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HomeMy WebLinkAboutSPRING CREEK STATION (2105 S. COLLEGE AVE.) - PDP - PDP160020 - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYTraffic Impact Study 2105 S. College Residential Fort Collins, Colorado Prepared for: Berland Development Group, Inc. TRAFFIC IMPACT STUDY 2105 S. College Residential Fort Collins, Colorado Prepared for Berland Development Group, Inc. 13394 E. Control Tower Road Englewood, CO 80112 Prepared by Kimley-Horn and Associates, Inc. 4582 South Ulster Street Suite 1500 Denver, Colorado 80237 (303) 228-2300 February 2016 This document, together with the concepts and designs presented herein, as an instrument of service, is intended only for the specific purpose and client for which it was prepared. Reuse of and improper reliance on this document without written authorization and adaptation by Kimley- Horn and Associates, Inc. shall be without liability to Kimley-Horn and Associates, Inc. 2/25/2016 Kimley-Horn and Associates, Inc. 096291001 – 2105 S. College Residential Page i TABLE OF CONTENTS TABLE OF CONTENTS ................................................................................................... i APPENDICES .................................................................................................................. i LIST OF TABLES .............................................................................................................ii LIST OF FIGURES ...........................................................................................................ii 1.0 EXECUTIVE SUMMARY ........................................................................................... 1 2.0 INTRODUCTION ....................................................................................................... 3 3.0 EXISTING AND FUTURE CONDITIONS .................................................................. 5 3.1 Existing Roadway Network ................................................................................................5 3.2 Existing and Future Study Area .........................................................................................7 3.3 Existing Traffic Volumes ....................................................................................................7 3.4 Unspecified Development Traffic Growth ...........................................................................7 4.0 PROJECT TRAFFIC CHARACTERISTICS ............................................................. 11 4.1 Trip Generation................................................................................................................11 4.2 Trip Distribution ...............................................................................................................12 4.3 Traffic Assignment ...........................................................................................................12 4.4 Total (Background Plus Project) Traffic............................................................................15 5.0 TRAFFIC OPERATIONS ANALYSIS ...................................................................... 18 5.1 Analysis Methodology ......................................................................................................18 5.2 Key Intersection Operational Analysis .............................................................................19 5.3 State Highway Turn Bay Length Analysis ........................................................................21 5.4 Queuing Analysis .............................................................................................................23 6.0 CONCLUSIONS AND RECOMMENDATIONS ....................................................... 25 APPENDICES Appendix A – TIS Base Assumptions Appendix B – Intersection Count Sheets Appendix C – Traffic Growth Information Appendix D – Trip Generation Worksheets Appendix E – Intersection Analysis Worksheets Appendix F– Queue Analysis Worksheets Appendix G – Conceptual Site Plan Kimley-Horn and Associates, Inc. 096291001 – 2105 S. College Residential Page ii LIST OF TABLES Table 1 – 2105 S. College Residential Traffic Generation .........................................................12 Table 2 – Level of Service Definitions .......................................................................................18 Table 3 – Rutgers Avenue and College Avenue LOS Results ...................................................19 Table 4 – College Avenue Right-In/Right-Out Access LOS Results ..........................................20 Table 5 – Queuing Analysis Results ..........................................................................................23 LIST OF FIGURES Figure 1 – Vicinity Map ................................................................................................................4 Figure 2 – Existing Lanes and Control ........................................................................................6 Figure 3 – Existing Traffic Volumes .............................................................................................8 Figure 4 – 2018 Background Traffic Volumes..............................................................................9 Figure 5 – 2035 Background Traffic Volumes............................................................................10 Figure 6 – Project Trip Distribution ............................................................................................13 Figure 7 – Project Traffic Assignment .......................................................................................14 Figure 8 – 2018 Total Traffic Volumes ......................................................................................16 Figure 9 – 2035 Total Traffic Volumes ......................................................................................17 Figure 10 – Recommended Lane Configurations and Control ...................................................24 Kimley-Horn and Associates, Inc. 096291001 – 2105 S. College Residential Page 1 1.0 EXECUTIVE SUMMARY A new apartment complex, herein named 2105 S. College Residential, is proposed within the northwest quadrant of the Rutgers Avenue and College Avenue (US-287) intersection in Fort Collins, Colorado. The project is anticipated to develop with 197 multi-family apartment units. It is expected that the project will be completed within a couple of years, with opening in late 2017 or early 2018. Analysis was therefore conducted for the 2018 short term horizon, as well as the 2035 long-term horizon per City of Fort Collins and Colorado Department of Transportation (CDOT) requirements. The purpose of this study is to identify project traffic generation characteristics, to identify potential project traffic related impacts on the local street system, and to develop mitigation measures required for identified impacts. The intersection of Rutgers Avenue and College Avenue was incorporated into this traffic study in accordance with City of Fort Collins and Colorado Department of Transportation (CDOT) standards and requirements. In addition, the existing right-in/right-out access along College Avenue to be shared with this 2105 S. College Residential project was evaluated. Primary access to the site will be provided by Rutgers Avenue and College Avenue. Direct access to the project is proposed from the existing signalized intersection of Rutgers Avenue and College Avenue, and an existing right-in/right-out driveway along College Avenue. The existing right-in/right-out access along College Avenue is located approximately 300 feet (measured center to center) north of the Rutgers Avenue and College Avenue intersection. The 2105 S. College Residential project proposed to the northwest of the Rutgers Avenue and College Avenue intersection, is expected to generate approximately 522 daily weekday trips. Of these, 38 trips are expected to occur during the weekday morning peak hour, while 83 trips are expected during the weekday afternoon peak hour based on City of Fort Collins identified trip generation rates. The site contains existing retail uses. With the reduction of trips already being generated by the retail uses of the site, 2105 S. College Residential is expected to generate approximately 188 fewer daily weekday trips than the existing traffic levels. The peak hour trip generation with redevelopment of the site is anticipated to add 22 trips during the weekday morning peak hour and 40 trips during the weekday afternoon peak hour. Kimley-Horn and Associates, Inc. 096291001 – 2105 S. College Residential Page 2 Distribution of site traffic on the street system was based on the area street system characteristics, existing traffic patterns, anticipated surrounding development areas, and the proposed access system for the project. Assignment of project traffic was based upon the trip generation described previously and the distributions developed. Based on the analysis presented in this report, Kimley-Horn believes the proposed 2105 S. College Residential project will be successfully incorporated into the existing roadway network. The west leg of the College Avenue (US-287) right-in/right-out access intersection is anticipated to have traffic volumes increase by more than 20 percent, and therefore it is believed that CDOT will require an access permit for this access intersection. All off-site and on-site improvements should be incorporated into the Civil Drawings, and conform to standards of the City of Fort Collins, CDOT, Institute of Transportation Engineers (ITE), and the Manual on Traffic Control Devices (MUTCD) – 2009 Edition. Kimley-Horn and Associates, Inc. 096291001 – 2105 S. College Residential Page 3 2.0 INTRODUCTION Kimley-Horn and Associates, Inc. (Kimley-Horn) has prepared this report to document the results of a Traffic Impact Study of future traffic conditions associated with a proposed 2105 S. College Residential redevelopment project to be located northwest of the Rutgers Avenue and College Avenue (US-287) intersection in Fort Collins, Colorado. A vicinity map illustrating the project site location is shown in Figure 1. The project is anticipated to develop with 197 multi- family apartment units. It is expected that the project will be completed within a couple of years, with opening in late 2017 or early 2018. Analysis was therefore conducted for the 2018 short term horizon, as well as the 2035 long-term horizon per City of Fort Collins and Colorado Department of Transportation (CDOT) requirements. The conceptual site plan illustrating the development and access locations is shown in Appendix G. The purpose of this study is to identify project traffic generation characteristics, to identify potential project traffic related impacts on the local street system, and to develop mitigation measures required for identified impacts. The intersection of Rutgers Avenue and College Avenue was incorporated into this traffic study in accordance with City of Fort Collins and Colorado Department of Transportation (CDOT) standards and requirements. In addition, the existing right-in/right-out access along College Avenue to be shared with this 2105 S. College Residential project was evaluated. The City of Fort Collins Transportation Impact Study Base Assumptions form is shown in Appendix A. Primary access to the site will be provided by Rutgers Avenue and College Avenue. Direct access to the project is proposed from the existing signalized intersection of Rutgers Avenue and College Avenue, and an existing right-in/right-out driveway along College Avenue. The existing right-in/right-out access along College Avenue is located approximately 300 feet (measured center to center) north of the Rutgers Avenue and College Avenue intersection. Kimley-Horn and Associates, Inc. 096291001 – 2105 S. College Residential Page 5 3.0 EXISTING AND FUTURE CONDITIONS 3.1 Existing Roadway Network Rutgers Avenue provides one lane of travel each direction, eastbound and westbound, and has a posted speed limit of 25 miles per hour east of College Avenue. West of College Avenue, the Rutgers Avenue alignment provides access to an existing commercial center. This access provides two through lanes in each direction between College Avenue and the existing Whole Foods store. College Avenue (US-287) is owned and maintained by CDOT. The State Highway Access Category Schedule categorizes the segment of College Avenue (US-287) through the study area as NR-B: Non Rural Arterial. College Avenue provides three lanes of travel each direction, northbound and southbound, and has a posted speed limit of 40 miles per hour. College Avenue has a raised median through the project study area. The existing intersection of Rutgers Avenue and College Avenue operates with a traffic signal and permissive only left turn phasing on all approaches except for the northbound left turn movement which operates with protected-permissive phasing. The eastbound approach consists of a left turn lane and shared through/right turn lane. The westbound approach to the frontage road providing residential access includes a single lane approach. Beyond this point at the intersection with College Avenue there is adequate width for separate left turn and through/right turn lanes. The northbound approach consists of a left turn lane and three through lanes. The southbound approach consists of a left turn lane, three through lanes, and a right turn lane. An existing right-in/right-out access is located approximately 300 feet north of the Rutgers Avenue and College Avenue intersection, measured center to center. This existing access is anticipated to remain and provide access to the 2105 S. College Residential project as well. This existing College Avenue driveway is an unsignalized “T”-intersection with stop control on the eastbound approach. The eastbound approach consists of a single right turn lane, with controlled right turn movements only due to a raised median island within College Avenue. The intersection lane configuration and control for these study area key intersections are shown in Figure 2. Kimley-Horn and Associates, Inc. 096291001 – 2105 S. College Residential Page 7 3.2 Existing and Future Study Area The existing site is comprised of two existing multi-tenant specialty retail buildings. The current uses contain a Once Again thrift store, At Your Fingertips, The Presser Foot, Miller Ecological, Rocky Mountain Recumbent, Philomusica, Space Crafters, and various other retail, some seasonal. The surrounding area contains a mix of uses. Directly to the north of the site is A’s Storage. Directly to the west of the site is the MAX BRT line. Directly to the east of the site (between the site and College Avenue) are retail uses. Directly to the south of the site are commercial uses (Whole Foods Shopping Center). Outside of these uses, residential areas exist to the east, while Colorado State University exists to the west and northwest. 3.3 Existing Traffic Volumes Existing peak hour turning movement counts were conducted at the key intersections on Thursday, January 21, 2016. The counts were conducted in 15-minute intervals during the morning and afternoon peak hours of adjacent street traffic from 7:00 AM to 9:00 AM and 4:00 PM to 6:00 PM, respectively, on this count date. Existing turning movement counts are shown in Figure 3 with count sheets provided in Appendix B. 3.4 Unspecified Development Traffic Growth According to information provided on the website for the Colorado Department of Transportation, the 20-year growth factor along College Avenue (US-287) within the study area is 1.02. This value equates to an annual growth rate of approximately 0.10 percent. Upon discussions with the City of Fort Collins, it was determined that an annual traffic volume growth rate of one percent was more appropriate to represent anticipated future traffic volumes along College Avenue and Rutgers Avenue. Therefore, an annual traffic volume growth rate of one (1) percent was used in this traffic analysis for all movements not being generated by the retail along the west side of College Avenue as this traffic is anticipated to remain constant today as in the future since it is based on use trip generation. Traffic information from the CDOT Online Transportation Information System (OTIS) website is included in Appendix C for information purposes only. The City recommended annual growth rate of one percent per year was used to calculate future traffic volumes for the near term 2018 and long term 2035 traffic volume projections at the key intersections, as shown in Figures 4 and 5, respectively. 35(66) 1446(1462) 10(7) 51(182) 891(2180) 9(35) 73(175) 4(19) 14(101) 8(13) 4(6) 2(14) 1573(1665) 13(17) 937(2410) 1(5) 35(66) 1475(1491) 10(7) 51(182) 909(2224) 9(36) 73(175) 4(19) 14(101) 8(13) 4(6) 2(14) 1605(1698) 13(17) 956(2458) 1(5) 35(66) 1747(1766) 12(8) 51(182) 1076(2634) 11(42) 73(175) 4(19) 14(101) 10(16) 4(6) 2(17) 1900(2012) 13(17) 1132(2912) 1(5) Kimley-Horn and Associates, Inc. 096291001 – 2105 S. College Residential Page 11 4.0 PROJECT TRAFFIC CHARACTERISTICS 4.1 Trip Generation Site-generated traffic estimates are determined through a process known as trip generation. Rates and equations are applied to the proposed land use to estimate traffic generated by the development during a specific time interval. Using the ITE Trip Generation Manual Trip Generation Report1 published by the Institute of Transportation Engineers (ITE) is the industry standard for determining site-generated traffic estimates. ITE has established trip rates in nationwide studies of similar land uses. However, based on the unique nature of this use with close proximity to the MAX BRT line and surrounding commercial, it was determined through discussions with City staff that the City of Fort Collins Downtown Residential trip generation rates were a more accurate representation of expected site generated trips. These rates are 2.65 trips per dwelling unit per day, with a morning peak hour trip rate of 0.19 trips per dwelling unit and afternoon peak hour rate of 0.42 trips per dwelling unit. The ITE Trip Generation Report directional distributions that apply to Apartment (ITE Code 220) were used in determining the proportion of entering and exiting traffic. 2105 S. College Residential project is a redevelopment of previous uses, a reduction of trips (net new trips) was calculated. The current uses (two buildings) contain a Once Again thrift store, Rocky Mountain Recumbents, and various other retail establishments. It was determined that both buildings contain retail uses and warehouses. The retail portion of the buildings was determined to be approximately 17,500 square feet of the overall buildings square footage of approximately 30,850 square feet. One of the retail spaces in the eastern building is vacant presently. Therefore 1,500 square feet was subtracted from the 17,500 square feet of retail space to identify that approximately 16,000 square feet of retail uses exist in the two buildings. To estimate traffic for the existing retail uses, Kimley-Horn used the ITE Trip Generation Report average rates that apply to Specialty Retail Center (ITE Code 826) for the existing traffic associated with the retail. The trip generation worksheet is included in Appendix D. 1 Institute of Transportation Engineers, Trip Generation: An Information Report, Ninth Edition, Washington DC, 2012. Kimley-Horn and Associates, Inc. 096291001 – 2105 S. College Residential Page 12 The 2105 S. College Residential project proposed to the northwest of the Rutgers Avenue and College Avenue intersection, is expected to generate approximately 522 daily weekday trips. Of these, 38 trips are expected to occur during the weekday morning peak hour, while 83 trips are expected during the weekday afternoon peak hour based on City of Fort Collins identified trip generation rates. The site contains existing retail uses. With the reduction of trips already being generated by the retail uses of the site, 2105 S. College Residential is expected to generate approximately 188 fewer daily weekday trips than the existing traffic levels. The peak hour trip generation with redevelopment of the site is anticipated to add 22 trips during the weekday morning peak hour and 40 trips during the weekday afternoon peak hour. Table 1 summarizes the estimated trip generation for the proposed 2105 S. College Residential development. Table 1 – 2105 S. College Residential Traffic Generation Use AM Peak Hour PM Peak Hour Daily In Out Total In Out Total Apartment (197 Units) 522 8 30 38 54 29 83 Existing Trips (16,000 SF, ITE 826) 710 10 6 16 19 24 43 Total (Net New Trips) -188 -2 24 22 35 5 40 4.2 Trip Distribution Distribution of site traffic on the street system was based on the area street system characteristics, existing traffic patterns, anticipated surrounding development areas, expected roadway improvements, and the proposed access system for the project. The directional distribution of traffic is a means to quantify the percentage of site-generated traffic that approaches the site from a given direction and departs the site back to the original source. Figure 6 illustrates the expected trip distribution for the site. 4.3 Traffic Assignment Traffic assignment for the additional traffic generated by the redevelopment project (realizing the credit for the existing use traffic) was obtained by applying the project trip distributions to the estimated traffic generation of the development shown in Table 1. Traffic assignment for the 2105 S. College Residential project is shown in Figure 7. [50%] 5% 45% [40%] [5%] 5% 45% 5% [50%] [5%] [60%] 55% [40%] 0(16) 0(2) 10(2) 12(3) 1(0) 1(0) 0(2) 12(3) 0(16) 0(2) 10(2) Kimley-Horn and Associates, Inc. 096291001 – 2105 S. College Residential Page 15 4.4 Total (Background Plus Project) Traffic Site traffic volumes were added to the background volumes to represent estimated traffic conditions for the short term 2018 and long term 2035 horizons. These total traffic volumes for the site redevelopment with the 2105 S. College Residential project are illustrated for the 2018 and 2035 horizon years in Figures 8 and 9, respectively. 35(82) 1475(1491) 10(7) 51(184) 919(2226) 9(36) 85(178) 5(19) 15(101) 8(13) 4(8) 2(14) 1617(1701) 13(33) 956(2460) 11(7) 35(82) 1747(1766) 12(8) 51(184) 1086(2636) 11(42) 85(178) 5(19) 15(101) 10(16) 4(8) 2(17) 1912(2015) 13(33) 1132(2914) 11(7) Kimley-Horn and Associates, Inc. 096291001 – 2105 S. College Residential Page 18 5.0 TRAFFIC OPERATIONS ANALYSIS Kimley-Horn’s analysis of traffic operations in the site vicinity was conducted to determine potential capacity deficiencies in the 2018 and 2035 development horizons at the identified key intersections and access driveways. The acknowledged source for determining overall capacity is the current edition of the Highway Capacity Manual (HCM)2. 5.1 Analysis Methodology Capacity analysis results are listed in terms of Level of Service (LOS). LOS is a qualitative term describing operating conditions a driver will experience while traveling on a particular street or highway during a specific time interval. It ranges from A (very little delay) to F (long delays and congestion). For intersections and roadways in this study area, Kimley-Horn recommends intersection LOS D as the minimum threshold for acceptable operations for signalized intersections and LOS E for movements and approaches of unsignalized intersections. Table 2 shows the definition of level of service for signalized and unsignalized intersections. Table 2 – Level of Service Definitions Level of Service Signalized Intersection Average Total Delay (sec/veh) Unsignalized Intersection Average Total Delay (sec/veh) A ≤ 10 ≤ 10 B > 10 and ≤ 20 > 10 and ≤ 15 C > 20 and ≤ 35 > 15 and ≤ 25 D > 35 and ≤ 55 > 25 and ≤ 35 E > 55 and ≤ 80 > 35 and ≤ 50 F > 80 > 50 _______________ Definitions provided from the Highway Capacity Manual, Special Report 209, Transportation Research Board, 2010. Study area intersections were analyzed based on average total delay analysis for signalized and unsignalized intersections. Under the unsignalized analysis, the level of service (LOS) for a two-way stop controlled intersection is determined by the computed or measured control delay and is defined for each minor movement. Level of service for a two-way stop-controlled 2 Transportation Research Board, Highway Capacity Manual, Special Report 209, Washington DC, 2010. Kimley-Horn and Associates, Inc. 096291001 – 2105 S. College Residential Page 19 intersection is not defined for the intersection as a whole. Level of service for a signalized and all-way stop controlled intersection is defined for each approach and for the overall intersection. 5.2 Key Intersection Operational Analysis Calculations for the level of service at the key intersection and project access driveway for the study area are provided in Appendix E. The signalized intersection analysis utilizes the observed cycle lengths of 110 seconds for the morning peak hour and 120 seconds for the afternoon peak hour with existing phasing and timing splits of the Rutgers Avenue and College Avenue intersection. The existing year analysis is based on the lane geometry and intersection control shown in Figure 2. LOS for the intersections was calculated using Synchro software presenting the HCM results. Rutgers Avenue and College Avenue The existing intersection of Rutgers Avenue and College Avenue operates with a traffic signal and permissive left turn phasing on all approaches except for the northbound left turn movement which operated with protected-permissive phasing. With the existing configuration, the intersection currently operates at LOS A during the morning peak hour and LOS B during the afternoon peak hour. With or without the addition of 2105 S. College Residential redevelopment project traffic throughout 2035, the intersection is anticipated to continue operating acceptably at LOS A during the morning peak hour and LOS B during the afternoon peak hour. Therefore, no modifications are anticipated to be needed at this intersection due to construction of the project. Table 3 provides the results of the level of service at this intersection. Table 3 – Rutgers Avenue and College Avenue LOS Results Scenario AM Peak Hour PM Peak Hour Delay (sec/veh) LOS Delay (sec/veh) LOS 2016 Existing 6.0 A 14.1 B 2018 Background 6.0 A 14.2 B 2018 Total 6.6 A 14.7 B 2035 Background 6.2 A 16.3 B 2035 Total 6.8 A 16.9 B Kimley-Horn and Associates, Inc. 096291001 – 2105 S. College Residential Page 20 College Avenue Right-In/Right-Out Access The existing College Avenue access is an unsignalized “T”-intersection with stop control on the eastbound approach. This existing right-in/right-out access is located approximately 300 feet (measured center to center) north of the Rutgers Avenue and College Avenue signalized intersection. With the existing configuration, the eastbound right turn currently operates at LOS B during the morning peak hour and LOS E during the afternoon peak hour. With or without the addition of project traffic in 2018, the eastbound right turn movement is anticipated to continue operating acceptably at LOS B during the morning peak hour and LOS E during the afternoon peak hour. With or without the addition of redevelopment project traffic in 2035, the intersection is anticipated to operate at LOS C during the morning peak hour and LOS F during the afternoon peak hour. Of note, the operational analysis was performed with all eastbound right turn traffic coming to a stop on the eastbound approach and waiting for a gap in southbound College Avenue traffic. Delays are anticipated to be less than predicted due to the existing southbound right turn deceleration lane constructed from the Rutgers Avenue signalized intersection to this access. This right turn deceleration lane will allow right turning traffic to use this lane for acceleration to facilitate improved right turn movements. If high delays and poor level of service are realized in the future on this exiting right turn movement, traffic is anticipated to reroute on the street network and use the Rutgers Avenue and College Avenue signalization intersection to exit the site. Therefore, no modifications are anticipated to be needed at this intersection with development of the project. Table 4 provides the results of the level of service. Table 4 – College Avenue Right-In/Right-Out Access LOS Results Scenario AM Peak Hour PM Peak Hour Delay (sec/veh) LOS Delay (sec/veh) LOS 2016 Existing Eastbound Right 13.8 B 35.3 E 2018 Background Eastbound Right 13.9 B 36.6 E 2018 Total Eastbound Right 14.9 B 38.4 E 2035 Background Eastbound Right 15.4 C 53.0 F 2035 Total Eastbound Right 16.8 C 56.5 F Kimley-Horn and Associates, Inc. 096291001 – 2105 S. College Residential Page 21 5.3 State Highway Turn Bay Length Analysis By the CDOT State Highway Access Code (SHAC) it is recommended that auxiliary turn lanes along College Avenue (US-287) be constructed in accordance with the current code. The following discusses requirements for turn lanes along College Avenue (US-287) with the roadway posted speed limit being 40 miles per hour through the project study area. The State Highway Access Category Schedule categorizes the segment of College Avenue (US-287) through the study area as NR-B: Non Rural Arterial. According to the State Highway Access Code for category NR-B roadways with a speed limit of less than or equal to 40 miles per hour, the following thresholds apply: · A left turn deceleration lane with storage length plus taper is required for any access with a projected peak hour left ingress turning volume greater than 25 (vph). · A right turn deceleration lane with storage length plus taper is required for any access with a projected peak hour right ingress turning volume greater than 50 (vph). · Right turn acceleration lanes are generally not required. Based on existing and future traffic projections, the auxiliary turn lane requirements were calculated per the SHAC for the existing study area intersections along College Avenue (US- 287). The west leg of the US-287 right-in/right-out access intersection is anticipated to have traffic volumes increase by more than 20 percent with the 2105 S. College Residential redevelopment project, and therefore it is believed that CDOT will require an access permit for this intersection. The Rutgers Avenue signalized intersection along College Avenue (US-287) is not anticipated to have traffic volumes increase by more than 20 percent with the project, and therefore an access permit is not believed to be needed at this intersection. The Rutgers Avenue signalized intersection with College Avenue (US-287) and the College Avenue (US-287) right-in/right-out access were evaluated. Through these existing access intersections, the State Highway provides three lanes of travel in each direction (northbound and southbound) with a 40 mile per hour posted speed limit. As such, right turn acceleration and deceleration lanes aren’t specifically needed, but were identified herein to determine if they could provide a benefit. Turn lane requirements at the College Avenue signalized intersection with Rutgers Avenue and the right-in/right-out access are as follows: Kimley-Horn and Associates, Inc. 096291001 – 2105 S. College Residential Page 22 Rutgers Avenue and College Avenue (US-287) Signalized Intersection · A northbound left turn lane is warranted at the existing Rutgers Avenue and College Avenue (US-287) intersection today with existing traffic being 66 vehicles per hour (vph) and the threshold for requiring a left turn deceleration lane being 25 vph. The projected northbound left turn volume with the project is anticipated to be 82 vph. The northbound left turn deceleration length requirement is storage (80 feet) plus taper (144 feet). This lane exists today and provides a length of 225 feet with a taper of approximately 100 feet. It isn’t believed that it would be beneficial to shorten the length of the turn lane to increase the taper length (especially since it is a reverse curve taper instead of a straight taper). Therefore, it is believed that this existing northbound left turn deceleration lane is in compliance with the SHAC and no modifications are needed. · A southbound right turn deceleration lane is warranted at the existing Rutgers Avenue and College Avenue (US-287) intersection with the existing right turn volume being 182 vph with the threshold for requiring a right turn deceleration lane being 50 vph. The southbound right turn volume with the project is anticipated to increase to 184 vph. The SHAC southbound right turn deceleration length requirement is storage (185 feet) plus taper (144 feet). This lane exists today and provides a length of 225 feet and a taper of 50 feet through the existing right-in/right-out access to the north of the intersection. It isn’t believed that the turn lane length should be shortened to increase the taper, and the taper has been constructed to the maximum feasible due to the grade differential and wall that exists along the west side of College Avenue north of the right-in/right-out access location. Therefore, it is believed that this existing southbound right turn will not require any modifications. College Avenue (US-287) right-in/right-out access intersection · A southbound right turn deceleration lane is not warranted at the existing College Avenue (US-287) right-in/right-out access intersection with the projected right turn volume being 33 vph and the threshold for requiring a right turn deceleration lane being 50 vph. Of note, it was found that a southbound right turn volume would also not be warranted if the credit for existing traffic wasn’t applied. In that case, the southbound right turn volume would be approximately 46 vph. Therefore if existing traffic levels were overstated, a southbound right turn deceleration lane wouldn’t be needed. Kimley-Horn and Associates, Inc. 096291001 – 2105 S. College Residential Page 23 5.4 Queuing Analysis A queuing analysis was conducted for the signalized study area intersection of Rutgers Avenue and College Avenue (US-287) and the existing College Avenue right-in/right-out access intersection. The queuing analysis was performed using the Synchro analysis software presenting the results of the 95th percentile queue lengths. Results are shown in the following Table 5 with calculations provided within the level of service operational sheets of Appendix E for the unsignalized intersection and Appendix F for signalized intersection. Table 5 – Queuing Analysis Results Intersection Turn Lane Existing Turn Lane Length (feet) 2018 Queue Length (feet) 2018 Recommended Turn Lane Length (feet) 2035 Queue Length (feet) 2035 Recommended Turn Lane Length (feet) Rutgers Avenue & College Avenue Eastbound Left Westbound Left Northbound Left Southbound Left Southbound Right 250’ C 225’ 225’ 225’ 221’ 24’ 68’ 36’ 31’ 250’ C 225’ 225’ 225’ 253’ 29’ 69’ 46’ Kimley-Horn and Associates, Inc. 096291001 – 2105 S. College Residential Page 25 6.0 CONCLUSIONS AND RECOMMENDATIONS Based on the analysis presented in this report, Kimley-Horn believes the proposed 2105 S. College Residential project will be successfully incorporated into the existing roadway network. The west leg of the College Avenue (US-287) right-in/right-out access intersection is anticipated to have traffic volumes increase by more than 20 percent, and therefore it is believed that CDOT will require an access permit for this access intersection. All off-site and on-site improvements should be incorporated into the Civil Drawings, and conform to standards of the City of Fort Collins, CDOT, Institute of Transportation Engineers (ITE), and the Manual on Traffic Control Devices (MUTCD) – 2009 Edition. Kimley-Horn and Associates, Inc. 096291001 – 2105 S. College Residential APPENDICES Kimley-Horn and Associates, Inc. 096291001 – 2105 S. College Residential APPENDIX A TIS Base Assumptions Kimley-Horn and Associates, Inc. 096291001 – 2105 S. College Residential APPENDIX B Intersection Count Sheets Kimley-Horn and Associates, Inc. 096291001 – 2105 S. College Residential APPENDIX C Traffic Growth Information ROUTE LENGTH UPDATEYR AADT AADTYR COUNTYEARYR20FACTOCROUNTSTATLIOOCNAITDION 287C 0.997 2015 39000 2014 2013 1.02 105310 ON SH 287 COLLEGE AVE N/O HORSETOOTH RD FT COLLINS 287C 1.002 2015 37000 2014 2014 1.02 105312 ON SH 287 COLLEGE AVE N/O DRAKE RD FT COLLINS Kimley-Horn and Associates, Inc. 096291001 – 2105 S. College Residential APPENDIX D Trip Generation Worksheets Project Berland Fort Collins Subject Trip Generation for Apartment Designed by Matt Farmen Date January 12, 2015 Job No. 096291001 Checked by Curtis Rowe Date January 13, 2015 Sheet No. 1 of 1 TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 9th Edition, Fitted Curve Equations Land Use Code - Apartment, (220) Independant Variable - Dwelling Units (X) X = 180 T = Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (page 334) Daily Weekday Directional Distribution: 20% ent. 80% exit. T = 0.49 (X) + 3.73 T = 92 Average Vehicle Trip Ends T = 0.49 * 180.0 + 3.79 18 entering 74 exiting 18 + = 92 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (page 335) Daily Weekday Directional Distribution: 65% ent. 35% exit. T = 0.55 (X) + 17.65 T = 117 Average Vehicle Trip Ends T = 0.55 * 180.0 + 17.65 76 entering 41 exiting 76 + 41 = 117 Weekday (page 333) Daily Weekday Directional Distribution: 50% entering, 50% exiting T = 6.06 (X) + 123.56 T = 1214 Average Vehicle Trip Ends T = 6.06 * 180.0 + 123.56 607 entering 607 exiting 607 + 607 = 1214 74 Project 2105 S. College Residential Subject Trip Generation for Specialty Retail Designed by Matt Farmen Date February 17, 2016 Job No. 096291001 Checked by Curtis Rowe Date February 18, 2016 Sheet No. 1 of 1 TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 9th Edition, Average Rate Equations Land Use Code - Specialty Retail Center (826) Independant Variable - 1000 Sq. Feet Gross Leasable Area (X) X = 16.000 T = Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. Proportional Difference Between AM and PM rates for Shopping Center (820) were applied to determine rate Directional Distribution: 61% ent. 39% exit. (T) = 1.00 (X) T = 16 Average Vehicle Trip Ends (T) = 1.00 * (16.0) 10 entering 6 exiting 10 + 6 = 16 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (page 1580) Directional Distribution: 44% ent. 56% exit. (T) = 2.71 (X) T = 43 Average Vehicle Trip Ends (T) = 2.71 * (16.0) 19 entering 24 exiting 19 + 24 = 43 Weekday (page 1579) Average Weekday Directional Distribution: 50% entering, 50% exiting (T) = 44.32 (X) T = 710 Average Vehicle Trip Ends (T) = 44.32 * (16.0) 355 entering 355 exiting 355 + 355 = 710 Saturday Peak Hour of Generator Proportional Difference Between Saturday and PM rates for Shopping Center (820) were applied to determine rate Directional Distribution: 52% ent. 48% exit. (T) = 3.52 (X) T = 56 Average Vehicle Trip Ends (T) = 3.52 * (16.0) 29 entering 27 exiting 29 + 27 = 56 Kimley-Horn and Associates, Inc. 096291001 – 2105 S. College Residential APPENDIX E Intersection Analysis Worksheets HCM 2010 Signalized Intersection Summary 2016 Existing AM.syn 1: S. College Avenue & Rutgers Avenue 2/17/2016 2016 Existing AM 1/25/2016 Baseline Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 73 4 14 2 4 8 35 1446 10 9 891 51 Future Volume (veh/h) 73 4 14 2 4 8 35 1446 10 9 891 51 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 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 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1863 Adj Flow Rate, veh/h 96 8 20 4 8 12 48 1681 16 20 968 60 Adj No. of Lanes 1 1 0 1 1 0 1 3 0 1 3 1 Peak Hour Factor 0.76 0.50 0.70 0.50 0.50 0.67 0.73 0.86 0.62 0.45 0.92 0.85 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 189 47 118 181 67 101 500 4252 40 276 3777 1176 Arrive On Green 0.10 0.10 0.10 0.10 0.10 0.10 0.03 0.82 0.82 0.74 0.74 0.74 Sat Flow, veh/h 1386 473 1182 1377 674 1011 1774 5195 49 288 5085 1583 Grp Volume(v), veh/h 96 0 28 4 0 20 48 1097 600 20 968 60 Grp Sat Flow(s),veh/h/ln 1386 0 1654 1377 0 1684 1774 1695 1854 288 1695 1583 Q Serve(g_s), s 7.5 0.0 1.7 0.3 0.0 1.2 0.6 9.5 9.6 2.2 6.7 1.1 Cycle Q Clear(g_c), s 8.6 0.0 1.7 2.0 0.0 1.2 0.6 9.5 9.6 3.4 6.7 1.1 Prop In Lane 1.00 0.71 1.00 0.60 1.00 0.03 1.00 1.00 Lane Grp Cap(c), veh/h 189 0 165 181 0 168 500 2775 1518 276 3777 1176 V/C Ratio(X) 0.51 0.00 0.17 0.02 0.00 0.12 0.10 0.40 0.40 0.07 0.26 0.05 Avail Cap(c_a), veh/h 397 0 414 388 0 421 608 2775 1518 276 3777 1176 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 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 49.1 0.0 45.4 46.3 0.0 45.1 2.7 2.7 2.7 4.3 4.5 3.8 Incr Delay (d2), s/veh 2.1 0.0 0.5 0.0 0.0 0.3 0.1 0.4 0.8 0.5 0.2 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 BackOfQ(50%),veh/ln 3.0 0.0 0.8 0.1 0.0 0.6 0.3 4.6 5.2 0.2 3.1 0.5 LnGrp Delay(d),s/veh 51.2 0.0 45.8 46.3 0.0 45.4 2.8 3.1 3.5 4.8 4.7 3.9 LnGrp LOS D D D D A A A A A A Approach Vol, veh/h 124 24 1745 1048 Approach Delay, s/veh 50.0 45.6 3.2 4.6 Approach LOS D D A A Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 4 5 6 8 Phs Duration (G+Y+Rc), s 94.5 15.5 8.3 86.2 15.5 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 73.5 27.5 10.5 58.5 27.5 Max Q Clear Time (g_c+I1), s 11.6 10.6 2.6 8.7 4.0 Green Ext Time (p_c), s 41.5 0.4 0.0 35.8 0.5 Intersection Summary HCM 2010 Ctrl Delay 6.0 HCM 2010 LOS A HCM 2010 Signalized Intersection Summary 2016 Existing PM.syn 1: S. College Avenue & Rutgers Avenue 2/19/2016 2016 Existing PM 1/25/2016 Baseline Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 175 19 101 14 6 13 66 1462 7 35 2180 182 Future Volume (veh/h) 175 19 101 14 6 13 66 1462 7 35 2180 182 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 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 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1863 Adj Flow Rate, veh/h 199 32 104 28 12 20 88 1523 12 48 2344 239 Adj No. of Lanes 1 1 0 1 1 0 1 3 0 1 3 1 Peak Hour Factor 0.88 0.59 0.97 0.50 0.50 0.65 0.75 0.96 0.58 0.73 0.93 0.76 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 289 71 230 196 115 192 176 3862 30 274 3382 1053 Arrive On Green 0.18 0.18 0.18 0.18 0.18 0.18 0.04 0.74 0.74 0.66 0.66 0.66 Sat Flow, veh/h 1372 386 1255 1248 629 1049 1774 5205 41 337 5085 1583 Grp Volume(v), veh/h 199 0 136 28 0 32 88 992 543 48 2344 239 Grp Sat Flow(s),veh/h/ln 1372 0 1641 1248 0 1678 1774 1695 1856 337 1695 1583 Q Serve(g_s), s 17.0 0.0 8.9 2.5 0.0 1.9 1.7 12.8 12.8 7.3 34.4 7.1 Cycle Q Clear(g_c), s 18.9 0.0 8.9 11.3 0.0 1.9 1.7 12.8 12.8 10.8 34.4 7.1 Prop In Lane 1.00 0.76 1.00 0.63 1.00 0.02 1.00 1.00 Lane Grp Cap(c), veh/h 289 0 300 196 0 307 176 2515 1377 274 3382 1053 V/C Ratio(X) 0.69 0.00 0.45 0.14 0.00 0.10 0.50 0.39 0.39 0.18 0.69 0.23 Avail Cap(c_a), veh/h 371 0 398 271 0 407 245 2515 1377 274 3382 1053 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 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 48.7 0.0 43.7 48.7 0.0 40.8 21.0 5.6 5.6 9.3 12.5 7.9 Incr Delay (d2), s/veh 3.7 0.0 1.1 0.3 0.0 0.1 2.2 0.5 0.8 1.4 1.2 0.5 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 BackOfQ(50%),veh/ln 6.7 0.0 4.1 0.9 0.0 0.9 2.1 6.1 6.8 0.8 16.2 3.3 LnGrp Delay(d),s/veh 52.3 0.0 44.7 49.0 0.0 41.0 23.2 6.1 6.5 10.7 13.7 8.4 LnGrp LOS D D D D C A A B B A Approach Vol, veh/h 335 60 1623 2631 Approach Delay, s/veh 49.2 44.7 7.2 13.2 Approach LOS D D A B Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 4 5 6 8 Phs Duration (G+Y+Rc), s 93.5 26.5 9.2 84.3 26.5 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 81.9 29.1 9.4 68.0 29.1 Max Q Clear Time (g_c+I1), s 14.8 20.9 3.7 36.4 13.3 Green Ext Time (p_c), s 62.9 1.1 0.1 30.6 1.5 Intersection Summary HCM 2010 Ctrl Delay 14.1 HCM 2010 LOS B HCM 2010 Signalized Intersection Summary 2018 Background AM.syn 1: S. College Avenue & Rutgers Avenue 2/17/2016 2018 Background AM 1/25/2016 Baseline Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 73 4 14 2 4 8 35 1475 10 9 909 51 Future Volume (veh/h) 73 4 14 2 4 8 35 1475 10 9 909 51 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 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 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1863 Adj Flow Rate, veh/h 96 8 20 4 8 12 48 1715 16 20 988 60 Adj No. of Lanes 1 1 0 1 1 0 1 3 0 1 3 1 Peak Hour Factor 0.76 0.50 0.70 0.50 0.50 0.67 0.73 0.86 0.62 0.45 0.92 0.85 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 189 47 118 181 67 101 492 4253 40 269 3777 1176 Arrive On Green 0.10 0.10 0.10 0.10 0.10 0.10 0.03 0.82 0.82 0.74 0.74 0.74 Sat Flow, veh/h 1386 473 1182 1377 674 1011 1774 5196 48 279 5085 1583 Grp Volume(v), veh/h 96 0 28 4 0 20 48 1119 612 20 988 60 Grp Sat Flow(s),veh/h/ln 1386 0 1654 1377 0 1684 1774 1695 1854 279 1695 1583 Q Serve(g_s), s 7.5 0.0 1.7 0.3 0.0 1.2 0.6 9.8 9.8 2.3 6.8 1.1 Cycle Q Clear(g_c), s 8.6 0.0 1.7 2.0 0.0 1.2 0.6 9.8 9.8 3.8 6.8 1.1 Prop In Lane 1.00 0.71 1.00 0.60 1.00 0.03 1.00 1.00 Lane Grp Cap(c), veh/h 189 0 165 181 0 168 492 2775 1518 269 3777 1176 V/C Ratio(X) 0.51 0.00 0.17 0.02 0.00 0.12 0.10 0.40 0.40 0.07 0.26 0.05 Avail Cap(c_a), veh/h 397 0 414 388 0 421 600 2775 1518 269 3777 1176 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 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 49.1 0.0 45.4 46.3 0.0 45.1 2.7 2.7 2.7 4.3 4.5 3.8 Incr Delay (d2), s/veh 2.1 0.0 0.5 0.0 0.0 0.3 0.1 0.4 0.8 0.5 0.2 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 BackOfQ(50%),veh/ln 3.0 0.0 0.8 0.1 0.0 0.6 0.3 4.7 5.3 0.2 3.3 0.5 LnGrp Delay(d),s/veh 51.2 0.0 45.8 46.3 0.0 45.4 2.8 3.1 3.5 4.9 4.7 3.9 LnGrp LOS D D D D A A A A A A Approach Vol, veh/h 124 24 1779 1068 Approach Delay, s/veh 50.0 45.6 3.3 4.6 Approach LOS D D A A Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 4 5 6 8 Phs Duration (G+Y+Rc), s 94.5 15.5 8.3 86.2 15.5 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 73.5 27.5 10.5 58.5 27.5 Max Q Clear Time (g_c+I1), s 11.8 10.6 2.6 8.8 4.0 Green Ext Time (p_c), s 42.5 0.4 0.0 36.5 0.5 Intersection Summary HCM 2010 Ctrl Delay 6.0 HCM 2010 LOS A HCM 2010 Signalized Intersection Summary 2018 Background PM.syn 1: S. College Avenue & Rutgers Avenue 2/19/2016 2018 Background PM 5:00 pm 1/25/2016 Baseline Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 175 19 101 14 6 13 66 1491 7 36 2224 182 Future Volume (veh/h) 175 19 101 14 6 13 66 1491 7 36 2224 182 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 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 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1863 Adj Flow Rate, veh/h 199 32 104 28 12 20 88 1553 12 49 2391 239 Adj No. of Lanes 1 1 0 1 1 0 1 3 0 1 3 1 Peak Hour Factor 0.88 0.59 0.97 0.50 0.50 0.65 0.75 0.96 0.58 0.73 0.93 0.76 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 289 71 229 196 115 192 172 3864 30 267 3383 1053 Arrive On Green 0.18 0.18 0.18 0.18 0.18 0.18 0.04 0.74 0.74 0.67 0.67 0.67 Sat Flow, veh/h 1372 386 1255 1248 629 1049 1774 5206 40 327 5085 1583 Grp Volume(v), veh/h 199 0 136 28 0 32 88 1011 554 49 2391 239 Grp Sat Flow(s),veh/h/ln 1372 0 1641 1248 0 1678 1774 1695 1856 327 1695 1583 Q Serve(g_s), s 17.0 0.0 8.9 2.5 0.0 1.9 1.7 13.1 13.1 7.8 35.6 7.1 Cycle Q Clear(g_c), s 18.9 0.0 8.9 11.3 0.0 1.9 1.7 13.1 13.1 11.7 35.6 7.1 Prop In Lane 1.00 0.76 1.00 0.63 1.00 0.02 1.00 1.00 Lane Grp Cap(c), veh/h 289 0 300 196 0 307 172 2517 1377 267 3383 1053 V/C Ratio(X) 0.69 0.00 0.45 0.14 0.00 0.10 0.51 0.40 0.40 0.18 0.71 0.23 Avail Cap(c_a), veh/h 364 0 390 264 0 398 228 2517 1377 267 3383 1053 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 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 48.7 0.0 43.7 48.7 0.0 40.9 22.2 5.7 5.7 9.5 12.7 7.9 Incr Delay (d2), s/veh 3.9 0.0 1.1 0.3 0.0 0.1 2.3 0.5 0.9 1.5 1.3 0.5 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 BackOfQ(50%),veh/ln 6.7 0.0 4.1 0.9 0.0 0.9 2.1 6.2 6.9 0.8 16.8 3.3 LnGrp Delay(d),s/veh 52.6 0.0 44.8 49.1 0.0 41.0 24.5 6.2 6.6 11.0 14.0 8.4 LnGrp LOS D D D D C A A B B A Approach Vol, veh/h 335 60 1653 2679 Approach Delay, s/veh 49.4 44.8 7.3 13.4 Approach LOS D D A B Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 4 5 6 8 Phs Duration (G+Y+Rc), s 93.6 26.4 9.2 84.3 26.4 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 82.5 28.5 8.5 69.5 28.5 Max Q Clear Time (g_c+I1), s 15.1 20.9 3.7 37.6 13.3 Green Ext Time (p_c), s 63.6 1.0 0.1 31.0 1.5 Intersection Summary HCM 2010 Ctrl Delay 14.2 HCM 2010 LOS B HCM 2010 Signalized Intersection Summary 2018 Total AM.syn 1: S. College Avenue & Rutgers Avenue 2/17/2016 2018 Total AM 1/25/2016 Baseline Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 85 5 15 2 4 8 35 1475 10 9 919 51 Future Volume (veh/h) 85 5 15 2 4 8 35 1475 10 9 919 51 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 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 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1863 Adj Flow Rate, veh/h 112 10 21 4 8 12 48 1715 16 20 999 60 Adj No. of Lanes 1 1 0 1 1 0 1 3 0 1 3 1 Peak Hour Factor 0.76 0.50 0.70 0.50 0.50 0.67 0.73 0.86 0.62 0.45 0.92 0.85 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 205 60 126 196 75 113 480 4191 39 264 3715 1157 Arrive On Green 0.11 0.11 0.11 0.11 0.11 0.11 0.03 0.81 0.81 0.73 0.73 0.73 Sat Flow, veh/h 1386 537 1127 1373 674 1011 1774 5196 48 279 5085 1583 Grp Volume(v), veh/h 112 0 31 4 0 20 48 1119 612 20 999 60 Grp Sat Flow(s),veh/h/ln 1386 0 1664 1373 0 1684 1774 1695 1854 279 1695 1583 Q Serve(g_s), s 8.7 0.0 1.9 0.3 0.0 1.2 0.7 10.5 10.5 2.5 7.2 1.2 Cycle Q Clear(g_c), s 9.9 0.0 1.9 2.1 0.0 1.2 0.7 10.5 10.5 4.6 7.2 1.2 Prop In Lane 1.00 0.68 1.00 0.60 1.00 0.03 1.00 1.00 Lane Grp Cap(c), veh/h 205 0 186 196 0 188 480 2734 1495 264 3715 1157 V/C Ratio(X) 0.55 0.00 0.17 0.02 0.00 0.11 0.10 0.41 0.41 0.08 0.27 0.05 Avail Cap(c_a), veh/h 410 0 431 398 0 436 588 2734 1495 264 3715 1157 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 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 48.4 0.0 44.2 45.2 0.0 43.9 3.1 3.1 3.1 4.9 5.0 4.1 Incr Delay (d2), s/veh 2.2 0.0 0.4 0.0 0.0 0.2 0.1 0.5 0.8 0.6 0.2 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 BackOfQ(50%),veh/ln 3.5 0.0 0.9 0.1 0.0 0.6 0.3 5.0 5.6 0.2 3.4 0.5 LnGrp Delay(d),s/veh 50.6 0.0 44.6 45.2 0.0 44.2 3.2 3.5 3.9 5.5 5.1 4.2 LnGrp LOS D D D D A A A A A A Approach Vol, veh/h 143 24 1779 1079 Approach Delay, s/veh 49.3 44.3 3.6 5.1 Approach LOS D D A A Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 4 5 6 8 Phs Duration (G+Y+Rc), s 93.2 16.8 8.3 84.9 16.8 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 72.5 28.5 10.5 57.5 28.5 Max Q Clear Time (g_c+I1), s 12.5 11.9 2.7 9.2 4.1 Green Ext Time (p_c), s 41.9 0.5 0.0 35.9 0.6 Intersection Summary HCM 2010 Ctrl Delay 6.6 HCM 2010 LOS A HCM 2010 Signalized Intersection Summary 2018 Total PM.syn 1: S. College Avenue & Rutgers Avenue 2/19/2016 2018 Total PM 5:00 pm 1/25/2016 Baseline Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 178 19 101 14 8 13 82 1491 7 36 2226 184 Future Volume (veh/h) 178 19 101 14 8 13 82 1491 7 36 2226 184 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 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 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1863 Adj Flow Rate, veh/h 202 32 104 28 16 20 109 1553 12 49 2394 242 Adj No. of Lanes 1 1 0 1 1 0 1 3 0 1 3 1 Peak Hour Factor 0.88 0.59 0.97 0.50 0.50 0.65 0.75 0.96 0.58 0.73 0.93 0.76 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 290 72 234 201 140 176 173 3846 30 265 3360 1046 Arrive On Green 0.19 0.19 0.19 0.19 0.19 0.19 0.04 0.74 0.74 0.66 0.66 0.66 Sat Flow, veh/h 1367 386 1255 1248 754 942 1774 5206 40 327 5085 1583 Grp Volume(v), veh/h 202 0 136 28 0 36 109 1011 554 49 2394 242 Grp Sat Flow(s),veh/h/ln 1367 0 1641 1248 0 1696 1774 1695 1856 327 1695 1583 Q Serve(g_s), s 17.3 0.0 8.8 2.4 0.0 2.1 2.2 13.3 13.3 7.9 36.2 7.3 Cycle Q Clear(g_c), s 19.4 0.0 8.8 11.3 0.0 2.1 2.2 13.3 13.3 11.8 36.2 7.3 Prop In Lane 1.00 0.76 1.00 0.56 1.00 0.02 1.00 1.00 Lane Grp Cap(c), veh/h 290 0 306 201 0 316 173 2505 1371 265 3360 1046 V/C Ratio(X) 0.70 0.00 0.44 0.14 0.00 0.11 0.63 0.40 0.40 0.18 0.71 0.23 Avail Cap(c_a), veh/h 349 0 376 254 0 389 241 2505 1371 265 3360 1046 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 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 48.7 0.0 43.3 48.3 0.0 40.6 24.5 5.8 5.8 9.8 13.1 8.2 Incr Delay (d2), s/veh 4.7 0.0 1.0 0.3 0.0 0.2 3.8 0.5 0.9 1.5 1.3 0.5 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 BackOfQ(50%),veh/ln 6.9 0.0 4.1 0.9 0.0 1.0 2.6 6.3 7.1 0.8 17.3 3.3 LnGrp Delay(d),s/veh 53.3 0.0 44.3 48.6 0.0 40.8 28.3 6.3 6.7 11.3 14.4 8.7 LnGrp LOS D D D D C A A B B A Approach Vol, veh/h 338 64 1674 2685 Approach Delay, s/veh 49.7 44.2 7.9 13.8 Approach LOS D D A B Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 4 5 6 8 Phs Duration (G+Y+Rc), s 93.2 26.8 9.4 83.8 26.8 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 83.5 27.5 9.5 69.5 27.5 Max Q Clear Time (g_c+I1), s 15.3 21.4 4.2 38.2 13.3 Green Ext Time (p_c), s 64.4 0.9 0.1 30.4 1.5 Intersection Summary HCM 2010 Ctrl Delay 14.7 HCM 2010 LOS B HCM 2010 Signalized Intersection Summary 2035 Background AM.syn 1: S. College Avenue & Rutgers Avenue 2/17/2016 2035 Background AM 1/25/2016 Baseline Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 73 4 14 2 4 10 35 1747 12 11 1076 51 Future Volume (veh/h) 73 4 14 2 4 10 35 1747 12 11 1076 51 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 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 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1863 Adj Flow Rate, veh/h 96 8 20 4 8 15 48 2031 19 24 1170 60 Adj No. of Lanes 1 1 0 1 1 0 1 3 0 1 3 1 Peak Hour Factor 0.76 0.50 0.70 0.50 0.50 0.67 0.73 0.86 0.62 0.45 0.92 0.85 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 188 48 119 183 59 110 427 4246 40 208 3770 1174 Arrive On Green 0.10 0.10 0.10 0.10 0.10 0.10 0.03 0.82 0.82 0.74 0.74 0.74 Sat Flow, veh/h 1383 473 1182 1377 581 1089 1774 5196 49 204 5085 1583 Grp Volume(v), veh/h 96 0 28 4 0 23 48 1325 725 24 1170 60 Grp Sat Flow(s),veh/h/ln 1383 0 1654 1377 0 1670 1774 1695 1854 204 1695 1583 Q Serve(g_s), s 7.5 0.0 1.7 0.3 0.0 1.4 0.6 12.9 12.9 4.4 8.5 1.1 Cycle Q Clear(g_c), s 8.9 0.0 1.7 2.0 0.0 1.4 0.6 12.9 12.9 9.0 8.5 1.1 Prop In Lane 1.00 0.71 1.00 0.65 1.00 0.03 1.00 1.00 Lane Grp Cap(c), veh/h 188 0 167 183 0 169 427 2771 1515 208 3770 1174 V/C Ratio(X) 0.51 0.00 0.17 0.02 0.00 0.14 0.11 0.48 0.48 0.12 0.31 0.05 Avail Cap(c_a), veh/h 318 0 323 313 0 327 470 2771 1515 208 3770 1174 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 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 49.1 0.0 45.2 46.1 0.0 45.1 2.9 3.0 3.0 5.6 4.8 3.8 Incr Delay (d2), s/veh 2.2 0.0 0.5 0.0 0.0 0.4 0.1 0.6 1.1 1.1 0.2 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 BackOfQ(50%),veh/ln 3.0 0.0 0.8 0.1 0.0 0.7 0.3 6.1 6.9 0.3 4.0 0.5 LnGrp Delay(d),s/veh 51.3 0.0 45.7 46.2 0.0 45.4 3.1 3.6 4.1 6.7 5.0 3.9 LnGrp LOS D D D D A A A A A A Approach Vol, veh/h 124 27 2098 1254 Approach Delay, s/veh 50.0 45.6 3.8 5.0 Approach LOS D D A A Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 4 5 6 8 Phs Duration (G+Y+Rc), s 94.4 15.6 8.3 86.1 15.6 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 79.5 21.5 6.5 68.5 21.5 Max Q Clear Time (g_c+I1), s 14.9 10.9 2.6 11.0 4.0 Green Ext Time (p_c), s 53.2 0.3 0.0 48.3 0.5 Intersection Summary HCM 2010 Ctrl Delay 6.2 HCM 2010 LOS A HCM 2010 Signalized Intersection Summary 2035 Background PM.syn 1: S. College Avenue & Rutgers Avenue 2/19/2016 2035 Background PM 5:00 pm 1/25/2016 Baseline Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 175 19 101 17 6 16 66 1766 8 42 2634 182 Future Volume (veh/h) 175 19 101 17 6 16 66 1766 8 42 2634 182 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 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 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1863 Adj Flow Rate, veh/h 199 32 104 34 12 25 88 1840 14 58 2832 239 Adj No. of Lanes 1 1 0 1 1 0 1 3 0 1 3 1 Peak Hour Factor 0.88 0.59 0.97 0.50 0.50 0.65 0.75 0.96 0.58 0.73 0.93 0.76 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 282 70 228 194 98 204 148 3871 29 209 3390 1055 Arrive On Green 0.18 0.18 0.18 0.18 0.18 0.18 0.04 0.74 0.74 0.67 0.67 0.67 Sat Flow, veh/h 1365 386 1255 1248 540 1125 1774 5206 40 247 5085 1583 Grp Volume(v), veh/h 199 0 136 34 0 37 88 1198 656 58 2832 239 Grp Sat Flow(s),veh/h/ln 1365 0 1641 1248 0 1664 1774 1695 1856 247 1695 1583 Q Serve(g_s), s 17.1 0.0 8.9 3.0 0.0 2.2 1.7 16.8 16.8 14.6 50.3 7.1 Cycle Q Clear(g_c), s 19.4 0.0 8.9 11.9 0.0 2.2 1.7 16.8 16.8 22.2 50.3 7.1 Prop In Lane 1.00 0.76 1.00 0.68 1.00 0.02 1.00 1.00 Lane Grp Cap(c), veh/h 282 0 298 194 0 302 148 2521 1380 209 3390 1055 V/C Ratio(X) 0.70 0.00 0.46 0.18 0.00 0.12 0.59 0.48 0.48 0.28 0.84 0.23 Avail Cap(c_a), veh/h 302 0 321 212 0 326 174 2521 1380 209 3390 1055 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 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 49.2 0.0 43.8 49.1 0.0 41.1 29.8 6.1 6.1 12.3 15.1 7.9 Incr Delay (d2), s/veh 6.7 0.0 1.1 0.4 0.0 0.2 3.9 0.6 1.2 3.3 2.6 0.5 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 BackOfQ(50%),veh/ln 7.0 0.0 4.1 1.1 0.0 1.0 2.2 8.0 9.0 1.2 24.2 3.3 LnGrp Delay(d),s/veh 56.0 0.0 44.9 49.6 0.0 41.3 33.7 6.7 7.3 15.6 17.7 8.4 LnGrp LOS E D D D C A A B B A Approach Vol, veh/h 335 71 1942 3129 Approach Delay, s/veh 51.5 45.3 8.1 16.9 Approach LOS D D A B Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 4 5 6 8 Phs Duration (G+Y+Rc), s 93.7 26.3 9.2 84.5 26.3 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 87.5 23.5 6.5 76.5 23.5 Max Q Clear Time (g_c+I1), s 18.8 21.4 3.7 52.3 13.9 Green Ext Time (p_c), s 67.6 0.4 0.0 24.1 1.2 Intersection Summary HCM 2010 Ctrl Delay 16.3 HCM 2010 LOS B HCM 2010 Signalized Intersection Summary 2035 Total AM.syn 1: S. College Avenue & Rutgers Avenue 2/17/2016 2035 Total AM 1/25/2016 Baseline Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 85 5 15 2 4 10 35 1747 12 11 1086 51 Future Volume (veh/h) 85 5 15 2 4 10 35 1747 12 11 1086 51 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 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 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1863 Adj Flow Rate, veh/h 112 10 21 4 8 15 48 2031 19 24 1180 60 Adj No. of Lanes 1 1 0 1 1 0 1 3 0 1 3 1 Peak Hour Factor 0.76 0.50 0.70 0.50 0.50 0.67 0.73 0.86 0.62 0.45 0.92 0.85 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 204 60 127 197 65 123 417 4185 39 204 3711 1155 Arrive On Green 0.11 0.11 0.11 0.11 0.11 0.11 0.03 0.81 0.81 0.73 0.73 0.73 Sat Flow, veh/h 1383 537 1127 1373 581 1089 1774 5196 49 204 5085 1583 Grp Volume(v), veh/h 112 0 31 4 0 23 48 1325 725 24 1180 60 Grp Sat Flow(s),veh/h/ln 1383 0 1664 1373 0 1670 1774 1695 1854 204 1695 1583 Q Serve(g_s), s 8.7 0.0 1.9 0.3 0.0 1.4 0.7 13.7 13.7 4.7 9.0 1.2 Cycle Q Clear(g_c), s 10.1 0.0 1.9 2.1 0.0 1.4 0.7 13.7 13.7 10.1 9.0 1.2 Prop In Lane 1.00 0.68 1.00 0.65 1.00 0.03 1.00 1.00 Lane Grp Cap(c), veh/h 204 0 187 197 0 188 417 2731 1494 204 3711 1155 V/C Ratio(X) 0.55 0.00 0.17 0.02 0.00 0.12 0.12 0.49 0.49 0.12 0.32 0.05 Avail Cap(c_a), veh/h 319 0 325 311 0 327 447 2731 1494 204 3711 1155 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 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 48.4 0.0 44.1 45.1 0.0 43.9 3.3 3.4 3.4 6.4 5.2 4.2 Incr Delay (d2), s/veh 2.3 0.0 0.4 0.0 0.0 0.3 0.1 0.6 1.1 1.2 0.2 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 BackOfQ(50%),veh/ln 3.5 0.0 0.9 0.1 0.0 0.6 0.3 6.5 7.3 0.3 4.2 0.5 LnGrp Delay(d),s/veh 50.7 0.0 44.5 45.1 0.0 44.2 3.4 4.0 4.5 7.5 5.5 4.3 LnGrp LOS D D D D A A A A A A Approach Vol, veh/h 143 27 2098 1264 Approach Delay, s/veh 49.4 44.3 4.2 5.4 Approach LOS D D A A Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 4 5 6 8 Phs Duration (G+Y+Rc), s 93.1 16.9 8.3 84.8 16.9 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 79.5 21.5 5.7 69.3 21.5 Max Q Clear Time (g_c+I1), s 15.7 12.1 2.7 12.1 4.1 Green Ext Time (p_c), s 52.8 0.4 0.0 48.2 0.5 Intersection Summary HCM 2010 Ctrl Delay 6.8 HCM 2010 LOS A HCM 2010 Signalized Intersection Summary 2035 Total PM.syn 1: S. College Avenue & Rutgers Avenue 2/19/2016 2035 Total PM 5:00 pm 1/25/2016 Baseline Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 178 19 101 17 8 16 82 1766 8 42 2636 184 Future Volume (veh/h) 178 19 101 17 8 16 82 1766 8 42 2636 184 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 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 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1863 Adj Flow Rate, veh/h 202 32 104 34 16 25 109 1840 14 58 2834 242 Adj No. of Lanes 1 1 0 1 1 0 1 3 0 1 3 1 Peak Hour Factor 0.88 0.59 0.97 0.50 0.50 0.65 0.75 0.96 0.58 0.73 0.93 0.76 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 284 72 233 199 122 190 149 3851 29 208 3365 1048 Arrive On Green 0.19 0.19 0.19 0.19 0.19 0.19 0.04 0.74 0.74 0.66 0.66 0.66 Sat Flow, veh/h 1360 386 1255 1248 656 1025 1774 5206 40 247 5085 1583 Grp Volume(v), veh/h 202 0 136 34 0 41 109 1198 656 58 2834 242 Grp Sat Flow(s),veh/h/ln 1360 0 1641 1248 0 1682 1774 1695 1856 247 1695 1583 Q Serve(g_s), s 17.5 0.0 8.8 3.0 0.0 2.4 2.2 17.1 17.1 14.8 51.1 7.3 Cycle Q Clear(g_c), s 19.9 0.0 8.8 11.8 0.0 2.4 2.2 17.1 17.1 22.5 51.1 7.3 Prop In Lane 1.00 0.76 1.00 0.61 1.00 0.02 1.00 1.00 Lane Grp Cap(c), veh/h 284 0 304 199 0 312 149 2508 1373 208 3365 1048 V/C Ratio(X) 0.71 0.00 0.45 0.17 0.00 0.13 0.73 0.48 0.48 0.28 0.84 0.23 Avail Cap(c_a), veh/h 299 0 321 213 0 329 188 2508 1373 208 3365 1048 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 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 49.1 0.0 43.4 48.7 0.0 40.8 30.4 6.3 6.3 12.7 15.5 8.1 Incr Delay (d2), s/veh 7.2 0.0 1.0 0.4 0.0 0.2 10.3 0.7 1.2 3.3 2.8 0.5 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 BackOfQ(50%),veh/ln 7.1 0.0 4.1 1.1 0.0 1.2 2.9 8.0 9.0 1.2 24.5 3.3 LnGrp Delay(d),s/veh 56.4 0.0 44.5 49.1 0.0 41.0 40.7 6.9 7.5 16.0 18.3 8.6 LnGrp LOS E D D D D A A B B A Approach Vol, veh/h 338 75 1963 3134 Approach Delay, s/veh 51.6 44.7 9.0 17.5 Approach LOS D D A B Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 4 5 6 8 Phs Duration (G+Y+Rc), s 93.3 26.7 9.4 83.9 26.7 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 87.5 23.5 7.5 75.5 23.5 Max Q Clear Time (g_c+I1), s 19.1 21.9 4.2 53.1 13.8 Green Ext Time (p_c), s 67.4 0.3 0.1 22.3 1.3 Intersection Summary HCM 2010 Ctrl Delay 16.9 HCM 2010 LOS B HCM 2010 TWSC 2016 Existing AM.syn 2: S. College Avenue & Access 2/17/2016 2016 Existing AM 1/25/2016 Baseline Synchro 9 Report Page 1 Intersection Int Delay, s/veh 0 Movement EBL EBR NBL NBT SBT SBR Traffic Vol, veh/h 0 1 0 1573 937 13 Future Vol, veh/h 0 1 0 1573 937 13 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 25 92 83 88 54 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 4 0 1895 1065 24 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1835 544 1089 0 - 0 Stage 1 1077 - - - - - Stage 2 758 - - - - - Critical Hdwy 5.74 7.14 5.34 - - - Critical Hdwy Stg 1 6.64 - - - - - Critical Hdwy Stg 2 6.04 - - - - - Follow-up Hdwy 3.82 3.92 3.12 - - - Pot Cap-1 Maneuver 115 414 354 - - - Stage 1 217 - - - - - Stage 2 385 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 115 414 354 - - - Mov Cap-2 Maneuver 213 - - - - - Stage 1 217 - - - - - Stage 2 385 - - - - - Approach EB NB SB HCM Control Delay, s 13.8 0 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 354 - 414 - - HCM Lane V/C Ratio - - 0.01 - - HCM Control Delay (s) 0 - 13.8 - - HCM Lane LOS A - B - - HCM 95th %tile Q(veh) 0 - 0 - - HCM 2010 TWSC 2016 Existing PM.syn 2: S. College Avenue & Access 2/17/2016 2016 Existing PM 1/25/2016 Baseline Synchro 9 Report Page 1 Intersection Int Delay, s/veh 0.1 Movement EBL EBR NBL NBT SBT SBR Traffic Vol, veh/h 0 5 0 1665 2410 17 Future Vol, veh/h 0 5 0 1665 2410 17 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 62 92 97 93 47 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 8 0 1716 2591 36 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 3296 1314 2628 0 - 0 Stage 1 2609 - - - - - Stage 2 687 - - - - - Critical Hdwy 5.74 7.14 5.34 - - - Critical Hdwy Stg 1 6.64 - - - - - Critical Hdwy Stg 2 6.04 - - - - - Follow-up Hdwy 3.82 3.92 3.12 - - - Pot Cap-1 Maneuver 18 127 59 - - - Stage 1 23 - - - - - Stage 2 419 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 18 127 59 - - - Mov Cap-2 Maneuver 18 - - - - - Stage 1 23 - - - - - Stage 2 419 - - - - - Approach EB NB SB HCM Control Delay, s 35.3 0 0 HCM LOS E Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 59 - 127 - - HCM Lane V/C Ratio - - 0.064 - - HCM Control Delay (s) 0 - 35.3 - - HCM Lane LOS A - E - - HCM 95th %tile Q(veh) 0 - 0.2 - - HCM 2010 TWSC 2018 Background AM.syn 2: S. College Avenue & Access 2/17/2016 2018 Background AM 1/25/2016 Baseline Synchro 9 Report Page 1 Intersection Int Delay, s/veh 0 Movement EBL EBR NBL NBT SBT SBR Traffic Vol, veh/h 0 1 0 1605 956 13 Future Vol, veh/h 0 1 0 1605 956 13 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 25 92 83 88 54 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 4 0 1934 1086 24 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1871 555 1110 0 - 0 Stage 1 1098 - - - - - Stage 2 773 - - - - - Critical Hdwy 5.74 7.14 5.34 - - - Critical Hdwy Stg 1 6.64 - - - - - Critical Hdwy Stg 2 6.04 - - - - - Follow-up Hdwy 3.82 3.92 3.12 - - - Pot Cap-1 Maneuver 110 407 346 - - - Stage 1 211 - - - - - Stage 2 378 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 110 407 346 - - - Mov Cap-2 Maneuver 110 - - - - - Stage 1 211 - - - - - Stage 2 378 - - - - - Approach EB NB SB HCM Control Delay, s 13.9 0 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 346 - 407 - - HCM Lane V/C Ratio - - 0.01 - - HCM Control Delay (s) 0 - 13.9 - - HCM Lane LOS A - B - - HCM 95th %tile Q(veh) 0 - 0 - - HCM 2010 TWSC 2018 Background PM.syn 2: S. College Avenue & Access 2/17/2016 2018 Background PM 5:00 pm 1/25/2016 Baseline Synchro 9 Report Page 1 Intersection Int Delay, s/veh 0.1 Movement EBL EBR NBL NBT SBT SBR Traffic Vol, veh/h 0 5 0 1698 2458 17 Future Vol, veh/h 0 5 0 1698 2458 17 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 62 92 97 93 47 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 8 0 1751 2643 36 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 3361 1340 2679 0 - 0 Stage 1 2661 - - - - - Stage 2 700 - - - - - Critical Hdwy 5.74 7.14 5.34 - - - Critical Hdwy Stg 1 6.64 - - - - - Critical Hdwy Stg 2 6.04 - - - - - Follow-up Hdwy 3.82 3.92 3.12 - - - Pot Cap-1 Maneuver 16 122 56 - - - Stage 1 21 - - - - - Stage 2 413 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 16 122 56 - - - Mov Cap-2 Maneuver 16 - - - - - Stage 1 21 - - - - - Stage 2 413 - - - - - Approach EB NB SB HCM Control Delay, s 36.6 0 0 HCM LOS E Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 56 - 122 - - HCM Lane V/C Ratio - - 0.066 - - HCM Control Delay (s) 0 - 36.6 - - HCM Lane LOS A - E - - HCM 95th %tile Q(veh) 0 - 0.2 - - HCM 2010 TWSC 2018 Total AM.syn 2: S. College Avenue & Access 2/17/2016 2018 Total AM 1/25/2016 Baseline Synchro 9 Report Page 1 Intersection Int Delay, s/veh 0.2 Movement EBL EBR NBL NBT SBT SBR Traffic Vol, veh/h 0 11 0 1617 956 13 Future Vol, veh/h 0 11 0 1617 956 13 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 25 92 83 88 54 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 44 0 1948 1086 24 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1877 555 1110 0 - 0 Stage 1 1098 - - - - - Stage 2 779 - - - - - Critical Hdwy 5.74 7.14 5.34 - - - Critical Hdwy Stg 1 6.64 - - - - - Critical Hdwy Stg 2 6.04 - - - - - Follow-up Hdwy 3.82 3.92 3.12 - - - Pot Cap-1 Maneuver 109 407 346 - - - Stage 1 211 - - - - - Stage 2 375 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 109 407 346 - - - Mov Cap-2 Maneuver 109 - - - - - Stage 1 211 - - - - - Stage 2 375 - - - - - Approach EB NB SB HCM Control Delay, s 14.9 0 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 346 - 407 - - HCM Lane V/C Ratio - - 0.108 - - HCM Control Delay (s) 0 - 14.9 - - HCM Lane LOS A - B - - HCM 95th %tile Q(veh) 0 - 0.4 - - HCM 2010 TWSC 2018 Total PM.syn 2: S. College Avenue & Access 2/17/2016 2018 Total PM 5:00 pm 1/25/2016 Baseline Synchro 9 Report Page 1 Intersection Int Delay, s/veh 0.1 Movement EBL EBR NBL NBT SBT SBR Traffic Vol, veh/h 0 7 0 1701 2460 33 Future Vol, veh/h 0 7 0 1701 2460 33 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 62 92 97 93 47 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 11 0 1754 2645 70 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 3381 1358 2715 0 - 0 Stage 1 2680 - - - - - Stage 2 701 - - - - - Critical Hdwy 5.74 7.14 5.34 - - - Critical Hdwy Stg 1 6.64 - - - - - Critical Hdwy Stg 2 6.04 - - - - - Follow-up Hdwy 3.82 3.92 3.12 - - - Pot Cap-1 Maneuver 16 119 53 - - - Stage 1 20 - - - - - Stage 2 412 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 16 119 53 - - - Mov Cap-2 Maneuver 16 - - - - - Stage 1 20 - - - - - Stage 2 412 - - - - - Approach EB NB SB HCM Control Delay, s 38.4 0 0 HCM LOS E Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 53 - 119 - - HCM Lane V/C Ratio - - 0.095 - - HCM Control Delay (s) 0 - 38.4 - - HCM Lane LOS A - E - - HCM 95th %tile Q(veh) 0 - 0.3 - - HCM 2010 TWSC 2035 Background AM.syn 2: S. College Avenue & Access 2/17/2016 2035 Background AM 1/25/2016 Baseline Synchro 9 Report Page 1 Intersection Int Delay, s/veh 0 Movement EBL EBR NBL NBT SBT SBR Traffic Vol, veh/h 0 1 0 1900 1132 13 Future Vol, veh/h 0 1 0 1900 1132 13 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 25 92 83 88 54 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 4 0 2289 1286 24 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 2214 655 1310 0 - 0 Stage 1 1298 - - - - - Stage 2 916 - - - - - Critical Hdwy 5.74 7.14 5.34 - - - Critical Hdwy Stg 1 6.64 - - - - - Critical Hdwy Stg 2 6.04 - - - - - Follow-up Hdwy 3.82 3.92 3.12 - - - Pot Cap-1 Maneuver 72 350 277 - - - Stage 1 158 - - - - - Stage 2 317 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 72 350 277 - - - Mov Cap-2 Maneuver 72 - - - - - Stage 1 158 - - - - - Stage 2 317 - - - - - Approach EB NB SB HCM Control Delay, s 15.4 0 0 HCM LOS C Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 277 - 350 - - HCM Lane V/C Ratio - - 0.011 - - HCM Control Delay (s) 0 - 15.4 - - HCM Lane LOS A - C - - HCM 95th %tile Q(veh) 0 - 0 - - HCM 2010 TWSC 2035 Background PM.syn 2: S. College Avenue & Access 2/17/2016 2035 Background PM 5:00 pm 1/25/2016 Baseline Synchro 9 Report Page 1 Intersection Int Delay, s/veh 0.1 Movement EBL EBR NBL NBT SBT SBR Traffic Vol, veh/h 0 5 0 2012 2912 17 Future Vol, veh/h 0 5 0 2012 2912 17 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 62 92 97 93 47 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 8 0 2074 3131 36 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 3979 1584 3167 0 - 0 Stage 1 3149 - - - - - Stage 2 830 - - - - - Critical Hdwy 5.74 7.14 5.34 - - - Critical Hdwy Stg 1 6.64 - - - - - Critical Hdwy Stg 2 6.04 - - - - - Follow-up Hdwy 3.82 3.92 3.12 - - - Pot Cap-1 Maneuver 7 83 31 - - - Stage 1 10 - - - - - Stage 2 352 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 7 83 31 - - - Mov Cap-2 Maneuver 7 - - - - - Stage 1 10 - - - - - Stage 2 352 - - - - - Approach EB NB SB HCM Control Delay, s 53 0 0 HCM LOS F Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 31 - 83 - - HCM Lane V/C Ratio - - 0.097 - - HCM Control Delay (s) 0 - 53 - - HCM Lane LOS A - F - - HCM 95th %tile Q(veh) 0 - 0.3 - - HCM 2010 TWSC 2035 Total AM.syn 2: S. College Avenue & Access 2/17/2016 2035 Total AM 1/25/2016 Baseline Synchro 9 Report Page 1 Intersection Int Delay, s/veh 0.2 Movement EBL EBR NBL NBT SBT SBR Traffic Vol, veh/h 0 11 0 1912 1132 13 Future Vol, veh/h 0 11 0 1912 1132 13 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 25 92 83 88 54 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 44 0 2304 1286 24 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 2219 655 1310 0 - 0 Stage 1 1298 - - - - - Stage 2 921 - - - - - Critical Hdwy 5.74 7.14 5.34 - - - Critical Hdwy Stg 1 6.64 - - - - - Critical Hdwy Stg 2 6.04 - - - - - Follow-up Hdwy 3.82 3.92 3.12 - - - Pot Cap-1 Maneuver 71 350 277 - - - Stage 1 158 - - - - - Stage 2 315 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 71 350 277 - - - Mov Cap-2 Maneuver 71 - - - - - Stage 1 158 - - - - - Stage 2 315 - - - - - Approach EB NB SB HCM Control Delay, s 16.8 0 0 HCM LOS C Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 277 - 350 - - HCM Lane V/C Ratio - - 0.126 - - HCM Control Delay (s) 0 - 16.8 - - HCM Lane LOS A - C - - HCM 95th %tile Q(veh) 0 - 0.4 - - HCM 2010 TWSC 2035 Total PM.syn 2: S. College Avenue & Access 2/17/2016 2035 Total PM 5:00 pm 1/25/2016 Baseline Synchro 9 Report Page 1 Intersection Int Delay, s/veh 0.1 Movement EBL EBR NBL NBT SBT SBR Traffic Vol, veh/h 0 7 0 2015 2914 33 Future Vol, veh/h 0 7 0 2015 2914 33 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 62 92 97 93 47 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 11 0 2077 3133 70 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 3999 1602 3204 0 - 0 Stage 1 3168 - - - - - Stage 2 831 - - - - - Critical Hdwy 5.74 7.14 5.34 - - - Critical Hdwy Stg 1 6.64 - - - - - Critical Hdwy Stg 2 6.04 - - - - - Follow-up Hdwy 3.82 3.92 3.12 - - - Pot Cap-1 Maneuver 7 81 29 - - - Stage 1 10 - - - - - Stage 2 352 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 7 81 29 - - - Mov Cap-2 Maneuver 7 - - - - - Stage 1 10 - - - - - Stage 2 352 - - - - - Approach EB NB SB HCM Control Delay, s 56.5 0 0 HCM LOS F Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 29 - 81 - - HCM Lane V/C Ratio - - 0.139 - - HCM Control Delay (s) 0 - 56.5 - - HCM Lane LOS A - F - - HCM 95th %tile Q(veh) 0 - 0.5 - - Kimley-Horn and Associates, Inc. 096291001 – 2105 S. College Residential APPENDIX F Queue Analysis Worksheets Queues 2018 Total AM.syn 1: S. College Avenue & Rutgers Avenue 2/17/2016 2018 Total AM 1/25/2016 Baseline Synchro 9 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT SBR Lane Group Flow (vph) 112 31 4 20 48 1731 20 999 60 v/c Ratio 0.63 0.13 0.02 0.09 0.11 0.43 0.12 0.28 0.05 Control Delay 60.0 21.9 38.5 24.8 3.8 4.4 9.4 6.9 2.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 60.0 21.9 38.5 24.8 3.8 4.4 9.4 6.9 2.1 Queue Length 50th (ft) 76 6 3 5 6 114 4 87 0 Queue Length 95th (ft) 106 12 7 11 14 169 8 134 13 Internal Link Dist (ft) 264 327 344 212 Turn Bay Length (ft) 225 225 225 Base Capacity (vph) 359 449 355 448 486 4009 168 3609 1141 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.31 0.07 0.01 0.04 0.10 0.43 0.12 0.28 0.05 Intersection Summary Queues 2018 Total PM.syn 1: S. College Avenue & Rutgers Avenue 2/19/2016 2018 Total PM 5:00 pm 1/25/2016 Baseline Synchro 9 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT SBR Lane Group Flow (vph) 202 136 28 36 109 1565 49 2394 242 v/c Ratio 0.80 0.35 0.15 0.11 0.60 0.42 0.28 0.74 0.22 Control Delay 69.7 14.5 40.4 22.2 32.4 6.6 17.1 17.9 3.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 69.7 14.5 40.4 22.2 32.4 6.6 17.1 17.9 3.1 Queue Length 50th (ft) 150 21 18 10 30 149 16 441 12 Queue Length 95th (ft) 221 23 24 15 68 203 36 580 31 Internal Link Dist (ft) 264 327 344 212 Turn Bay Length (ft) 225 225 225 Base Capacity (vph) 313 458 240 406 203 3765 178 3234 1078 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.65 0.30 0.12 0.09 0.54 0.42 0.28 0.74 0.22 Intersection Summary Queues 2035 Total AM.syn 1: S. College Avenue & Rutgers Avenue 2/17/2016 2035 Total AM 1/25/2016 Baseline Synchro 9 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT SBR Lane Group Flow (vph) 112 31 4 23 48 2050 24 1180 60 v/c Ratio 0.63 0.13 0.02 0.10 0.13 0.51 0.21 0.33 0.05 Control Delay 60.3 22.0 39.0 23.2 4.0 5.0 13.4 7.2 2.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 60.3 22.0 39.0 23.2 4.0 5.0 13.4 7.2 2.0 Queue Length 50th (ft) 76 6 3 5 6 150 5 108 0 Queue Length 95th (ft) 106 12 7 11 14 216 10 162 13 Internal Link Dist (ft) 264 327 344 212 Turn Bay Length (ft) 225 225 225 Base Capacity (vph) 270 343 268 340 370 4010 115 3612 1141 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.41 0.09 0.01 0.07 0.13 0.51 0.21 0.33 0.05 Intersection Summary Queues 2035 Total PM.syn 1: S. College Avenue & Rutgers Avenue 2/19/2016 2035 Total PM 5:00 pm 1/25/2016 Baseline Synchro 9 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT SBR Lane Group Flow (vph) 202 136 34 41 109 1854 58 2834 242 v/c Ratio 0.85 0.36 0.19 0.13 0.66 0.49 0.45 0.86 0.22 Control Delay 76.6 16.4 43.5 22.0 38.6 6.7 24.9 20.5 2.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 76.6 16.4 43.5 22.0 38.6 6.7 24.9 20.5 2.9 Queue Length 50th (ft) 149 23 22 10 33 196 22 627 15 Queue Length 95th (ft) #253 27 29 16 69 225 46 706 29 Internal Link Dist (ft) 264 327 344 212 Turn Bay Length (ft) 225 225 225 Base Capacity (vph) 266 403 203 351 171 3803 130 3314 1097 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.76 0.34 0.17 0.12 0.64 0.49 0.45 0.86 0.22 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Kimley-Horn and Associates, Inc. 096291001 – 2105 S. College Residential APPENDIX G Conceptual Site Plan TIS - SITE PLAN 2/17/2016 © 29’ 250’ C 225’ 225’ 225’ College Avenue RIRO Access Eastbound Right C 25’ C 25’ C C = Continuous As shown in the table representing the queuing results, all anticipated queues are accommodated or managed within existing turn bay lengths with project traffic throughout the 2035 horizon. The eastbound exiting queue length for the existing shared right-in/right-out access along College Avenue was also evaluated. The eastbound right turn existing queue was found to be one vehicle (25 feet) in 2018 and 2035. The onsite configuration and layout will successfully accommodate this queue length. Based on the results of the level of service operational analysis and turn lane analysis, recommended lane configurations and control of the study area intersections are shown in Figure 10.