local Yield 170(s) 116 49 76 87 116 49 75 87 Intersection Summary Cycle Length 120 Control Type Actuated-Coordinated Natural Cycle 70 Offset: 48 (40%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Splits and Phases: 11: Timberline & Zephyr HCM 2010 TWSC Long Total AM 9: Timberline & Site Access 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates lt am.syn Intersection Intersection Delay, s/veh 0.2 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 0 30 10 1060 825 20 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized None None None None None None Storage Length 0 0 0 0 Median Width 0 24 24 Grade, % 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 32 11 1116 868 21 Number of Lanes 0 1 1 2 2 1 Major/Minor Major 1 Major 2 Conflicting Flow All 1447 434 868 0 - 0 Stage 1 868 - - - - - Stage 2 579 - - - - - Follow-up Headway 3.52 3.32 2.22 - - - Pot Capacity-1 Maneuver 122 570 772 - - - Stage 1 371 - - - - - Stage 2 524 - - - - - Time blocked-Platoon, % 0 0 0 - - - Mov Capacity-1 Maneuver 120 570 772 - - - Mov Capacity-2 Maneuver 250 - - - - - Stage 1 371 - - - - - Stage 2 517 - - - - - Approach EB NB SB HCM Control Delay, s 11.7 0.1 0 HCM LOS B - - Minor Lane / Major Mvmt NBL NBT EBLn1 SBT SBR Cap, veh/h 772 - 570 - - HCM Control Delay, s 9.728 - 11.7 - - HCM Lane V/C Ratio 0.01 - 0.06 - - HCM Lane LOS A - B - - HCM 95th-tile Q, veh 0.0 - 0.2 - - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 TWSC Long Total PM 9: Timberline & Site Access 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates lt pm.syn Intersection Intersection Delay, s/veh 0.3 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 0 15 35 1045 1380 75 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized None None None None None None Storage Length 0 0 0 0 Median Width 0 24 24 Grade, % 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 16 37 1100 1453 79 Number of Lanes 0 1 1 2 2 1 Major/Minor Major 1 Major 2 Conflicting Flow All 2077 726 1453 0 - 0 Stage 1 1453 - - - - - Stage 2 624 - - - - - Follow-up Headway 3.52 3.32 2.22 - - - Pot Capacity-1 Maneuver 46 367 462 - - - Stage 1 181 - - - - - Stage 2 496 - - - - - Time blocked-Platoon, % 0 0 0 - - - Mov Capacity-1 Maneuver 42 367 462 - - - Mov Capacity-2 Maneuver 133 - - - - - Stage 1 181 - - - - - Stage 2 456 - - - - - Approach EB NB SB HCM Control Delay, s 15.3 0.4 0 HCM LOS C - - Minor Lane / Major Mvmt NBL NBT EBLn1 SBT SBR Cap, veh/h 462 - 367 - - HCM Control Delay, s 13.466 - 15.3 - - HCM Lane V/C Ratio 0.08 - 0.04 - - HCM Lane LOS B - C - - HCM 95th-tile Q, veh 0.3 - 0.1 - - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 TWSC Long Total AM 6: Timberline & Fossil Creek 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates lt am.syn Intersection Intersection Delay, s/veh 5.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 55 0 45 5 1 80 10 935 5 30 810 15 Conflicting Peds, #/hr 000000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized None None None None None None None None None None None None Storage Length 0 50 0 0 250 0 250 195 Median Width 0 0 12 12 Grade, % 0% 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Heavy Vehicles, % 222222222222 Mvmt Flow 58 0 47 5 1 84 11 984 5 32 853 16 Number of Lanes 011010120120 Major/Minor Minor 2 Minor 1 Major 1 Major 2 Conflicting Flow All 1438 1935 434 1497 1940 495 868 0 0 989 0 0 Stage 1 924 924 - 1008 1008 ------- Stage 2 514 1011 - 489 932 ------- Follow-up Headway 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - - Pot Capacity-1 Maneuver 94 65 570 85 65 520 772 - - 695 - - Stage 1 290 346 - 258 316 ------- Stage 2 511 315 - 529 343 ------- Time blocked-Platoon, % 0000000--0-- Mov Capacity-1 Maneuver 74 61 570 74 61 520 772 - - 695 - - Mov Capacity-2 Maneuver 74 61 - 74 61 ------- Stage 1 286 330 - 254 311 ------- Stage 2 421 311 - 463 327 ------- Approach EB WB NB SB HCM Control Delay, s 94 18.2 0.1 0.4 HCM LOS F C - - Minor Lane / Major Mvmt NBL NBT NBR EBLn1 EBLn2 WBLn1 SBL SBT SBR Cap, veh/h 772 - - 91 570 362 695 - - HCM Control Delay, s 9.728 - - 129.2 11.7 18.2 10.426 - - HCM Lane V/C Ratio 0.01 - - 0.81 0.06 0.25 0.04 - - HCM Lane LOS A - - F B C B - - HCM 95th-tile Q, veh 0.0 - - 4.3 0.2 1.0 0.1 - - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 TWSC Long Total PM 6: Timberline & Fossil Creek 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates lt pm.syn Intersection Intersection Delay, s/veh 6.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 25 0 20 5 0 30 35 1020 30 70 1250 75 Conflicting Peds, #/hr 000000000000 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized None None None None None None None None None None None None Storage Length 0 50 0 0 250 0 250 195 Median Width 0 0 12 12 Grade, % 0% 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Heavy Vehicles, % 222222222222 Mvmt Flow 26 0 21 5 0 32 37 1074 32 74 1316 79 Number of Lanes 011010120120 Major/Minor Minor 2 Minor 1 Major 1 Major 2 Conflicting Flow All 2114 2682 697 1968 2705 553 1395 0 0 1105 0 0 Stage 1 1503 1503 - 1163 1163 ------- Stage 2 611 1179 - 805 1542 ------- Follow-up Headway 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - - Pot Capacity-1 Maneuver 29 22 383 37 21 477 486 - - 628 - - Stage 1 127 183 - 207 267 ------- Stage 2 448 262 - 342 175 ------- Time blocked-Platoon, % 0000000--0-- Mov Capacity-1 Maneuver # 23 18 383 30 17 477 486 - - 628 - - Mov Capacity-2 Maneuver # 23 18 - 30 17 ------- Stage 1 117 161 - 191 247 ------- Stage 2 386 242 - 285 154 ------- Approach EB WB NB SB HCM Control Delay, s 298.8 36.1 0.4 0.6 HCM LOS F E - - Minor Lane / Major Mvmt NBL NBT NBR EBLn1 EBLn2 WBLn1 SBL SBT SBR Cap, veh/h 486 - - 29 383 152 628 - - HCM Control Delay, s 13.014 - - $ 36.1 14.8 36.1 11.493 - - HCM Lane V/C Ratio 0.08 - - 1.15 0.04 0.24 0.12 - - HCM Lane LOS B - - F B E B - - HCM 95th-tile Q, veh 0.2 - - 3.8 0.1 0.9 0.4 - - Notes ~ : Volume Exceeds Capacity; $ : Delay Exceeds 300 Seconds; Error : Computation Not Defined HCM 2010 Signalized Intersection Summary Long Total AM 3: Timberline & Trilby 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates lt am.syn Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 300 180 70 95 160 30 60 525 65 25 670 240 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 Lanes 111110111111 Cap, veh/h 359 418 327 328 232 44 243 1040 856 406 1020 838 Arrive On Green 0.13 0.22 0.21 0.06 0.15 0.13 0.04 0.56 0.54 0.01 0.18 0.17 Sat Flow, veh/h 1774 1863 1583 1774 1522 290 1774 1863 1583 1774 1863 1583 Grp Volume(v), veh/h 316 189 74 100 0 200 63 553 68 26 705 253 Grp Sat Flow(s),veh/h/ln 1774 1863 1583 1774 0 1812 1774 1863 1583 1774 1863 1583 Q Serve(g_s), s 15.0 9.8 4.3 5.2 0.0 11.7 1.7 20.8 2.3 0.7 39.5 15.5 Cycle Q Clear(g_c), s 15.0 9.8 4.3 5.2 0.0 11.7 1.7 20.8 2.3 0.7 39.5 15.5 Prop In Lane 1.00 1.00 1.00 0.16 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 359 418 327 328 0 276 243 1040 856 406 1020 838 V/C Ratio(X) 0.88 0.45 0.23 0.30 0.00 0.72 0.26 0.53 0.08 0.06 0.69 0.30 Avail Cap(c_a), veh/h 359 552 440 328 0 406 252 1040 856 434 1020 838 HCM Platoon Ratio 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 29.2 37.3 36.8 36.4 0.0 45.1 18.1 15.5 12.3 12.6 36.8 28.0 Incr Delay (d2), s/veh 21.4 0.8 0.3 0.5 0.0 3.6 0.6 1.9 0.2 0.1 3.8 0.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/ln 9.1 4.6 0.0 2.3 0.0 5.6 0.7 9.5 0.9 0.3 21.0 6.8 Lane Grp Delay (d), s/veh 50.5 38.1 37.2 36.9 0.0 48.7 18.6 17.4 12.5 12.7 40.7 29.0 Lane Grp LOS DDDD DBBBBDC Approach Vol, veh/h 579 300 684 984 Approach Delay, s/veh 44.8 44.8 17.0 36.9 Approach LOS D D B D Timer Assigned Phs 7 4 3 8 5 2 1 6 Phs Duration (G+Y+Rc), s 17.0 29.0 9.0 21.0 8.4 66.2 7.2 65.0 Change Period (Y+Rc), s 4.0 6.0 4.0 6.0 5.0 6.0 5.0 6.0 Max Green Setting (Gmax), s 13.0 31.0 5.0 23.0 4.0 59.0 4.0 59.0 Max Q Clear Time (g_c+I1), s 17.0 11.8 7.2 13.7 3.7 22.8 2.7 41.5 Green Ext Time (p_c), s 0.0 1.7 0.0 1.3 0.0 8.5 0.0 6.9 Intersection Summary HCM 2010 Ctrl Delay 34.3 HCM 2010 LOS C Notes Timing Report, Sorted By Phase Long Total AM 3: Timberline & Trilby 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates lt am.syn Phase Number 12345678 Movement SBL NBTL WBL EBTL NBL SBTL EBL WBTL Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None None None C-Max None None Maximum Split (s) 9 65 9 37 9 65 17 29 Maximum Split (%) 7.5% 54.2% 7.5% 30.8% 7.5% 54.2% 14.2% 24.2% Minimum Split (s) 9 24 8 24 9 24 8 24 Yellow Time (s) 4 4 3.5 4 4 4 3.5 4 All-Red Time (s) 1 2 0.5 2 1 2 0.5 2 Minimum Initial (s) 44444444 Vehicle Extension (s) 33333333 Minimum Gap (s) 33333333 Time Before Reduce (s) 00000000 Time To Reduce (s) 00000000 Walk Time (s) 7777 Flash Dont Walk (s) 10 10 10 10 Dual Entry No Yes No Yes No Yes No Yes Inhibit Max Yes Yes Yes Yes Yes Yes Yes Yes Start Time (s) 0 9 74 83 0 9 74 91 End Time (s) 9 74 83 0 9 74 91 0 Yield/Force Off (s) 4 68 79 114 4 68 87 114 Yield/Force Off 170(s) 4 58 79 104 4 58 87 104 Local Start Time (s) 111 0 65 74 111 0 65 82 Local Yield (s) 115 59 70 105 115 59 78 105 Local Yield 170(s) 115 49 70 95 115 49 78 95 Intersection Summary Cycle Length 120 Control Type Actuated-Coordinated Natural Cycle 75 Offset: 9 (8%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Splits and Phases: 3: Timberline & Trilby HCM 2010 Signalized Intersection Summary Long Total PM 3: Timberline & Trilby 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates lt pm.syn Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 295 200 80 80 180 35 120 820 65 30 755 375 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow veh/h/ln 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 186.3 Lanes 111110111111 Cap, veh/h 350 439 346 322 251 49 209 1022 841 208 998 820 Arrive On Green 0.13 0.24 0.22 0.06 0.17 0.15 0.04 0.55 0.53 0.02 0.36 0.35 Sat Flow, veh/h 1774 1863 1583 1774 1514 296 1774 1863 1583 1774 1863 1583 Grp Volume(v), veh/h 311 211 84 84 0 226 126 863 68 32 795 395 Grp Sat Flow(s),veh/h/ln 1774 1863 1583 1774 0 1810 1774 1863 1583 1774 1863 1583 Q Serve(g_s), s 14.9 11.1 5.0 4.4 0.0 13.6 3.6 44.4 2.4 0.9 43.6 22.3 Cycle Q Clear(g_c), s 14.9 11.1 5.0 4.4 0.0 13.6 3.6 44.4 2.4 0.9 43.6 22.3 Prop In Lane 1.00 1.00 1.00 0.16 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 350 439 346 322 0 300 209 1022 841 208 998 820 V/C Ratio(X) 0.89 0.48 0.24 0.26 0.00 0.75 0.60 0.84 0.08 0.15 0.80 0.48 Avail Cap(c_a), veh/h 350 540 431 322 0 398 209 1022 841 231 998 820 HCM Platoon Ratio 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 29.3 37.5 36.7 35.7 0.0 45.4 22.8 21.6 13.1 20.1 30.9 25.2 Incr Delay (d2), s/veh 23.0 0.8 0.4 0.4 0.0 5.7 4.9 8.5 0.2 0.3 6.6 2.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q (50%), veh/ln 11.2 5.2 2.0 2.0 0.0 6.6 2.0 21.6 0.9 0.4 22.6 9.4 Lane Grp Delay (d), s/veh 52.3 38.3 37.1 36.2 0.0 51.1 27.7 30.2 13.3 20.4 37.5 27.2 Lane Grp LOS DDDD DCCBCDC Approach Vol, veh/h 606 310 1057 1222 Approach Delay, s/veh 45.3 47.1 28.8 33.7 Approach LOS DDCC Timer Assigned Phs 7 4 3 8 5 2 1 6 Phs Duration (G+Y+Rc), s 17.0 30.9 9.0 22.9 9.0 66.5 7.5 65.0 Change Period (Y+Rc), s 4.0 6.0 4.0 6.0 5.0 6.0 5.0 6.0 Max Green Setting (Gmax), s 13.0 31.0 5.0 23.0 4.0 59.0 4.0 59.0 Max Q Clear Time (g_c+I1), s 16.9 13.1 6.4 15.6 5.6 46.4 2.9 45.6 Green Ext Time (p_c), s 0.0 1.9 0.0 1.3 0.0 8.1 0.0 8.4 Intersection Summary HCM 2010 Ctrl Delay 35.6 HCM 2010 LOS D Notes Timing Report, Sorted By Phase Long Total PM 3: Timberline & Trilby 3/18/2013 Crowne on Timberline 3/18/2013 Synchro 8 Light Report Delich Associates lt pm.syn Phase Number 12345678 Movement SBL NBTL WBL EBTL NBL SBTL EBL WBTL Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None None None C-Max None None Maximum Split (s) 9 65 9 37 9 65 17 29 Maximum Split (%) 7.5% 54.2% 7.5% 30.8% 7.5% 54.2% 14.2% 24.2% Minimum Split (s) 9 24 8 24 9 24 8 24 Yellow Time (s) 4 4 3.5 4 4 4 3.5 4 All-Red Time (s) 1 2 0.5 2 1 2 0.5 2 Minimum Initial (s) 44444444 Vehicle Extension (s) 33333333 Minimum Gap (s) 33333333 Time Before Reduce (s) 00000000 Time To Reduce (s) 00000000 Walk Time (s) 7777 Flash Dont Walk (s) 10 10 10 10 Dual Entry No Yes No Yes No Yes No Yes Inhibit Max Yes Yes Yes Yes Yes Yes Yes Yes Start Time (s) 0 9 74 83 0 9 74 91 End Time (s) 9 74 83 0 9 74 91 0 Yield/Force Off (s) 4 68 79 114 4 68 87 114 Yield/Force Off 170(s) 4 58 79 104 4 58 87 104 Local Start Time (s) 111 0 65 74 111 0 65 82 Local Yield (s) 115 59 70 105 115 59 78 105 Local Yield 170(s) 115 49 70 95 115 49 78 95 Intersection Summary Cycle Length 120 Control Type Actuated-Coordinated Natural Cycle 90 Offset: 9 (8%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Splits and Phases: 3: Timberline & Trilby APPENDIX I Kechter Timberline Fossil Creek Trilby Zephyr Bacon Elementary SCALE: 1"=1000' PEDESTRIAN INFLUENCE AREA DELICH ASSOCIATES Crowne On Timberline TIS, March 2013 Pedestrian LOS Worksheet Project Location Classification: School Walking area/other 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 B A B C B Bacon Elementary School Institutional Proposed B A B C B Minimum B B B C B 2 Actual B A B C B Residential to the northeast Residential Proposed B A B C B Minimum B B B C B 3 Actual B A B C B Residential to the east Residential Proposed B A B C B Minimum B B B C B 4 Actual A A A C B Residential to the north Residential Proposed A A A C B Minimum B B B C B 5 Actual A A A C B Residential to the south Residential Proposed A A A C B Minimum 6 Actual Proposed Minimum 7 Actual Proposed Minimum 8 Actual Proposed Minimum 9 Actual Proposed Minimum 10 Actual Proposed Kechter Timberline Fossil Creek Trilby Zephyr Bacon Elementary SCALE: 1"=1000' BICYCLE INFLUENCE AREA DELICH ASSOCIATES Crowne On Timberline TIS, March 2013 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 Bacon Elementary School Public School C B B 2 3 4 400 500 600 WB LT/T/RT AM 330 VPH AM 1810 VPH 1 LANE & 1 LANE 2 OR MORE LANES & 1 LANE 2 OR MORE LANES & 2 OR MORE LANES *100 *150 PM 2367 VPH EB LT/T/RT PM 225 VPH 400 500 600 WB LT AM 34 VPH AM 1810 VPH 1 LANE & 1 LANE 2 OR MORE LANES & 1 LANE 2 OR MORE LANES & 2 OR MORE LANES *100 *150 PM 2367 VPH WB LT PM 27 VPH 400 500 600 WB LT/T/RT AM 86 VPH AM 1653 VPH 1 LANE & 1 LANE 2 OR MORE LANES & 1 LANE 2 OR MORE LANES & 2 OR MORE LANES *100 *150 PM 2267 VPH WB LT/T/RT PM 33 VPH 225/155 5/10 120/100 215/125 10/10 105/55 AM/PM Rounded to Nearest 5 Vehicles 12/47 100/76 34/27 105/55 AM/PM Rounded to Nearest 5 Vehicles