HomeMy WebLinkAboutTHE STANDARD AT FORT COLLINS - PDP - PDP160035 - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYDELICH Standard at Fort Collins TIS, October 2016
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TABLE OF CONTENTS
I. INTRODUCTION ........................................................................................................ 1
II. EXISTING CONDITIONS .......................................................................................... 2
Land Use ......................................................................................................................... 2
Roads .............................................................................................................................. 2
Existing Traffic ................................................................................................................. 5
Existing Operation ........................................................................................................... 5
Pedestrians Facilities ...................................................................................................... 8
Bicycle Facilities .............................................................................................................. 8
Transit Facilities .............................................................................................................. 8
III. PROPOSED DEVELOPMENT ................................................................................. 9
Trip Generation ............................................................................................................... 9
Trip Distribution ............................................................................................................... 9
Background Traffic Projections ..................................................................................... 12
Trip Assignment ............................................................................................................ 12
Signal Warrants ............................................................................................................. 12
Operation Analysis ........................................................................................................ 12
Geometry ...................................................................................................................... 19
Pedestrian Level of Service ........................................................................................... 25
Bicycle Level of Service ................................................................................................ 25
Transit Level of Service ................................................................................................. 25
IV. CONCLUSIONS/RECOMMENDATIONS .............................................................. 26
LIST OF TABLES
1. Current Peak Hour Operation .................................................................................... 7
2. Trip Generation ......................................................................................................... 9
3. Short Range (2021) Background Peak Hour Operation .......................................... 18
4. Long Range (2035) Background Peak Hour Operation ........................................... 20
5. Short Range (2021) Total Peak Hour Operation ..................................................... 21
6. Long Range (2035) Total Peak Hour Operation ...................................................... 22
DELICH Standard at Fort Collins TIS, October 2016
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LIST OF FIGURES
1. Site Location ............................................................................................................. 3
2. Existing Intersection Geometry ................................................................................. 4
3. Recent Peak Hour Traffic .......................................................................................... 6
4. Site Plan .................................................................................................................. 10
5. Trip Distribution ....................................................................................................... 11
6. Short Range (2021) Background Peak Hour Traffic ................................................ 13
7. Long Range (2035) Background Peak Hour Traffic ................................................. 14
8. Site Generated Peak Hour Traffic ........................................................................... 15
9. Short Range (2021) Total Peak Hour Traffic ........................................................... 16
10. Long Range (2035) Total Peak Hour Traffic ............................................................ 17
11. Short Range (2021) and Long Range (2035) Geometry ......................................... 24
APPENDICES
A. Base Assumptions form and related information
B. Recent Peak Hour Traffic
C. Current Peak Hour Operation/Level of Service Descriptions/Fort Collins LOS
Standards
D. Short Range (2021) Background Peak Hour Operation
E. Long Range (2035) Background Peak Hour Operation
F. Short Range (2021) Total Peak Hour Operation
G. Long Range (2035) Total Peak Hour Operation
H. Pedestrian/Bicycle Level of Service
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I. INTRODUCTION
This transportation impact study (ITIS) addresses the capacity, geometric, and
control requirements at and near the proposed Standard at Fort Collins. The proposed
Standard at Fort Collins site is located south of (adjacent to) Lake Street and east of
Shields Street in Fort Collins, Colorado.
During the course of the analysis, numerous contacts were made with the project
engineer (Williams & Associates), the project planning consultant (Ripley Design), and the
Fort Collins Traffic Engineering staff. This study generally conforms to the format set forth
in the Fort Collins transportation impact study guidelines contained in the “Larimer County
Urban Area Street Standards” (LCUASS). The base assumptions packet is provided in
Appendix A. The study involved the following steps:
Collect physical, traffic, and development data;
Perform trip generation, trip distribution, and trip assignment;
Determine peak hour traffic volumes;
Conduct capacity and operational level of service analyses on key intersections;
Analyze signal warrants;
Conduct level of service evaluation of pedestrian, bicycle, and transit modes of
transportation.
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II. EXISTING CONDITIONS
The location of the Standard at Fort Collins site is shown in Figure 1. It is important
that a thorough understanding of the existing conditions be presented.
Land Use
Land uses in the area are primarily institutional (CSU) or residential. Land adjacent
to the site is flat (<2% grade) from a traffic operations perspective. This site is near the
center of Fort Collins. Colorado State University and the Fort Collins CBD are north of the
proposed Standard at Fort Collins site. This site is adjacent to the CSU Campus.
Roads
The primary streets near the Standard at Fort Collins site are Prospect Road,
Shields Street, Whitcomb Street, and Lake Street. Figure 2 shows a schematic of the
existing geometry at the Prospect/Whitcomb and Shields/Lake intersections.
Prospect Road is to the south of the Standard at Fort Collins site. It is classified
as a four-lane arterial street on the Fort Collins Master Street Plan. Currently, Prospect
Road has a four-lane cross section in this area. At the Prospect/Whitcomb intersection,
Prospect Road has eastbound and westbound left-turn lanes and two travel lanes in
each direction. According to LCUASS, a westbound right-turn lane is required with the
existing traffic volumes at the Prospect/Whitcomb intersection. Typically with
constrained conditions, when turn lanes are shown to be required based on volumes,
they are not built unless the operation at the subject intersection is determined to be
unacceptable. The Prospect/Whitcomb intersection has signal control. The posted
speed limit in this area of Prospect Road is 35 mph.
Shields Street is to the west of the Standard at Fort Collins site. In this area, it is
a north-south street designated as a four-lane arterial street on the Fort Collins Master
Street Plan. Currently, it has a four-lane cross section with a center median lane. At
the Shields/Lake intersection, Shields Street has a southbound left-turn lane and two
through lanes in each direction. According to LCUASS, a northbound right-turn lane is
required with the existing traffic volumes at the Shields/Lake intersection. With regard
to this right-turn lane, Shields Street is considered to be in a constrained condition. The
Shields/Lake intersection has signal control. The posted speed limit in this area of
Shields Street is 30 mph.
Whitcomb Street is a north-south street designated as a local street on the Fort
Collins Master Street Plan. Currently, Whitcomb Street has a two-lane cross section
with parking on both sides of the street. At the Prospect/Whitcomb intersection,
Whitcomb Street has the northbound movements combined in a single lane, a
combined southbound left-turn/through lane, and a southbound right-turn lane. The
posted speed limit in this area of Whitcomb Street is 25 mph.
Shields
Prospect
Rolland
Moore
Centre
Lake
Whitcomb
Laurel
Pitkin
South
University
Plum
Meridian
East
SCALE: 1"=1000'
SITE LOCATION Figure 1
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EXISTING INTERSECTION GEOMETRY Figure 2
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Prospect
Lake
Shields
Whitcomb
- Denotes Lane
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Lake Street is an east-west street designated as a collector street on the Fort
Collins Master Street Plan. Currently, Lake Street has a two-lane cross section with
parking on both sides of the street. At the Shields/Lake intersection, Lake Street has
separate westbound left-turn and right-turn lanes. The posted speed limit in this area of
Lake Street is 25 mph.
Existing Traffic
Figure 3 shows the recent morning and afternoon peak hour traffic counts at the
Prospect/Whitcomb and Shields/Lake intersections. Recent count data at the
Prospect/Whitcomb intersection was obtained in November 2014 by the City of Fort
Collins. Recent count data at the Shields/Lake intersection was obtained in May 2014
by the City of Fort Collins. Raw count data is provided in Appendix B. Newer counts
were not done since current construction of the stadium affects the traffic in this area.
Existing Operation
The Prospect/Whitcomb and Shields/Lake intersections were evaluated using
techniques provided in the 2010 Highway Capacity Manual (2010HCM). Using the peak
hour traffic shown in Figure 3, the peak hour operation is shown in Table 1. The
Prospect/Whitcomb and Shields/Lake intersections meet the City of Fort Collins Motor
Vehicle LOS Standard during the morning and afternoon peak hours with existing signal
control, geometry, and signal timing. Calculation forms are provided in Appendix C. 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 Standard at Fort Collins
is in an area termed “mixed-use district.” In areas termed “mixed-use districts,”
acceptable operation at signalized intersections during the peak hours is defined as
level of service E or better for the overall intersection, and level of service E or better for
any leg or movement. At arterial/arterial and collector/collector stop sign controlled
intersections, acceptable operation is considered to be at level of service E, overall and
level of service F, for any approach leg. At arterial/collector, arterial/local,
collector/local, and local/local stop sign controlled intersections, acceptable operation is
considered to be at level of service D, overall and level of service F, for any approach
leg. It is important to note that, since the Prospect/Whitcomb intersection has shared
left-turn/through lanes on the Whitcomb Street legs, the signalized analysis, using the
2010HCM software, has anomalies using shared lanes. The anomalies have been
recognized by the City of Fort Collins Traffic Engineer also. Therefore, the
Prospect/Whitcomb intersection was analyzed using the 2000 Highway Capacity
Manual (2000HCM) software and the operation is also shown in Table 1. Subsequent
analyses for the Prospect/Whitcomb intersection use the both the 2010HCM software
and 2000HCM software.
AM/PM
RECENT PEAK HOUR TRAFFIC Figure 3
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7/5
2/6
25/24
23/161
0/5
37/250
61/35
994/747
13/5
184/89
391/1019
11/45
744/1344
123/92
1104/1180
154/48
37/157
11/116
Prospect
Lake
Shields
Whitcomb
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TABLE 1
Current Peak Hour Operation
Intersection Movement Level of Service
AM PM
Prospect/Whitcomb
(signal)
EB LT A (A) C (A)
EB T A (A) B (A)
EB T/RT A (A) B (A)
EB APPROACH A (A) B (A)
WB LT A (A) B (A)
WB T A (A) B (B)
WB T/RT A (A) B (B)
WB APPROACH A (A) B (B)
NB LT/T/RT D (D) C (C)
SB LT/T D (D) F (E)
SB RT A (D) C (D)
SB APPROACH D (D) F (D)
OVERALL A (A) C (B)
Shields/Lake
(signal)
WB LT E E
WB RT A D
WB APPROACH E E
NB T A A
NB T/RT A A
NB APPROACH A A
SB LT A A
SB T A A
SB APPROACH A A
OVERALL A A
(2000HCM)
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Pedestrian Facilities
There are sidewalks along Prospect Road, Shields Street, Whitcomb Street, and
Lake Street.
Bicycle Facilities
Bicycle lanes exist on Shields Street and Lake Street. Prospect Road has no
bicycle lanes. Bike lanes are not required on local streets.
Transit Facilities
Currently, Transfort does not serve this area of Fort Collins. The nearest Routes
are Routes 2, 7, 19, and 32 at the Prospect/Shields intersection and Around the Horn at
the Prospect/Centre intersection.
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III. PROPOSED DEVELOPMENT
The Standard at Fort Collins development is a student residential development
with 800 beds (130 apartment dwelling units). Figure 4 shows a site plan of the
Standard at Fort Collins development. The site plan shows access to/from Lake Street.
There will be no motor vehicle access to Prospect Road. The Standard at Fort Collins
development will replace the Blue Ridge Apartments, along Lake Street, and five single-
family houses along Prospect Road. The short range analysis (Year 2021) includes
development of the Standard at Fort Collins site and an appropriate increase in
background traffic, due to normal growth, and other approved developments in the area.
The long range analysis (Year 2035) includes background traffic due to normal growth
and in general accordance with the Fort Collins Structure Plan.
Trip Generation
Trip generation is important in considering the impact of a development such as this
upon the existing and proposed street system. A compilation of trip generation information
contained in Trip Generation, 9th Edition, ITE is customarily used to estimate trips that
would be generated by the proposed/expected use at a site. However, the City of Fort
Collins has developed trip generation rates for apartment projects similar to Standard at
Fort Collins. The Fort Collins trip generation rates are specifically applied to student
housing projects. Table 2 shows the daily and peak hour trip generation for the Standard
at Fort Collins site. It is assumed that alternative modes (pedestrian, bicycle, and
transit) have been considered in the City of Fort Collins rates for apartments. The trip
generation of the Standard at Fort Collins development resulted in 2120 daily trip ends,
152 morning peak hour trip ends, and 336 afternoon peak hour trip ends.
TABLE 2
Trip Generation
Code Use Size
AWDTE AM Peak Hour PM Peak Hour
Rate Trips Rate In Rate Out Rate In Rate Out
220 Apartment 800 Beds 2.65 2120 0.04 32 0.15 120 0.27 216 0.15 120
Trip Distribution
Directional distribution of the generated trips was determined for the Standard at
Fort Collins site. Figure 5 shows the vehicle trip distribution used for the Standard at Fort
Collins site. The trip distribution was agreed to by City of Fort Collins staff in the scoping
discussions.
AM/PM
SITE PLAN Figure 4
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Shields
Prospect
Lake
Whitcomb
Pitkin
South
Meridian
5% 45%
30% 20%
NOM
NOM
NOM
SCALE: 1"=500'
TRIP DISTRIBUTION Figure 5
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Background Traffic Projections
Figures 6 and 7 shows the short range (2021) and long range (2035) background
peak hour traffic projections at the key intersections. Traffic at the key intersections was
increased at a rate of one percent per year for the short range (2021) and long range
(2035) background traffic forecasts. In addition to this, site generated traffic from the
808 W. Prospect development (The Slab) and the 821 West Lake Street (Stadium
Apartments) development were included in the traffic forecasts.
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. Using the trip distribution shown in Figure 5, Figure 8 shows the assignment
of the site generated peak hour vehicle traffic. The site generated vehicle traffic was
combined with the background traffic to determine the total forecasted vehicle traffic at
the key intersections. Figures 9 and 10 shows the short range (2021) and long range
(2035) total peak hour vehicle traffic at the key intersections. The long range
background and total hour traffic forecasts (Figures 7 and 10) are generally higher than
those reflected in the “West Central Area Plan” at the Shields/Lake and
Prospect/Whitcomb intersections. The forecasts in this TIS consider known/approved
development projects.
Signal Warrants
As a matter of policy, traffic signals are not installed at any location unless warrants
are met according to the Manual on Uniform Traffic Control Devices (MUTCD). None of
the stop sign controlled intersections are expected to meet peak hour signal warrants.
Operation Analysis
Operation analyses were performed at the Prospect/Whitcomb, Shields/Lake,
and Lake/Site Access intersections. The operation analyses were conducted for the
short range future, reflecting a year 2021 condition and for the long range future,
reflecting a year 2035 condition. As mentioned earlier, the Prospect/Whitcomb
intersection has shared left-turn/through lanes on the Whitcomb Street legs. Therefore,
the Prospect/Whitcomb intersection was analyzed using both the 2010 Highway
Capacity Manual (2010HCM) and the 2000 Highway Capacity Manual (2000HCM)
software.
Using the short range (2021) background peak hour traffic volumes, the
Prospect/Whitcomb and Shields/Lake intersections operate as indicated in Table 3.
Calculation forms for these analyses are provided in Appendix D. The key intersections
will meet the City of Fort Collins Motor Vehicle LOS Standard with existing control,
geometry, and signal timing in the morning and afternoon peak hours.
AM/PM
SHORT RANGE (2021) BACKGROUND
PEAK HOUR TRAFFIC Figure 6
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Prospect
Lake
Shields
Whitcomb
7/5
2/6
25/24
28/179
0/5
70/295
65/37
1055/793
13/5
203/148
417/1096
11/45
790/1427
135/125
1175/1256
166/77
51/179
24/135
LONG RANGE (2035) BACKGROUND
PEAK HOUR TRAFFIC Figure 7
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Prospect
Lake
Shields
Whitcomb
10/5
5/5
25/25
30/200
5/5
75/335
75/45
1215/910
15/5
235/165
485/1265
15/45
910/1640
155/135
1350/1440
190/85
60/205
30/155
AM/PM
Rounded to Nearest
5 Vehicles
AM/PM
SITE GENERATED
PEAK HOUR TRAFFIC Figure 8
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7/43
11/76
24/24
42/42
Prospect
Lake
Shields
Whitcomb
14/97
18/119
66/66
54/54
Site Access
54/54
14/97
AM/PM
SHORT RANGE (2021) TOTAL
PEAK HOUR TRAFFIC Figure 9
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Prospect
Lake
Shields
Whitcomb
57/345
14/97
328/186
18/119
66/66
54/54
Site Access
7/5
2/6
25/24
28/179
0/5
124/349
65/37
1055/793
13/5
217/245
417/1096
11/45
790/1427
142/168
1175/1256
177/153
75/203
66/177
LONG RANGE (2035) TOTAL
PEAK HOUR TRAFFIC Figure 10
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Prospect
Lake
Shields
Whitcomb
75/365
15/95
365/200
20/120
65/65
55/55
Site Access
10/5
5/5
25/25
30/200
5/5
130/390
75/45
1215/910
15/5
250/260
485/1265
15/45
910/1640
160/180
1350/1440
200/160
85/230
70/195
AM/PM
Rounded to Nearest
5 Vehicles
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TABLE 3
Short Range (2021) Background Peak Hour Operation
Intersection Movement Level of Service
AM PM
Prospect/Whitcomb
(signal)
EB LT A (A) C (B)
EB T A (A) B (B)
EB T/RT A (A) B (B)
EB APPROACH A (A) B (B)
WB LT A (A) B (A)
WB T A (A) B (B)
WB T/RT A (A) B (B)
WB APPROACH A (A) B (B)
NB LT/T/RT D (D) C (C)
SB LT/T D (D) F (E)
SB RT D (D) C (C)
SB APPROACH D (D) F (D)
OVERALL A (A) D (C)
Shields/Lake
(signal)
WB LT E E
WB RT A D
WB APPROACH E E
NB T A A
NB T/RT A A
NB APPROACH A A
SB LT A A
SB T A A
SB APPROACH A A
OVERALL A A
(2000HCM)
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Using the long range (2035) background peak hour traffic volumes, the
Prospect/Whitcomb and Shields/Lake intersections operate as indicated in Table 4.
Calculation forms for these analyses are provided in Appendix E. The key intersections
will meet the City of Fort Collins Motor Vehicle LOS Standard with existing control,
geometry, and minor change in the signal timing in the morning and afternoon peak
hours.
Using the short range (2021) total peak hour traffic volumes, the
Prospect/Whitcomb, Shields/Lake, and Lake/Site Access intersections operate as
indicated in Table 5. Calculation forms for these analyses are provided in Appendix F.
The key intersections will meet the City of Fort Collins Motor Vehicle LOS Standard with
existing control, geometry, and minor change in the signal timing in the morning and
afternoon peak hours.
Using the long range (2035) total peak hour traffic volumes, the
Prospect/Whitcomb, Shields/Lake, Lake/Site Access intersections operate as indicated
in Table 6. Calculation forms for these analyses are provided in Appendix G. The key
intersections will meet the City of Fort Collins Motor Vehicle LOS Standard with existing
control and geometry, except the Prospect/Whitcomb intersection. The north leg of
Whitcomb Street operates at level of service F with the current geometry. Therefore,
the Prospect/Whitcomb intersection was analyzed with split northbound and southbound
phasing with existing geometry and with dual southbound left-turn lanes and a
northbound left-turn lane. These analyses are also shown in Table 6. With these
signal/geometric changes, this intersection meets the Fort Collins operational criteria.
The operational solution rests with the City of Fort Collins.
Geometry
The short range (2021) and long range (2035) geometry is shown in Figure 11.
The geometry at the Prospect/Whitcomb and Shields/Lake intersections is the existing
geometry. As mentioned earlier, according to LCUASS, a northbound right-turn lane at
the Shields/Lake intersection and a westbound right-turn lane at the Prospect/Whitcomb
intersection are required with the existing traffic volumes. Typically at constrained
locations, when turn lanes are shown to be required based on volumes, they are not
built unless the operation at the subject intersection is determined to be unacceptable.
According to the “West Central Area Plan” (adopted March 17, 2015), the right-
of-way of Lake Street will be widened to 75 feet from the existing 60 foot right-of-way.
The additional right-of-way will be on the north side of West Lake Street. It will continue
to have a two-lane cross section with on-street parking on both sides of Lake Street. A
“planted buffer” will shield the bike lanes and sidewalks from the roadway. This project
will install the sidewalk along its frontage. The new cross section of West Lake Street
will be constructed by CSU. It is assumed that the unique function and design of Lake
Street will not include any auxiliary turn lanes at driveways along it.
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TABLE 4
Long Range (2035) Background Peak Hour Operation
Intersection Movement Level of Service
AM PM
Prospect/Whitcomb
(signal)
EB LT A (A) C (C)
EB T A (A) B (B)
EB T/RT A (A) B (B)
EB APPROACH A (A) B (B)
WB LT A (A) B (B)
WB T A (A) B (B)
WB T/RT A (A) B (B)
WB APPROACH A (A) B (B)
NB LT/T/RT D (D) C (C)
SB LT/T D (D) F (E)
SB RT D (D) C (C)
SB APPROACH D (D) F (E)
OVERALL A (A) D (C)
Shields/Lake
(signal)
WB LT E E
WB RT A D
WB APPROACH E E
NB T A A
NB T/RT A A
NB APPROACH A A
SB LT A A
SB T A A
SB APPROACH A A
OVERALL A A
(2000HCM)
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TABLE 5
Short Range (2021) Total Peak Hour Operation
Intersection Movement Level of Service
AM PM
Prospect/Whitcomb
(signal)
EB LT A (A) C (B)
EB T A (A) B (B)
EB T/RT A (A) B (B)
EB APPROACH A (A) B (B)
WB LT A (A) B (A)
WB T A (A) B (B)
WB T/RT A (A) B (B)
WB APPROACH A (A) B (B)
NB LT/T/RT D (D) C (C)
SB LT/T D (D) F (E)
SB RT D (D) C (C)
SB APPROACH D (D) F (E)
OVERALL A (B) E (C)
Shields/Lake
(signal)
WB LT E E
WB RT A D
WB APPROACH E E
NB T A A
NB T/RT A A
NB APPROACH A A
SB LT A A
SB T A A
SB APPROACH A A
OVERALL A A
Lake/Site Access
(stop sign)
NB LT/RT B C
WB LT/T A A
OVERALL A A
(2000HCM)
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TABLE 6
Long Range (2035) Total Peak Hour Operation
Intersection Movement Level of Service
AM PM
Prospect/Whitcomb
(signal)
EB LT A (A) D (C)
EB T A (A) B (B)
EB T/RT A (A) B (B)
EB APPROACH A (A) B (B)
WB LT A (A) B (B)
WB T A (A) B (B)
WB T/RT A (A) B (B)
WB APPROACH A (A) B (B)
NB LT/T/RT D (D) C (C)
SB LT/T D (D) F (F)
SB RT D (D) C (C)
SB APPROACH D (D) F (F)
OVERALL A (A) E (C)
Prospect/Whitcomb
(signal)
With split northbound and
southbound phases
EB LT A D
EB T A B
EB T/RT A B
EB APPROACH A B
WB LT B C
WB T A C
WB T/RT A C
WB APPROACH A C
NB LT/T/RT E E
SB LT/T E E
SB RT A C
SB APPROACH E E
OVERALL B C
(2000HCM)
Continued on next page
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TABLE 6
Long Range (2035) Total Peak Hour Operation
Intersection Movement Level of Service
AM PM
Prospect/Whitcomb
(signal)
Dual-southbound left-turn lanes
and a northbound left-turn lane
EB LT A C
EB T A A
EB T/RT A A
EB APPROACH A A
WB LT A B
WB T A B
WB T/RT A B
WB APPROACH A B
NB LT D E
NB T/RT D E
NB APPROACH D E
SB LT D E
SB LT/T D E
SB RT A D
SB APPROACH D D
OVERALL A B
Shields/Lake
(signal)
WB LT E E
WB RT A D
WB APPROACH E E
NB T A A
NB T/RT A A
NB APPROACH A A
SB LT A A
SB T A A
SB APPROACH A A
OVERALL A A
Lake/Site Access
(stop sign)
NB LT/RT C C
WB LT/T A A
OVERALL A A
(2000HCM)
SHORT RANGE (2021) AND
LONG RANGE (2035) GEOMETRY Figure 11
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Prospect
Shields
Whitcomb
- Denotes Lane
Lake
Site Access
required
required
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Pedestrian Level of Service
Appendix H shows a map of the area that is within 1320 feet of the Standard at
Fort Collins site. The Standard at Fort Collins site is located within an area termed as a
“pedestrian district,” which sets the level of service threshold at LOS A for all measured
categories, except for street crossing at LOS B. There are three destination areas
within 1320 feet of the proposed Standard at Fort Collins: 1) the Colorado State
University Campus; 2) the residential neighborhood west of the site; and 3) the
residential neighborhood to the southwest of the site. It is likely that the interaction
between this development and destinations 2 and 3 will be minimal. In the short range
future, directness and continuity cannot be achieved to destinations 2 and 3.
Acceptable pedestrian level of service will be achieved for all pedestrian destinations
when Lake Street and Prospect Road are installed per the West Central Area Plan.
Appendix H contains a Pedestrian LOS Worksheet.
Bicycle Level of Service
Based upon Fort Collins bicycle LOS criteria, there is one destination area (CSU)
within 1320 feet of the Standard at Fort Collins. The bicycle level of service is acceptable.
The bicycle LOS Worksheet is provided in Appendix H. There will be bicycle storage
facilities on site.
Transit Level of Service
Currently, Transfort does not serve this area of Fort Collins. The nearest Routes
are Routes 2, 7, 19, and 32 at the Prospect/Shields intersection and Around the Horn at
the Prospect/Centre intersection. According to the “West Central Area Plan,” there will
be transit stops on Lake Street in the future.
DELICH Standard at Fort Collins TIS, October 2016
ASSOCIATES Page 26
IV. CONCLUSIONS/RECOMMENDATIONS
This study assessed the impacts of the Standard at Fort Collins development on
the short range (2021) and long range (2035) street system in the vicinity of the proposed
development. As a result of this analysis, the following is concluded:
The development of the Standard at Fort Collins site is feasible from a traffic
engineering standpoint. At full development, the Standard at Fort Collins site will
generate approximately 2120 daily vehicle trip ends, 152 morning peak hour
vehicle trip ends, and 336 afternoon peak hour vehicle trip ends.
Current operation at the Prospect/Whitcomb and Shields/Lake intersections is
acceptable.
In the short range (2021) future, given development of the Standard at Fort
Collins site and an increase in background traffic, the key intersections operate
acceptably with existing control, geometry, and minor change in the signal timing
at the Prospect/Whitcomb, Shields/Lake, and Lake/Site Access intersections in
the morning and afternoon peak hours.
In the long range (2021) future, given development of the Standard at Fort
Collins site and an increase in background traffic, the key intersections operate
acceptably with existing control and geometry, except the Prospect/Whitcomb
intersection in the afternoon peak hour. Therefore, the Prospect/Whitcomb
intersection was analyzed with split northbound and southbound phasing with
existing geometry. The Prospect/Whitcomb intersection was analyzed with dual
southbound left-turn lanes and a northbound left-turn lane per the “West Central
Area Plan.”
The geometry at the key intersections is shown in Figure 11. The new cross
section of Lake Street will be in accordance with the “West Central Area Plan.”
Acceptable level of service is achieved for bicycles based upon the measures in the
multi-modal transportation guidelines. In the short range future, directness and
continuity cannot be achieved to destinations 2 and 3 for pedestrian level of
service. However, it is unlikely that there will be interactions between this
development and destinations 2 and 3. Acceptable pedestrian level of service
will be achieved for all pedestrian destinations when Lake Street and Prospect
Road are installed per the “West Central Area Plan.”
APPENDIX A
1
2
3
4
5
APPENDIX B
6
7
8
9
10
11
12
APPENDIX C
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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 61 994 13 11 391 184 7 2 25 37 0 23
Future Volume (veh/h) 61 994 13 11 391 184 7 2 25 37 0 23
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 0.97 1.00 0.98 0.97 1.00 0.97 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 1824 1863 1863 1824 1824 1937 1824 1824 1863 1863
Adj Flow Rate, veh/h 72 1169 14 13 460 184 8 2 0 44 0 0
Adj No. of Lanes 120120010011
Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85
Percent Heavy Veh, % 222222222222
Cap, veh/h 683 2971 36 457 2039 808 172 37 0 194 0 147
Arrive On Green 1.00 1.00 1.00 0.83 0.83 0.83 0.09 0.09 0.00 0.09 0.00 0.00
Sat Flow, veh/h 782 3581 43 472 2458 974 1210 397 0 1379 0 1583
Grp Volume(v), veh/h 72 578 605 13 330 314 10 0 0 44 0 0
Grp Sat Flow(s),veh/h/ln 782 1770 1854 472 1770 1663 1608 0 0 1379 0 1583
Q Serve(g_s), s 0.5 0.0 0.0 0.5 4.3 4.4 0.0 0.0 0.0 2.7 0.0 0.0
Cycle Q Clear(g_c), s 4.9 0.0 0.0 0.5 4.3 4.4 0.5 0.0 0.0 3.2 0.0 0.0
Prop In Lane 1.00 0.02 1.00 0.59 0.80 0.00 1.00 1.00
Lane Grp Cap(c), veh/h 683 1468 1538 457 1468 1379 209 0 0 194 0 147
V/C Ratio(X) 0.11 0.39 0.39 0.03 0.22 0.23 0.05 0.00 0.00 0.23 0.00 0.00
Avail Cap(c_a), veh/h 683 1468 1538 457 1468 1379 369 0 0 339 0 317
HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.55 0.55 0.55 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 0.1 0.0 0.0 1.6 2.0 2.0 45.5 0.0 0.0 46.6 0.0 0.0
Incr Delay (d2), s/veh 0.2 0.4 0.4 0.1 0.4 0.4 0.1 0.0 0.0 0.6 0.0 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 BackOfQ(50%),veh/ln 0.1 0.2 0.2 0.1 2.2 2.1 0.3 0.0 0.0 1.3 0.0 0.0
LnGrp Delay(d),s/veh 0.3 0.4 0.4 1.8 2.3 2.4 45.6 0.0 0.0 47.2 0.0 0.0
LnGrp LOS AAAAAAD D
Approach Vol, veh/h 1255 657 10 44
Approach Delay, s/veh 0.4 2.3 45.6 47.2
Approach LOS A A D D
Timer 12345678
Assigned Phs 2468
Phs Duration (G+Y+Rc), s 14.2 95.8 14.2 95.8
Change Period (Y+Rc), s 5.0 5.5 5.0 5.5
Max Green Setting (Gmax), s 21.0 78.5 21.0 78.5
Max Q Clear Time (g_c+I1), s 5.2 6.9 2.5 6.4
Green Ext Time (p_c), s 0.1 9.7 0.1 9.7
Intersection Summary
HCM 2010 Ctrl Delay 2.3
HCM 2010 LOS A
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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 61 994 13 11 391 184 7 2 25 37 0 23
Future Volume (vph) 61 994 13 11 391 184 7 2 25 37 0 23
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 10 10 8 10 10 8 8 16 8 8 10 10
Total Lost time (s) 4.5 4.5 4.5 4.5 4.0 4.0 4.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 0.99 0.96 1.00 0.98
Flpb, ped/bikes 0.99 1.00 1.00 1.00 1.00 0.98 1.00
Frt 1.00 1.00 1.00 0.95 0.90 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.99 0.95 1.00
Satd. Flow (prot) 1639 3296 1648 3105 1791 1621 1441
Flt Permitted 0.39 1.00 0.22 1.00 0.94 0.84 1.00
Satd. Flow (perm) 681 3296 390 3105 1693 1436 1441
Peak-hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85
Adj. Flow (vph) 72 1169 15 13 460 216 8 2 29 44 0 27
RTOR Reduction (vph) 010030002600025
Lane Group Flow (vph) 72 1183 0 13 646 0 0 13 0 0 44 2
Confl. Peds. (#/hr) 6 4 4 6 7 11 11 7
Confl. Bikes (#/hr) 4 1 12
Turn Type Perm NA Perm NA Perm NA Perm NA Perm
Protected Phases 4862
Permitted Phases 4862 2
Actuated Green, G (s) 90.6 90.6 90.6 90.6 8.9 8.9 8.9
Effective Green, g (s) 91.6 91.6 91.6 91.6 9.9 9.9 9.9
Actuated g/C Ratio 0.83 0.83 0.83 0.83 0.09 0.09 0.09
Clearance Time (s) 5.5 5.5 5.5 5.5 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 567 2744 324 2585 152 129 129
v/s Ratio Prot c0.36 0.21
v/s Ratio Perm 0.11 0.03 0.01 c0.03 0.00
v/c Ratio 0.13 0.43 0.04 0.25 0.08 0.34 0.02
Uniform Delay, d1 1.7 2.4 1.6 1.9 45.9 47.0 45.6
Progression Factor 0.56 0.62 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.3 0.3 0.2 0.2 0.2 1.6 0.1
Delay (s) 1.3 1.8 1.8 2.2 46.1 48.6 45.7
Level of Service A A A A D D D
Approach Delay (s) 1.8 2.2 46.1 47.5
Approach LOS A A D D
Intersection Summary
HCM 2000 Control Delay 4.3 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.42
Actuated Cycle Length (s) 110.0 Sum of lost time (s) 8.5
Intersection Capacity Utilization 58.1% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
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Phase Number 2468
Movement SBTL EBTL NBTL WBTL
Lead/Lag
Lead-Lag Optimize
Recall Mode None C-Max None C-Max
Maximum Split (s) 26 84 26 84
Maximum Split (%) 23.6% 76.4% 23.6% 76.4%
Minimum Split (s) 23.5 24 23.5 24
Yellow Time (s) 3434
All-Red Time (s) 2 1.5 2 1.5
Minimum Initial (s) 7 10 7 10
Vehicle Extension (s) 3333
Minimum Gap (s) 3333
Time Before Reduce (s) 0000
Time To Reduce (s) 0000
Walk Time (s) 7777
Flash Dont Walk (s) 11 10 11 10
Dual Entry Yes Yes Yes Yes
Inhibit Max Yes Yes Yes Yes
Start Time (s) 38 64 38 64
End Time (s) 64 38 64 38
Yield/Force Off (s) 59 32.5 59 32.5
Yield/Force Off 170(s) 48 22.5 48 22.5
Local Start Time (s) 0 26 0 26
Local Yield (s) 21 104.5 21 104.5
Local Yield 170(s) 10 94.5 10 94.5
Intersection Summary
Cycle Length 110
Control Type Actuated-Coordinated
Natural Cycle 55
Offset: 38 (35%), Referenced to phase 4:EBTL and 8:WBTL, Start of Red
Splits and Phases: 83: Whitcomb & Prospect
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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 35 747 6 45 1019 89 5 6 24 250 5 161
Future Volume (veh/h) 35 747 6 45 1019 89 5 6 24 250 5 161
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 0.97 1.00 0.97 1.00 0.98 1.00 0.99
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 1824 1863 1863 1824 1824 1937 1824 1824 1863 1863
Adj Flow Rate, veh/h 38 803 5 48 1096 91 5 6 6 269 5 89
Adj No. of Lanes 120120010011
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 222222222222
Cap, veh/h 269 2268 14 411 2077 172 39 47 25 228 3 471
Arrive On Green 0.63 0.63 0.63 0.63 0.63 0.63 0.30 0.30 0.30 0.30 0.30 0.30
Sat Flow, veh/h 470 3605 22 672 3301 274 0 156 85 562 10 1569
Grp Volume(v), veh/h 38 394 414 48 587 600 17 0 0 274 0 89
Grp Sat Flow(s),veh/h/ln 470 1770 1858 672 1770 1805 241 0 0 573 0 1569
Q Serve(g_s), s 5.9 12.8 12.8 4.4 22.1 22.1 0.0 0.0 0.0 0.0 0.0 5.1
Cycle Q Clear(g_c), s 28.0 12.8 12.8 17.2 22.1 22.1 36.0 0.0 0.0 36.0 0.0 5.1
Prop In Lane 1.00 0.01 1.00 0.15 0.29 0.35 0.98 1.00
Lane Grp Cap(c), veh/h 269 1113 1169 411 1113 1136 111 0 0 231 0 471
V/C Ratio(X) 0.14 0.35 0.35 0.12 0.53 0.53 0.15 0.00 0.00 1.19 0.00 0.19
Avail Cap(c_a), veh/h 269 1113 1169 411 1113 1136 111 0 0 231 0 471
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 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 20.1 10.6 10.6 14.7 12.3 12.4 33.7 0.0 0.0 46.6 0.0 31.2
Incr Delay (d2), s/veh 1.1 0.9 0.8 0.6 1.8 1.8 0.6 0.0 0.0 118.4 0.0 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.8 6.4 6.7 0.9 11.3 11.6 0.4 0.0 0.0 15.2 0.0 2.2
LnGrp Delay(d),s/veh 21.2 11.5 11.5 15.3 14.1 14.1 34.4 0.0 0.0 165.0 0.0 31.4
LnGrp LOS C BBBBBC F C
Approach Vol, veh/h 846 1235 17 363
Approach Delay, s/veh 11.9 14.2 34.4 132.2
Approach LOS B B C F
Timer 12345678
Assigned Phs 2468
Phs Duration (G+Y+Rc), s 40.0 80.0 40.0 80.0
Change Period (Y+Rc), s 5.0 5.5 5.0 5.5
Max Green Setting (Gmax), s 35.0 74.5 35.0 74.5
Max Q Clear Time (g_c+I1), s 38.0 30.0 38.0 24.1
Green Ext Time (p_c), s 0.0 11.1 0.0 11.2
Intersection Summary
HCM 2010 Ctrl Delay 30.9
HCM 2010 LOS C
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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 35 747 6 45 1019 89 5 6 24 250 5 161
Future Volume (vph) 35 747 6 45 1019 89 5 6 24 250 5 161
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 10 10 8 10 10 8 8 16 8 8 10 10
Total Lost time (s) 4.5 4.5 4.5 4.5 4.0 4.0 4.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.98 1.00 0.97
Flpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 0.98 1.00
Frt 1.00 1.00 1.00 0.99 0.91 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.99 0.95 1.00
Satd. Flow (prot) 1652 3298 1641 3251 1854 1630 1437
Flt Permitted 0.19 1.00 0.31 1.00 0.96 0.75 1.00
Satd. Flow (perm) 324 3298 539 3251 1793 1281 1437
Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Adj. Flow (vph) 38 803 6 48 1096 96 5 6 26 269 5 173
RTOR Reduction (vph) 00005001900077
Lane Group Flow (vph) 38 809 0 48 1187 0 0 18 0 0 274 96
Confl. Peds. (#/hr) 8 7 7 8 8 9 9 8
Confl. Bikes (#/hr) 2 2 2
Turn Type Perm NA Perm NA Perm NA Perm NA Perm
Protected Phases 4862
Permitted Phases 4862 2
Actuated Green, G (s) 78.8 78.8 78.8 78.8 30.7 30.7 30.7
Effective Green, g (s) 79.8 79.8 79.8 79.8 31.7 31.7 31.7
Actuated g/C Ratio 0.66 0.66 0.66 0.66 0.26 0.26 0.26
Clearance Time (s) 5.5 5.5 5.5 5.5 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 215 2193 358 2161 473 338 379
v/s Ratio Prot 0.25 c0.37
v/s Ratio Perm 0.12 0.09 0.01 c0.21 0.07
v/c Ratio 0.18 0.37 0.13 0.55 0.04 0.81 0.25
Uniform Delay, d1 7.6 8.9 7.4 10.6 32.8 41.3 34.8
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 1.8 0.5 0.8 1.0 0.0 13.7 0.4
Delay (s) 9.4 9.4 8.2 11.6 32.8 55.0 35.2
Level of Service A A A B C E D
Approach Delay (s) 9.4 11.5 32.8 47.3
Approach LOS A B C D
Intersection Summary
HCM 2000 Control Delay 17.3 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.62
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 8.5
Intersection Capacity Utilization 65.3% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
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Phase Number 2468
Movement SBTL EBTL NBTL WBTL
Lead/Lag
Lead-Lag Optimize
Recall Mode None C-Max None C-Max
Maximum Split (s) 40 80 40 80
Maximum Split (%) 33.3% 66.7% 33.3% 66.7%
Minimum Split (s) 23.5 24 23.5 24
Yellow Time (s) 3434
All-Red Time (s) 2 1.5 2 1.5
Minimum Initial (s) 7 10 7 10
Vehicle Extension (s) 3333
Minimum Gap (s) 3333
Time Before Reduce (s) 0000
Time To Reduce (s) 0000
Walk Time (s) 7777
Flash Dont Walk (s) 11 10 11 10
Dual Entry Yes Yes Yes Yes
Inhibit Max Yes Yes Yes Yes
Start Time (s) 14 54 14 54
End Time (s) 54 14 54 14
Yield/Force Off (s) 49 8.5 49 8.5
Yield/Force Off 170(s) 38 118.5 38 118.5
Local Start Time (s) 0 40 0 40
Local Yield (s) 35 114.5 35 114.5
Local Yield 170(s) 24 104.5 24 104.5
Intersection Summary
Cycle Length 120
Control Type Actuated-Coordinated
Natural Cycle 55
Offset: 14 (12%), Referenced to phase 4:EBTL and 8:WBTL, Start of Red
Splits and Phases: 83: Whitcomb & Prospect
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Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 11 37 1104 154 123 744
Future Volume (veh/h) 11 37 1104 154 123 744
Number 3 18 6 16 5 2
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 0.95 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1863 1863 1900 1863 1863
Adj Flow Rate, veh/h 13 0 1299 173 145 875
Adj No. of Lanes 112012
Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85
Percent Heavy Veh, % 222222
Cap, veh/h 37 33 2588 342 442 3191
Arrive On Green 0.02 0.00 1.00 1.00 0.09 1.00
Sat Flow, veh/h 1774 1583 3213 412 1774 3632
Grp Volume(v), veh/h 13 0 732 740 145 875
Grp Sat Flow(s),veh/h/ln 1774 1583 1770 1762 1774 1770
Q Serve(g_s), s 0.8 0.0 0.0 0.0 1.1 0.0
Cycle Q Clear(g_c), s 0.8 0.0 0.0 0.0 1.1 0.0
Prop In Lane 1.00 1.00 0.23 1.00
Lane Grp Cap(c), veh/h 37 33 1468 1462 442 3191
V/C Ratio(X) 0.35 0.00 0.50 0.51 0.33 0.27
Avail Cap(c_a), veh/h 331 295 1468 1462 572 3191
HCM Platoon Ratio 1.00 1.00 2.00 2.00 2.00 2.00
Upstream Filter(I) 1.00 0.00 0.66 0.66 0.83 0.83
Uniform Delay (d), s/veh 53.1 0.0 0.0 0.0 0.7 0.0
Incr Delay (d2), s/veh 5.5 0.0 0.8 0.8 0.4 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.4 0.0 0.3 0.3 0.5 0.1
LnGrp Delay(d),s/veh 58.6 0.0 0.8 0.8 1.0 0.2
LnGrp LOS E AAAA
Approach Vol, veh/h 13 1472 1020
Approach Delay, s/veh 58.6 0.8 0.3
Approach LOS E A A
Timer 12345678
Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 103.2 8.0 95.2 6.8
Change Period (Y+Rc), s 5.0 4.0 5.0 5.5
Max Green Setting (Gmax), s 80.0 12.0 64.0 19.5
Max Q Clear Time (g_c+I1), s 2.0 3.1 2.0 2.8
Green Ext Time (p_c), s 15.9 0.3 15.6 0.0
Intersection Summary
HCM 2010 Ctrl Delay 0.9
HCM 2010 LOS A
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Phase Number 2568
Movement SBTL SBL NBT WBL
Lead/Lag Lead Lag
Lead-Lag Optimize
Recall Mode C-Max None C-Max None
Maximum Split (s) 85 16 69 25
Maximum Split (%) 77.3% 14.5% 62.7% 22.7%
Minimum Split (s) 17 11 23.5 24.5
Yellow Time (s) 3.5 3 3.5 3
All-Red Time (s) 1.5 1 1.5 2.5
Minimum Initial (s) 10 4 10 4
Vehicle Extension (s) 3333
Minimum Gap (s) 3333
Time Before Reduce (s) 0000
Time To Reduce (s) 0000
Walk Time (s) 7 7
Flash Dont Walk (s) 11 12
Dual Entry Yes No Yes Yes
Inhibit Max Yes Yes Yes Yes
Start Time (s) 81 81 97 56
End Time (s) 56 97 56 81
Yield/Force Off (s) 51 93 51 75.5
Yield/Force Off 170(s) 51 93 40 63.5
Local Start Time (s) 25 25 41 0
Local Yield (s) 105 37 105 19.5
Local Yield 170(s) 105 37 94 7.5
Intersection Summary
Cycle Length 110
Control Type Actuated-Coordinated
Natural Cycle 75
Offset: 56 (51%), Referenced to phase 2:SBTL and 6:NBT, Start of Red
Splits and Phases: 116: Shields & Lake
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Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 116 157 1180 48 92 1344
Future Volume (veh/h) 116 157 1180 48 92 1344
Number 3 18 6 16 5 2
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 0.97 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1863 1863 1824 1863 1863
Adj Flow Rate, veh/h 127 25 1297 51 101 1477
Adj No. of Lanes 112012
Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91
Percent Heavy Veh, % 222222
Cap, veh/h 172 153 2658 104 441 2946
Arrive On Green 0.10 0.10 1.00 1.00 0.05 1.00
Sat Flow, veh/h 1774 1583 3560 136 1774 3632
Grp Volume(v), veh/h 127 25 661 687 101 1477
Grp Sat Flow(s),veh/h/ln 1774 1583 1770 1833 1774 1770
Q Serve(g_s), s 8.4 1.7 0.0 0.0 1.3 0.0
Cycle Q Clear(g_c), s 8.4 1.7 0.0 0.0 1.3 0.0
Prop In Lane 1.00 1.00 0.07 1.00
Lane Grp Cap(c), veh/h 172 153 1357 1405 441 2946
V/C Ratio(X) 0.74 0.16 0.49 0.49 0.23 0.50
Avail Cap(c_a), veh/h 347 310 1357 1405 487 2946
HCM Platoon Ratio 1.00 1.00 2.00 2.00 1.33 1.33
Upstream Filter(I) 1.00 1.00 0.44 0.44 0.36 0.36
Uniform Delay (d), s/veh 52.7 49.7 0.0 0.0 2.0 0.0
Incr Delay (d2), s/veh 6.1 0.5 0.6 0.5 0.1 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 4.4 0.8 0.2 0.2 0.6 0.1
LnGrp Delay(d),s/veh 58.8 50.2 0.6 0.5 2.1 0.2
LnGrp LOS E D AAAA
Approach Vol, veh/h 152 1348 1578
Approach Delay, s/veh 57.4 0.5 0.3
Approach LOS E A A
Timer 12345678
Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 103.9 7.9 96.0 16.1
Change Period (Y+Rc), s 5.0 4.0 5.0 5.5
Max Green Setting (Gmax), s 87.0 7.0 76.0 22.5
Max Q Clear Time (g_c+I1), s 2.0 3.3 2.0 10.4
Green Ext Time (p_c), s 24.4 0.1 23.8 0.3
Intersection Summary
HCM 2010 Ctrl Delay 3.2
HCM 2010 LOS A
22
Timing Report, Sorted By Phase 116: Shields & Lake
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Phase Number 2568
Movement SBTL SBL NBT WBL
Lead/Lag Lead Lag
Lead-Lag Optimize
Recall Mode C-Max None C-Max None
Maximum Split (s) 92 11 81 28
Maximum Split (%) 76.7% 9.2% 67.5% 23.3%
Minimum Split (s) 17 11 23.5 24.5
Yellow Time (s) 3.5 3 3.5 3
All-Red Time (s) 1.5 1 1.5 2.5
Minimum Initial (s) 10 4 10 4
Vehicle Extension (s) 3333
Minimum Gap (s) 3333
Time Before Reduce (s) 0000
Time To Reduce (s) 0000
Walk Time (s) 7 7
Flash Dont Walk (s) 11 12
Dual Entry Yes No Yes Yes
Inhibit Max Yes Yes Yes Yes
Start Time (s) 33 33 44 5
End Time (s) 5 44 5 33
Yield/Force Off (s) 0 40 0 27.5
Yield/Force Off 170(s) 0 40 109 15.5
Local Start Time (s) 28 28 39 0
Local Yield (s) 115 35 115 22.5
Local Yield 170(s) 115 35 104 10.5
Intersection Summary
Cycle Length 120
Control Type Actuated-Coordinated
Natural Cycle 70
Offset: 5 (4%), Referenced to phase 2:SBTL and 6:NBT, Start of Red
Splits and Phases: 116: Shields & Lake
23
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
24
Table 4-3
Fort Collins (GMA and City Limits)
Motor Vehicle LOS Standards (Intersections)
Overall Any
Approach leg
Any
Movement
Signalized
D1 E E2
Unsignalized
Arterial / Arterial
Collector / Collector
E3 F4
Unsignalized
Arterial / Collector
Arterial / Local
Collector / Local
Local / Local
D3 F4
Roundabout E 3,5 E54 E5
1 In mixed use district including downtown as defined by structure plan, overall LOS
E is acceptable
2 Applicable with at least 5% of total entering volume
3 Use weighted average to identify overall delay
4 Mitigation may be required
5 Apply unsignalized delay value thresholds to determine LOS
25
APPENDIX D
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HCM 2010 Signalized Intersection Summary 83: Whitcomb & Prospect
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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 65 1055 13 11 417 203 7 2 25 70 0 28
Future Volume (veh/h) 65 1055 13 11 417 203 7 2 25 70 0 28
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 0.97 1.00 0.98 0.98 1.00 0.98 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 1863 1863 1824 1863 1863 1824 1824 1937 1824 1824 1863 1863
Adj Flow Rate, veh/h 76 1241 14 13 491 178 8 2 0 82 0 1
Adj No. of Lanes 120120010011
Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85
Percent Heavy Veh, % 222222222222
Cap, veh/h 659 2939 33 427 2077 748 124 25 0 217 0 157
Arrive On Green 1.00 1.00 1.00 0.82 0.82 0.82 0.10 0.10 0.00 0.10 0.00 0.10
Sat Flow, veh/h 764 3584 40 440 2533 912 636 245 0 1481 0 1532
Grp Volume(v), veh/h 76 613 642 13 342 327 10 0 0 82 0 1
Grp Sat Flow(s),veh/h/ln 764 1770 1854 440 1770 1675 881 0 0 1481 0 1532
Q Serve(g_s), s 0.7 0.0 0.0 0.6 4.7 4.8 0.0 0.0 0.0 0.0 0.0 0.1
Cycle Q Clear(g_c), s 5.5 0.0 0.0 0.6 4.7 4.8 5.4 0.0 0.0 5.3 0.0 0.1
Prop In Lane 1.00 0.02 1.00 0.54 0.80 0.00 1.00 1.00
Lane Grp Cap(c), veh/h 659 1451 1521 427 1451 1374 149 0 0 217 0 157
V/C Ratio(X) 0.12 0.42 0.42 0.03 0.24 0.24 0.07 0.00 0.00 0.38 0.00 0.01
Avail Cap(c_a), veh/h 659 1451 1521 427 1451 1374 296 0 0 351 0 306
HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.55 0.55 0.55 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 0.1 0.0 0.0 1.8 2.2 2.2 44.7 0.0 0.0 46.7 0.0 44.3
Incr Delay (d2), s/veh 0.2 0.5 0.5 0.1 0.4 0.4 0.2 0.0 0.0 1.1 0.0 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 BackOfQ(50%),veh/ln 0.2 0.2 0.2 0.1 2.4 2.3 0.3 0.0 0.0 2.4 0.0 0.0
LnGrp Delay(d),s/veh 0.3 0.5 0.5 2.0 2.6 2.6 44.9 0.0 0.0 47.8 0.0 44.3
LnGrp LOS AAAAAAD D D
Approach Vol, veh/h 1331 682 10 83
Approach Delay, s/veh 0.5 2.6 44.9 47.7
Approach LOS A A D D
Timer 12345678
Assigned Phs 2468
Phs Duration (G+Y+Rc), s 15.3 94.7 15.3 94.7
Change Period (Y+Rc), s 5.0 5.5 5.0 5.5
Max Green Setting (Gmax), s 21.0 78.5 21.0 78.5
Max Q Clear Time (g_c+I1), s 7.3 7.5 7.4 6.8
Green Ext Time (p_c), s 0.2 10.8 0.2 10.8
Intersection Summary
HCM 2010 Ctrl Delay 3.2
HCM 2010 LOS A
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HCM Signalized Intersection Capacity Analysis 83: Whitcomb & Prospect
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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 65 1055 13 11 417 203 7 2 25 70 0 28
Future Volume (vph) 65 1055 13 11 417 203 7 2 25 70 0 28
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 10 10 8 10 10 8 8 16 8 8 10 10
Total Lost time (s) 4.5 4.5 4.5 4.5 4.0 4.0 4.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 0.99 0.96 1.00 0.98
Flpb, ped/bikes 0.99 1.00 1.00 1.00 1.00 0.98 1.00
Frt 1.00 1.00 1.00 0.95 0.90 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.99 0.95 1.00
Satd. Flow (prot) 1640 3296 1649 3100 1798 1621 1441
Flt Permitted 0.37 1.00 0.20 1.00 0.94 0.83 1.00
Satd. Flow (perm) 639 3296 354 3100 1698 1415 1441
Peak-hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85
Adj. Flow (vph) 76 1241 15 13 491 239 8 2 29 82 0 33
RTOR Reduction (vph) 010036002600029
Lane Group Flow (vph) 76 1255 0 13 694 0 0 13 0 0 82 4
Confl. Peds. (#/hr) 6 4 4 6 7 11 11 7
Confl. Bikes (#/hr) 4 1 12
Turn Type Perm NA Perm NA Perm NA Perm NA Perm
Protected Phases 4862
Permitted Phases 4862 2
Actuated Green, G (s) 88.7 88.7 88.7 88.7 10.8 10.8 10.8
Effective Green, g (s) 89.7 89.7 89.7 89.7 11.8 11.8 11.8
Actuated g/C Ratio 0.82 0.82 0.82 0.82 0.11 0.11 0.11
Clearance Time (s) 5.5 5.5 5.5 5.5 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 521 2687 288 2527 182 151 154
v/s Ratio Prot c0.38 0.22
v/s Ratio Perm 0.12 0.04 0.01 c0.06 0.00
v/c Ratio 0.15 0.47 0.05 0.27 0.07 0.54 0.02
Uniform Delay, d1 2.1 3.0 1.9 2.4 44.2 46.5 43.9
Progression Factor 0.55 0.63 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.4 0.4 0.3 0.3 0.2 3.9 0.1
Delay (s) 1.6 2.3 2.2 2.7 44.3 50.5 44.0
Level of Service A A A A D D D
Approach Delay (s) 2.3 2.7 44.3 48.6
Approach LOS A A D D
Intersection Summary
HCM 2000 Control Delay 5.5 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.48
Actuated Cycle Length (s) 110.0 Sum of lost time (s) 8.5
Intersection Capacity Utilization 60.2% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
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Phase Number 2468
Movement SBTL EBTL NBTL WBTL
Lead/Lag
Lead-Lag Optimize
Recall Mode None C-Max None C-Max
Maximum Split (s) 26 84 26 84
Maximum Split (%) 23.6% 76.4% 23.6% 76.4%
Minimum Split (s) 23.5 24 23.5 24
Yellow Time (s) 3434
All-Red Time (s) 2 1.5 2 1.5
Minimum Initial (s) 7 10 7 10
Vehicle Extension (s) 3333
Minimum Gap (s) 3333
Time Before Reduce (s) 0000
Time To Reduce (s) 0000
Walk Time (s) 7777
Flash Dont Walk (s) 11 10 11 10
Dual Entry Yes Yes Yes Yes
Inhibit Max Yes Yes Yes Yes
Start Time (s) 38 64 38 64
End Time (s) 64 38 64 38
Yield/Force Off (s) 59 32.5 59 32.5
Yield/Force Off 170(s) 48 22.5 48 22.5
Local Start Time (s) 0 26 0 26
Local Yield (s) 21 104.5 21 104.5
Local Yield 170(s) 10 94.5 10 94.5
Intersection Summary
Cycle Length 110
Control Type Actuated-Coordinated
Natural Cycle 55
Offset: 38 (35%), Referenced to phase 4:EBTL and 8:WBTL, Start of Red
Splits and Phases: 83: Whitcomb & Prospect
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HCM 2010 Signalized Intersection Summary 83: Whitcomb & Prospect
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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 37 793 5 45 1096 148 5 6 24 295 5 179
Future Volume (veh/h) 37 793 5 45 1096 148 5 6 24 295 5 179
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 0.97 1.00 0.97 1.00 0.98 1.00 0.99
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 1824 1863 1863 1824 1824 1937 1824 1824 1863 1863
Adj Flow Rate, veh/h 40 853 4 48 1178 142 5 6 7 317 5 126
Adj No. of Lanes 120120010011
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 222222222222
Cap, veh/h 229 2272 11 390 1995 240 38 47 30 220 3 471
Arrive On Green 0.63 0.63 0.63 0.63 0.63 0.63 0.30 0.30 0.30 0.30 0.30 0.30
Sat Flow, veh/h 414 3612 17 642 3171 381 0 158 101 536 8 1569
Grp Volume(v), veh/h 40 418 439 48 656 664 18 0 0 322 0 126
Grp Sat Flow(s),veh/h/ln 414 1770 1859 642 1770 1783 259 0 0 544 0 1569
Q Serve(g_s), s 7.6 13.8 13.8 4.7 26.2 26.4 0.0 0.0 0.0 0.0 0.0 7.3
Cycle Q Clear(g_c), s 34.0 13.8 13.8 18.5 26.2 26.4 36.0 0.0 0.0 36.0 0.0 7.3
Prop In Lane 1.00 0.01 1.00 0.21 0.28 0.39 0.98 1.00
Lane Grp Cap(c), veh/h 229 1113 1170 390 1113 1122 116 0 0 223 0 471
V/C Ratio(X) 0.17 0.38 0.38 0.12 0.59 0.59 0.16 0.00 0.00 1.45 0.00 0.27
Avail Cap(c_a), veh/h 229 1113 1170 390 1113 1122 116 0 0 223 0 471
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 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 23.2 10.8 10.8 15.3 13.1 13.2 33.7 0.0 0.0 46.8 0.0 32.0
Incr Delay (d2), s/veh 1.7 1.0 0.9 0.6 2.3 2.3 0.6 0.0 0.0 223.8 0.0 0.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.0 6.9 7.3 0.9 13.5 13.6 0.4 0.0 0.0 21.2 0.0 3.2
LnGrp Delay(d),s/veh 24.9 11.8 11.7 15.9 15.4 15.5 34.3 0.0 0.0 270.6 0.0 32.3
LnGrp LOS C BBBBBC F C
Approach Vol, veh/h 897 1368 18 448
Approach Delay, s/veh 12.3 15.4 34.3 203.6
Approach LOS B B C F
Timer 12345678
Assigned Phs 2468
Phs Duration (G+Y+Rc), s 40.0 80.0 40.0 80.0
Change Period (Y+Rc), s 5.0 5.5 5.0 5.5
Max Green Setting (Gmax), s 35.0 74.5 35.0 74.5
Max Q Clear Time (g_c+I1), s 38.0 36.0 38.0 28.4
Green Ext Time (p_c), s 0.0 12.8 0.0 13.2
Intersection Summary
HCM 2010 Ctrl Delay 45.4
HCM 2010 LOS D
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HCM Signalized Intersection Capacity Analysis 83: Whitcomb & Prospect
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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 37 793 5 45 1096 148 5 6 24 295 5 179
Future Volume (vph) 37 793 5 45 1096 148 5 6 24 295 5 179
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 10 10 8 10 10 8 8 16 8 8 10 10
Total Lost time (s) 4.5 4.5 4.5 4.5 4.0 4.0 4.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 0.99 0.98 1.00 0.97
Flpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 0.98 1.00
Frt 1.00 1.00 1.00 0.98 0.91 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.99 0.95 1.00
Satd. Flow (prot) 1652 3300 1643 3226 1855 1629 1437
Flt Permitted 0.14 1.00 0.29 1.00 0.96 0.73 1.00
Satd. Flow (perm) 248 3300 497 3226 1789 1254 1437
Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Adj. Flow (vph) 40 853 5 48 1178 159 5 6 26 317 5 192
RTOR Reduction (vph) 00009001900063
Lane Group Flow (vph) 40 858 0 48 1328 0 0 18 0 0 322 129
Confl. Peds. (#/hr) 8 7 7 8 8 9 9 8
Confl. Bikes (#/hr) 2 2 2
Turn Type Perm NA Perm NA Perm NA Perm NA Perm
Protected Phases 4862
Permitted Phases 4862 2
Actuated Green, G (s) 75.9 75.9 75.9 75.9 33.6 33.6 33.6
Effective Green, g (s) 76.9 76.9 76.9 76.9 34.6 34.6 34.6
Actuated g/C Ratio 0.64 0.64 0.64 0.64 0.29 0.29 0.29
Clearance Time (s) 5.5 5.5 5.5 5.5 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 158 2114 318 2067 515 361 414
v/s Ratio Prot 0.26 c0.41
v/s Ratio Perm 0.16 0.10 0.01 c0.26 0.09
v/c Ratio 0.25 0.41 0.15 0.64 0.04 0.89 0.31
Uniform Delay, d1 9.2 10.5 8.6 13.2 30.7 40.9 33.4
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 3.8 0.6 1.0 1.6 0.0 23.0 0.4
Delay (s) 13.1 11.0 9.6 14.7 30.7 63.9 33.8
Level of Service B B A B C E C
Approach Delay (s) 11.1 14.5 30.7 52.7
Approach LOS B B C D
Intersection Summary
HCM 2000 Control Delay 20.6 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.72
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 8.5
Intersection Capacity Utilization 67.8% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
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Timing Report, Sorted By Phase 83: Whitcomb & Prospect
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Phase Number 2468
Movement SBTL EBTL NBTL WBTL
Lead/Lag
Lead-Lag Optimize
Recall Mode None C-Max None C-Max
Maximum Split (s) 40 80 40 80
Maximum Split (%) 33.3% 66.7% 33.3% 66.7%
Minimum Split (s) 23.5 24 23.5 24
Yellow Time (s) 3434
All-Red Time (s) 2 1.5 2 1.5
Minimum Initial (s) 7 10 7 10
Vehicle Extension (s) 3333
Minimum Gap (s) 3333
Time Before Reduce (s) 0000
Time To Reduce (s) 0000
Walk Time (s) 7777
Flash Dont Walk (s) 11 10 11 10
Dual Entry Yes Yes Yes Yes
Inhibit Max Yes Yes Yes Yes
Start Time (s) 14 54 14 54
End Time (s) 54 14 54 14
Yield/Force Off (s) 49 8.5 49 8.5
Yield/Force Off 170(s) 38 118.5 38 118.5
Local Start Time (s) 0 40 0 40
Local Yield (s) 35 114.5 35 114.5
Local Yield 170(s) 24 104.5 24 104.5
Intersection Summary
Cycle Length 120
Control Type Actuated-Coordinated
Natural Cycle 60
Offset: 14 (12%), Referenced to phase 4:EBTL and 8:WBTL, Start of Red
Splits and Phases: 83: Whitcomb & Prospect
32
HCM 2010 Signalized Intersection Summary 116: Shields & Lake
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Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 24 51 1175 166 135 790
Future Volume (veh/h) 24 51 1175 166 135 790
Number 3 18 6 16 5 2
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 0.95 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1863 1863 1900 1863 1863
Adj Flow Rate, veh/h 28 0 1382 186 159 929
Adj No. of Lanes 112012
Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85
Percent Heavy Veh, % 222222
Cap, veh/h 53 47 2557 340 413 3160
Arrive On Green 0.03 0.00 1.00 1.00 0.09 1.00
Sat Flow, veh/h 1774 1583 3210 415 1774 3632
Grp Volume(v), veh/h 28 0 778 790 159 929
Grp Sat Flow(s),veh/h/ln 1774 1583 1770 1762 1774 1770
Q Serve(g_s), s 1.7 0.0 0.0 0.0 1.3 0.0
Cycle Q Clear(g_c), s 1.7 0.0 0.0 0.0 1.3 0.0
Prop In Lane 1.00 1.00 0.24 1.00
Lane Grp Cap(c), veh/h 53 47 1452 1445 413 3160
V/C Ratio(X) 0.53 0.00 0.54 0.55 0.39 0.29
Avail Cap(c_a), veh/h 331 295 1452 1445 542 3160
HCM Platoon Ratio 1.00 1.00 2.00 2.00 2.00 2.00
Upstream Filter(I) 1.00 0.00 0.66 0.66 0.83 0.83
Uniform Delay (d), s/veh 52.6 0.0 0.0 0.0 0.8 0.0
Incr Delay (d2), s/veh 7.8 0.0 0.9 1.0 0.5 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.0 0.0 0.4 0.4 0.6 0.1
LnGrp Delay(d),s/veh 60.4 0.0 0.9 1.0 1.3 0.2
LnGrp LOS E AAAA
Approach Vol, veh/h 28 1568 1088
Approach Delay, s/veh 60.4 1.0 0.4
Approach LOS E A A
Timer 12345678
Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 102.2 8.0 94.2 7.8
Change Period (Y+Rc), s 5.0 4.0 5.0 5.5
Max Green Setting (Gmax), s 80.0 12.0 64.0 19.5
Max Q Clear Time (g_c+I1), s 2.0 3.3 2.0 3.7
Green Ext Time (p_c), s 18.4 0.3 17.9 0.0
Intersection Summary
HCM 2010 Ctrl Delay 1.3
HCM 2010 LOS A
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Timing Report, Sorted By Phase 116: Shields & Lake
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Phase Number 2568
Movement SBTL SBL NBT WBL
Lead/Lag Lead Lag
Lead-Lag Optimize
Recall Mode C-Max None C-Max None
Maximum Split (s) 85 16 69 25
Maximum Split (%) 77.3% 14.5% 62.7% 22.7%
Minimum Split (s) 17 11 23.5 24.5
Yellow Time (s) 3.5 3 3.5 3
All-Red Time (s) 1.5 1 1.5 2.5
Minimum Initial (s) 10 4 10 4
Vehicle Extension (s) 3333
Minimum Gap (s) 3333
Time Before Reduce (s) 0000
Time To Reduce (s) 0000
Walk Time (s) 7 7
Flash Dont Walk (s) 11 12
Dual Entry Yes No Yes Yes
Inhibit Max Yes Yes Yes Yes
Start Time (s) 81 81 97 56
End Time (s) 56 97 56 81
Yield/Force Off (s) 51 93 51 75.5
Yield/Force Off 170(s) 51 93 40 63.5
Local Start Time (s) 25 25 41 0
Local Yield (s) 105 37 105 19.5
Local Yield 170(s) 105 37 94 7.5
Intersection Summary
Cycle Length 110
Control Type Actuated-Coordinated
Natural Cycle 80
Offset: 56 (51%), Referenced to phase 2:SBTL and 6:NBT, Start of Red
Splits and Phases: 116: Shields & Lake
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HCM 2010 Signalized Intersection Summary 116: Shields & Lake
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Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 135 179 1256 77 125 1427
Future Volume (veh/h) 135 179 1256 77 125 1427
Number 3 18 6 16 5 2
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 0.96 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1863 1863 1824 1863 1863
Adj Flow Rate, veh/h 148 63 1380 77 137 1568
Adj No. of Lanes 112012
Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91
Percent Heavy Veh, % 222222
Cap, veh/h 195 174 2560 142 407 2899
Arrive On Green 0.11 0.11 1.00 1.00 0.06 1.00
Sat Flow, veh/h 1774 1583 3495 189 1774 3632
Grp Volume(v), veh/h 148 63 716 741 137 1568
Grp Sat Flow(s),veh/h/ln 1774 1583 1770 1821 1774 1770
Q Serve(g_s), s 9.7 4.4 0.0 0.0 1.9 0.0
Cycle Q Clear(g_c), s 9.7 4.4 0.0 0.0 1.9 0.0
Prop In Lane 1.00 1.00 0.10 1.00
Lane Grp Cap(c), veh/h 195 174 1332 1371 407 2899
V/C Ratio(X) 0.76 0.36 0.54 0.54 0.34 0.54
Avail Cap(c_a), veh/h 347 310 1332 1371 451 2899
HCM Platoon Ratio 1.00 1.00 2.00 2.00 1.33 1.33
Upstream Filter(I) 1.00 1.00 0.44 0.44 0.36 0.36
Uniform Delay (d), s/veh 51.9 49.5 0.0 0.0 2.3 0.0
Incr Delay (d2), s/veh 5.9 1.3 0.7 0.7 0.2 0.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 5.1 2.0 0.3 0.3 0.9 0.1
LnGrp Delay(d),s/veh 57.8 50.8 0.7 0.7 2.5 0.3
LnGrp LOS E D AAAA
Approach Vol, veh/h 211 1457 1705
Approach Delay, s/veh 55.7 0.7 0.4
Approach LOS E A A
Timer 12345678
Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 102.3 8.0 94.3 17.7
Change Period (Y+Rc), s 5.0 4.0 5.0 5.5
Max Green Setting (Gmax), s 87.0 7.0 76.0 22.5
Max Q Clear Time (g_c+I1), s 2.0 3.9 2.0 11.7
Green Ext Time (p_c), s 29.1 0.1 28.1 0.5
Intersection Summary
HCM 2010 Ctrl Delay 4.0
HCM 2010 LOS A
35
Timing Report, Sorted By Phase 116: Shields & Lake
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Page 12
Phase Number 2568
Movement SBTL SBL NBT WBL
Lead/Lag Lead Lag
Lead-Lag Optimize
Recall Mode C-Max None C-Max None
Maximum Split (s) 92 11 81 28
Maximum Split (%) 76.7% 9.2% 67.5% 23.3%
Minimum Split (s) 17 11 23.5 24.5
Yellow Time (s) 3.5 3 3.5 3
All-Red Time (s) 1.5 1 1.5 2.5
Minimum Initial (s) 10 4 10 4
Vehicle Extension (s) 3333
Minimum Gap (s) 3333
Time Before Reduce (s) 0000
Time To Reduce (s) 0000
Walk Time (s) 7 7
Flash Dont Walk (s) 11 12
Dual Entry Yes No Yes Yes
Inhibit Max Yes Yes Yes Yes
Start Time (s) 33 33 44 5
End Time (s) 5 44 5 33
Yield/Force Off (s) 0 40 0 27.5
Yield/Force Off 170(s) 0 40 109 15.5
Local Start Time (s) 28 28 39 0
Local Yield (s) 115 35 115 22.5
Local Yield 170(s) 115 35 104 10.5
Intersection Summary
Cycle Length 120
Control Type Actuated-Coordinated
Natural Cycle 75
Offset: 5 (4%), Referenced to phase 2:SBTL and 6:NBT, Start of Red
Splits and Phases: 116: Shields & Lake
36
APPENDIX E
37
HCM 2010 Signalized Intersection Summary 83: Whitcomb & Prospect
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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 75 1215 15 15 485 235 10 5 25 75 5 30
Future Volume (veh/h) 75 1215 15 15 485 235 10 5 25 75 5 30
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 0.97 1.00 0.98 0.98 0.94 0.98 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 1863 1863 1824 1863 1863 1824 1824 1937 1824 1824 1863 1863
Adj Flow Rate, veh/h 88 1429 17 18 571 212 12 6 1 88 6 1
Adj No. of Lanes 120120010011
Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85
Percent Heavy Veh, % 222222222222
Cap, veh/h 580 2887 34 361 2025 750 103 44 5 213 10 179
Arrive On Green 1.00 1.00 1.00 0.81 0.81 0.81 0.12 0.12 0.12 0.12 0.12 0.12
Sat Flow, veh/h 687 3581 43 367 2511 930 427 378 45 1283 88 1538
Grp Volume(v), veh/h 88 706 740 18 402 381 19 0 0 94 0 1
Grp Sat Flow(s),veh/h/ln 687 1770 1854 367 1770 1672 850 0 0 1371 0 1538
Q Serve(g_s), s 1.2 0.0 0.0 1.1 6.3 6.3 0.1 0.0 0.0 0.0 0.0 0.1
Cycle Q Clear(g_c), s 7.5 0.0 0.0 1.1 6.3 6.3 7.3 0.0 0.0 7.3 0.0 0.1
Prop In Lane 1.00 0.02 1.00 0.56 0.63 0.05 0.94 1.00
Lane Grp Cap(c), veh/h 580 1427 1495 361 1427 1348 152 0 0 223 0 179
V/C Ratio(X) 0.15 0.49 0.50 0.05 0.28 0.28 0.12 0.00 0.00 0.42 0.00 0.01
Avail Cap(c_a), veh/h 580 1427 1495 361 1427 1348 283 0 0 340 0 308
HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.55 0.55 0.55 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 0.3 0.0 0.0 2.2 2.7 2.7 43.5 0.0 0.0 46.2 0.0 43.0
Incr Delay (d2), s/veh 0.3 0.7 0.7 0.3 0.5 0.5 0.4 0.0 0.0 1.3 0.0 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 BackOfQ(50%),veh/ln 0.2 0.3 0.3 0.1 3.2 3.1 0.5 0.0 0.0 2.8 0.0 0.0
LnGrp Delay(d),s/veh 0.6 0.7 0.7 2.4 3.2 3.2 43.9 0.0 0.0 47.4 0.0 43.0
LnGrp LOS AAAAAAD D D
Approach Vol, veh/h 1534 801 19 95
Approach Delay, s/veh 0.7 3.2 43.9 47.4
Approach LOS A A D D
Timer 12345678
Assigned Phs 2468
Phs Duration (G+Y+Rc), s 16.8 93.2 16.8 93.2
Change Period (Y+Rc), s 5.0 5.5 5.0 5.5
Max Green Setting (Gmax), s 21.0 78.5 21.0 78.5
Max Q Clear Time (g_c+I1), s 9.3 9.5 9.3 8.3
Green Ext Time (p_c), s 0.2 15.0 0.2 15.0
Intersection Summary
HCM 2010 Ctrl Delay 3.6
HCM 2010 LOS A
38
HCM Signalized Intersection Capacity Analysis 83: Whitcomb & Prospect
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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 75 1215 15 15 485 235 10 5 25 75 5 30
Future Volume (vph) 75 1215 15 15 485 235 10 5 25 75 5 30
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 10 10 8 10 10 8 8 16 8 8 10 10
Total Lost time (s) 4.5 4.5 4.5 4.5 4.0 4.0 4.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 0.99 0.97 1.00 0.98
Flpb, ped/bikes 0.99 1.00 1.00 1.00 1.00 0.98 1.00
Frt 1.00 1.00 1.00 0.95 0.92 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.99 0.96 1.00
Satd. Flow (prot) 1642 3296 1650 3101 1842 1633 1441
Flt Permitted 0.32 1.00 0.16 1.00 0.91 0.76 1.00
Satd. Flow (perm) 560 3296 278 3101 1706 1304 1441
Peak-hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85
Adj. Flow (vph) 88 1429 18 18 571 276 12 6 29 88 6 35
RTOR Reduction (vph) 010037002600031
Lane Group Flow (vph) 88 1446 0 18 810 0 0 21 0 0 94 4
Confl. Peds. (#/hr) 6 4 4 6 7 11 11 7
Confl. Bikes (#/hr) 4 1 12
Turn Type Perm NA Perm NA Perm NA Perm NA Perm
Protected Phases 4862
Permitted Phases 4862 2
Actuated Green, G (s) 87.7 87.7 87.7 87.7 11.8 11.8 11.8
Effective Green, g (s) 88.7 88.7 88.7 88.7 12.8 12.8 12.8
Actuated g/C Ratio 0.81 0.81 0.81 0.81 0.12 0.12 0.12
Clearance Time (s) 5.5 5.5 5.5 5.5 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 451 2657 224 2500 198 151 167
v/s Ratio Prot c0.44 0.26
v/s Ratio Perm 0.16 0.06 0.01 c0.07 0.00
v/c Ratio 0.20 0.54 0.08 0.32 0.11 0.62 0.02
Uniform Delay, d1 2.4 3.7 2.2 2.8 43.5 46.3 43.1
Progression Factor 0.57 0.70 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.8 0.7 0.7 0.3 0.2 7.7 0.1
Delay (s) 2.2 3.2 2.9 3.1 43.7 54.0 43.1
Level of Service A A A A D D D
Approach Delay (s) 3.2 3.1 43.7 51.1
Approach LOS A A D D
Intersection Summary
HCM 2000 Control Delay 6.3 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.55
Actuated Cycle Length (s) 110.0 Sum of lost time (s) 8.5
Intersection Capacity Utilization 65.1% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
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Timing Report, Sorted By Phase 83: Whitcomb & Prospect
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Page 10
Phase Number 2468
Movement SBTL EBTL NBTL WBTL
Lead/Lag
Lead-Lag Optimize
Recall Mode None C-Max None C-Max
Maximum Split (s) 26 84 26 84
Maximum Split (%) 23.6% 76.4% 23.6% 76.4%
Minimum Split (s) 23.5 24 23.5 24
Yellow Time (s) 3434
All-Red Time (s) 2 1.5 2 1.5
Minimum Initial (s) 7 10 7 10
Vehicle Extension (s) 3333
Minimum Gap (s) 3333
Time Before Reduce (s) 0000
Time To Reduce (s) 0000
Walk Time (s) 7777
Flash Dont Walk (s) 11 10 11 10
Dual Entry Yes Yes Yes Yes
Inhibit Max Yes Yes Yes Yes
Start Time (s) 38 64 38 64
End Time (s) 64 38 64 38
Yield/Force Off (s) 59 32.5 59 32.5
Yield/Force Off 170(s) 48 22.5 48 22.5
Local Start Time (s) 0 26 0 26
Local Yield (s) 21 104.5 21 104.5
Local Yield 170(s) 10 94.5 10 94.5
Intersection Summary
Cycle Length 110
Control Type Actuated-Coordinated
Natural Cycle 60
Offset: 38 (35%), Referenced to phase 4:EBTL and 8:WBTL, Start of Red
Splits and Phases: 83: Whitcomb & Prospect
40
HCM 2010 Signalized Intersection Summary 83: Whitcomb & Prospect
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City of Fort Collins Signal Timing 4:30 pm 08/09/2012 Synchro 9 Light Report
Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 45 910 5 45 1265 165 5 5 25 335 5 200
Future Volume (veh/h) 45 910 5 45 1265 165 5 5 25 335 5 200
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 0.97 1.00 0.97 1.00 0.98 1.00 0.99
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 1824 1863 1863 1824 1824 1937 1824 1824 1863 1863
Adj Flow Rate, veh/h 47 958 4 47 1332 159 5 5 7 353 5 191
Adj No. of Lanes 120120010011
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
Percent Heavy Veh, % 222222222222
Cap, veh/h 176 2214 9 335 1946 231 39 42 29 237 3 497
Arrive On Green 0.61 0.61 0.61 0.61 0.61 0.61 0.32 0.32 0.32 0.32 0.32 0.32
Sat Flow, veh/h 352 3614 15 581 3177 377 0 133 93 560 8 1570
Grp Volume(v), veh/h 47 469 493 47 738 753 17 0 0 358 0 191
Grp Sat Flow(s),veh/h/ln 352 1770 1860 581 1770 1784 226 0 0 568 0 1570
Q Serve(g_s), s 12.4 16.8 16.8 5.6 33.3 34.0 0.0 0.0 0.0 0.0 0.0 11.4
Cycle Q Clear(g_c), s 46.4 16.8 16.8 22.3 33.3 34.0 38.0 0.0 0.0 38.0 0.0 11.4
Prop In Lane 1.00 0.01 1.00 0.21 0.29 0.41 0.99 1.00
Lane Grp Cap(c), veh/h 176 1084 1139 335 1084 1093 110 0 0 239 0 497
V/C Ratio(X) 0.27 0.43 0.43 0.14 0.68 0.69 0.15 0.00 0.00 1.50 0.00 0.38
Avail Cap(c_a), veh/h 176 1084 1139 335 1084 1093 110 0 0 239 0 497
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 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 31.1 12.3 12.3 18.1 15.5 15.6 32.9 0.0 0.0 45.7 0.0 31.9
Incr Delay (d2), s/veh 3.7 1.3 1.2 0.9 3.5 3.6 0.6 0.0 0.0 243.9 0.0 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 1.4 8.5 8.9 1.0 17.2 17.6 0.4 0.0 0.0 24.1 0.0 5.0
LnGrp Delay(d),s/veh 34.8 13.5 13.5 19.0 18.9 19.2 33.5 0.0 0.0 289.6 0.0 32.4
LnGrp LOS C BBBBBC F C
Approach Vol, veh/h 1009 1538 17 549
Approach Delay, s/veh 14.5 19.0 33.5 200.1
Approach LOS B B C F
Timer 12345678
Assigned Phs 2468
Phs Duration (G+Y+Rc), s 42.0 78.0 42.0 78.0
Change Period (Y+Rc), s 5.0 5.5 5.0 5.5
Max Green Setting (Gmax), s 37.0 72.5 37.0 72.5
Max Q Clear Time (g_c+I1), s 40.0 48.4 40.0 36.0
Green Ext Time (p_c), s 0.0 13.0 0.0 15.8
Intersection Summary
HCM 2010 Ctrl Delay 49.6
HCM 2010 LOS D
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HCM Signalized Intersection Capacity Analysis 83: Whitcomb & Prospect
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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 45 910 5 45 1265 165 5 5 25 335 5 200
Future Volume (vph) 45 910 5 45 1265 165 5 5 25 335 5 200
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 10 10 8 10 10 8 8 16 8 8 10 10
Total Lost time (s) 4.5 4.5 4.5 4.5 4.0 4.0 4.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 0.99 0.98 1.00 0.97
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.98 1.00
Frt 1.00 1.00 1.00 0.98 0.90 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.99 0.95 1.00
Satd. Flow (prot) 1652 3300 1645 3228 1848 1629 1437
Flt Permitted 0.10 1.00 0.24 1.00 0.95 0.70 1.00
Satd. Flow (perm) 172 3300 422 3228 1777 1201 1437
Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Adj. Flow (vph) 47 958 5 47 1332 174 5 5 26 353 5 211
RTOR Reduction (vph) 00008001800039
Lane Group Flow (vph) 47 963 0 47 1498 0 0 18 0 0 358 172
Confl. Peds. (#/hr) 8 7 7 8 8 9 9 8
Confl. Bikes (#/hr) 2 2 2
Turn Type Perm NA Perm NA Perm NA Perm NA Perm
Protected Phases 4862
Permitted Phases 4862 2
Actuated Green, G (s) 73.2 73.2 73.2 73.2 36.3 36.3 36.3
Effective Green, g (s) 74.2 74.2 74.2 74.2 37.3 37.3 37.3
Actuated g/C Ratio 0.62 0.62 0.62 0.62 0.31 0.31 0.31
Clearance Time (s) 5.5 5.5 5.5 5.5 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 106 2040 260 1995 552 373 446
v/s Ratio Prot 0.29 c0.46
v/s Ratio Perm 0.27 0.11 0.01 c0.30 0.12
v/c Ratio 0.44 0.47 0.18 0.75 0.03 0.96 0.39
Uniform Delay, d1 12.0 12.3 9.8 16.3 28.8 40.6 32.4
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 12.9 0.8 1.5 2.7 0.0 35.7 0.6
Delay (s) 24.9 13.1 11.4 19.0 28.8 76.3 32.9
Level of Service C B B B C E C
Approach Delay (s) 13.7 18.7 28.8 60.2
Approach LOS B B C E
Intersection Summary
HCM 2000 Control Delay 24.7 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.82
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 8.5
Intersection Capacity Utilization 72.9% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
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Timing Report, Sorted By Phase 83: Whitcomb & Prospect
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Phase Number 2468
Movement SBTL EBTL NBTL WBTL
Lead/Lag
Lead-Lag Optimize
Recall Mode None C-Max None C-Max
Maximum Split (s) 42 78 42 78
Maximum Split (%) 35.0% 65.0% 35.0% 65.0%
Minimum Split (s) 23.5 24 23.5 24
Yellow Time (s) 3434
All-Red Time (s) 2 1.5 2 1.5
Minimum Initial (s) 7 10 7 10
Vehicle Extension (s) 3333
Minimum Gap (s) 3333
Time Before Reduce (s) 0000
Time To Reduce (s) 0000
Walk Time (s) 7777
Flash Dont Walk (s) 11 10 11 10
Dual Entry Yes Yes Yes Yes
Inhibit Max Yes Yes Yes Yes
Start Time (s) 14 56 14 56
End Time (s) 56 14 56 14
Yield/Force Off (s) 51 8.5 51 8.5
Yield/Force Off 170(s) 40 118.5 40 118.5
Local Start Time (s) 0 42 0 42
Local Yield (s) 37 114.5 37 114.5
Local Yield 170(s) 26 104.5 26 104.5
Intersection Summary
Cycle Length 120
Control Type Actuated-Coordinated
Natural Cycle 60
Offset: 14 (12%), Referenced to phase 4:EBTL and 8:WBTL, Start of Red
Splits and Phases: 83: Whitcomb & Prospect
43
HCM 2010 Signalized Intersection Summary 116: Shields & Lake
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Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 30 60 1350 190 155 910
Future Volume (veh/h) 30 60 1350 190 155 910
Number 3 18 6 16 5 2
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 0.95 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1863 1863 1900 1863 1863
Adj Flow Rate, veh/h 35 0 1588 213 182 1071
Adj No. of Lanes 112012
Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85
Percent Heavy Veh, % 222222
Cap, veh/h 60 54 2548 334 358 3145
Arrive On Green 0.03 0.00 1.00 1.00 0.09 1.00
Sat Flow, veh/h 1774 1583 3216 410 1774 3632
Grp Volume(v), veh/h 35 0 884 917 182 1071
Grp Sat Flow(s),veh/h/ln 1774 1583 1770 1763 1774 1770
Q Serve(g_s), s 2.1 0.0 0.0 0.0 1.6 0.0
Cycle Q Clear(g_c), s 2.1 0.0 0.0 0.0 1.6 0.0
Prop In Lane 1.00 1.00 0.23 1.00
Lane Grp Cap(c), veh/h 60 54 1444 1439 358 3145
V/C Ratio(X) 0.58 0.00 0.61 0.64 0.51 0.34
Avail Cap(c_a), veh/h 331 295 1444 1439 487 3145
HCM Platoon Ratio 1.00 1.00 2.00 2.00 2.00 2.00
Upstream Filter(I) 1.00 0.00 0.66 0.66 0.83 0.83
Uniform Delay (d), s/veh 52.3 0.0 0.0 0.0 0.9 0.0
Incr Delay (d2), s/veh 8.5 0.0 1.3 1.4 0.9 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.2 0.0 0.5 0.6 0.8 0.1
LnGrp Delay(d),s/veh 60.8 0.0 1.3 1.4 1.8 0.2
LnGrp LOS E AAAA
Approach Vol, veh/h 35 1801 1253
Approach Delay, s/veh 60.8 1.4 0.5
Approach LOS E A A
Timer 12345678
Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 101.8 8.0 93.8 8.2
Change Period (Y+Rc), s 5.0 4.0 5.0 5.5
Max Green Setting (Gmax), s 80.0 12.0 64.0 19.5
Max Q Clear Time (g_c+I1), s 2.0 3.6 2.0 4.1
Green Ext Time (p_c), s 26.2 0.3 24.7 0.0
Intersection Summary
HCM 2010 Ctrl Delay 1.7
HCM 2010 LOS A
44
Timing Report, Sorted By Phase 116: Shields & Lake
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Page 13
Phase Number 2568
Movement SBTL SBL NBT WBL
Lead/Lag Lead Lag
Lead-Lag Optimize
Recall Mode C-Max None C-Max None
Maximum Split (s) 85 16 69 25
Maximum Split (%) 77.3% 14.5% 62.7% 22.7%
Minimum Split (s) 17 11 23.5 24.5
Yellow Time (s) 3.5 3 3.5 3
All-Red Time (s) 1.5 1 1.5 2.5
Minimum Initial (s) 10 4 10 4
Vehicle Extension (s) 3333
Minimum Gap (s) 3333
Time Before Reduce (s) 0000
Time To Reduce (s) 0000
Walk Time (s) 7 7
Flash Dont Walk (s) 11 12
Dual Entry Yes No Yes Yes
Inhibit Max Yes Yes Yes Yes
Start Time (s) 81 81 97 56
End Time (s) 56 97 56 81
Yield/Force Off (s) 51 93 51 75.5
Yield/Force Off 170(s) 51 93 40 63.5
Local Start Time (s) 25 25 41 0
Local Yield (s) 105 37 105 19.5
Local Yield 170(s) 105 37 94 7.5
Intersection Summary
Cycle Length 110
Control Type Actuated-Coordinated
Natural Cycle 90
Offset: 56 (51%), Referenced to phase 2:SBTL and 6:NBT, Start of Red
Splits and Phases: 116: Shields & Lake
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HCM 2010 Signalized Intersection Summary 116: Shields & Lake
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Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 155 205 1440 85 135 1640
Future Volume (veh/h) 155 205 1440 85 135 1640
Number 3 18 6 16 5 2
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 0.96 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1863 1863 1824 1863 1863
Adj Flow Rate, veh/h 163 100 1516 82 142 1726
Adj No. of Lanes 112012
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 222222
Cap, veh/h 212 189 2529 136 371 2866
Arrive On Green 0.12 0.12 1.00 1.00 0.06 1.00
Sat Flow, veh/h 1774 1583 3502 184 1774 3632
Grp Volume(v), veh/h 163 100 784 814 142 1726
Grp Sat Flow(s),veh/h/ln 1774 1583 1770 1822 1774 1770
Q Serve(g_s), s 10.7 7.1 0.0 0.0 2.1 0.0
Cycle Q Clear(g_c), s 10.7 7.1 0.0 0.0 2.1 0.0
Prop In Lane 1.00 1.00 0.10 1.00
Lane Grp Cap(c), veh/h 212 189 1313 1352 371 2866
V/C Ratio(X) 0.77 0.53 0.60 0.60 0.38 0.60
Avail Cap(c_a), veh/h 347 310 1313 1352 413 2866
HCM Platoon Ratio 1.00 1.00 2.00 2.00 1.33 1.33
Upstream Filter(I) 1.00 1.00 0.51 0.51 0.28 0.28
Uniform Delay (d), s/veh 51.2 49.7 0.0 0.0 2.6 0.0
Incr Delay (d2), s/veh 5.8 2.3 1.0 1.0 0.2 0.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 5.6 3.2 0.4 0.4 1.0 0.1
LnGrp Delay(d),s/veh 57.1 52.0 1.0 1.0 2.7 0.3
LnGrp LOS E D AAAA
Approach Vol, veh/h 263 1598 1868
Approach Delay, s/veh 55.1 1.0 0.5
Approach LOS E A A
Timer 12345678
Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 101.2 8.2 93.0 18.8
Change Period (Y+Rc), s 5.0 4.0 5.0 5.5
Max Green Setting (Gmax), s 87.0 7.0 76.0 22.5
Max Q Clear Time (g_c+I1), s 2.0 4.1 2.0 12.7
Green Ext Time (p_c), s 37.0 0.1 35.2 0.6
Intersection Summary
HCM 2010 Ctrl Delay 4.6
HCM 2010 LOS A
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Timing Report, Sorted By Phase 116: Shields & Lake
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Phase Number 2568
Movement SBTL SBL NBT WBL
Lead/Lag Lead Lag
Lead-Lag Optimize
Recall Mode C-Max None C-Max None
Maximum Split (s) 92 11 81 28
Maximum Split (%) 76.7% 9.2% 67.5% 23.3%
Minimum Split (s) 17 11 23.5 24.5
Yellow Time (s) 3.5 3 3.5 3
All-Red Time (s) 1.5 1 1.5 2.5
Minimum Initial (s) 10 4 10 4
Vehicle Extension (s) 3333
Minimum Gap (s) 3333
Time Before Reduce (s) 0000
Time To Reduce (s) 0000
Walk Time (s) 7 7
Flash Dont Walk (s) 11 12
Dual Entry Yes No Yes Yes
Inhibit Max Yes Yes Yes Yes
Start Time (s) 33 33 44 5
End Time (s) 5 44 5 33
Yield/Force Off (s) 0 40 0 27.5
Yield/Force Off 170(s) 0 40 109 15.5
Local Start Time (s) 28 28 39 0
Local Yield (s) 115 35 115 22.5
Local Yield 170(s) 115 35 104 10.5
Intersection Summary
Cycle Length 120
Control Type Actuated-Coordinated
Natural Cycle 80
Offset: 5 (4%), Referenced to phase 2:SBTL and 6:NBT, Start of Red
Splits and Phases: 116: Shields & Lake
47
APPENDIX F
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HCM 2010 Signalized Intersection Summary 83: Whitcomb & Prospect
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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 65 1055 13 11 417 217 7 2 25 124 0 28
Future Volume (veh/h) 65 1055 13 11 417 217 7 2 25 124 0 28
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 0.97 1.00 0.98 0.98 1.00 0.98 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 1863 1863 1824 1863 1863 1824 1824 1937 1824 1824 1863 1863
Adj Flow Rate, veh/h 76 1241 14 13 491 194 8 2 0 146 0 1
Adj No. of Lanes 120120010011
Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85
Percent Heavy Veh, % 222222222222
Cap, veh/h 616 2812 32 411 1935 759 112 22 0 266 0 213
Arrive On Green 1.00 1.00 1.00 0.78 0.78 0.78 0.14 0.14 0.00 0.14 0.00 0.14
Sat Flow, veh/h 753 3584 40 440 2466 968 385 160 0 1452 0 1545
Grp Volume(v), veh/h 76 613 642 13 351 334 10 0 0 146 0 1
Grp Sat Flow(s),veh/h/ln 753 1770 1854 440 1770 1664 545 0 0 1452 0 1545
Q Serve(g_s), s 0.9 0.0 0.0 0.7 5.9 5.9 0.1 0.0 0.0 0.0 0.0 0.1
Cycle Q Clear(g_c), s 6.8 0.0 0.0 0.7 5.9 5.9 10.4 0.0 0.0 10.4 0.0 0.1
Prop In Lane 1.00 0.02 1.00 0.58 0.80 0.00 1.00 1.00
Lane Grp Cap(c), veh/h 616 1389 1455 411 1389 1306 134 0 0 266 0 213
V/C Ratio(X) 0.12 0.44 0.44 0.03 0.25 0.26 0.07 0.00 0.00 0.55 0.00 0.00
Avail Cap(c_a), veh/h 616 1389 1455 411 1389 1306 229 0 0 352 0 309
HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.55 0.55 0.55 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 0.2 0.0 0.0 2.6 3.2 3.2 41.5 0.0 0.0 45.3 0.0 40.9
Incr Delay (d2), s/veh 0.2 0.6 0.5 0.1 0.4 0.5 0.2 0.0 0.0 1.8 0.0 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 BackOfQ(50%),veh/ln 0.2 0.2 0.2 0.1 3.0 2.9 0.3 0.0 0.0 4.4 0.0 0.0
LnGrp Delay(d),s/veh 0.5 0.6 0.5 2.8 3.6 3.7 41.8 0.0 0.0 47.1 0.0 40.9
LnGrp LOS AAAAAAD D D
Approach Vol, veh/h 1331 698 10 147
Approach Delay, s/veh 0.5 3.6 41.8 47.1
Approach LOS A A D D
Timer 12345678
Assigned Phs 2468
Phs Duration (G+Y+Rc), s 19.2 90.8 19.2 90.8
Change Period (Y+Rc), s 5.0 5.5 5.0 5.5
Max Green Setting (Gmax), s 21.0 78.5 21.0 78.5
Max Q Clear Time (g_c+I1), s 12.4 8.8 12.4 7.9
Green Ext Time (p_c), s 0.3 10.9 0.3 10.9
Intersection Summary
HCM 2010 Ctrl Delay 4.8
HCM 2010 LOS A
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HCM Signalized Intersection Capacity Analysis 83: Whitcomb & Prospect
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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 65 1055 13 11 417 217 7 2 25 124 0 28
Future Volume (vph) 65 1055 13 11 417 217 7 2 25 124 0 28
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 10 10 8 10 10 8 8 16 8 8 10 10
Total Lost time (s) 4.5 4.5 4.5 4.5 4.0 4.0 4.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 0.99 0.96 1.00 0.98
Flpb, ped/bikes 0.99 1.00 1.00 1.00 1.00 0.98 1.00
Frt 1.00 1.00 1.00 0.95 0.90 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.99 0.95 1.00
Satd. Flow (prot) 1641 3296 1649 3092 1809 1621 1441
Flt Permitted 0.36 1.00 0.19 1.00 0.94 0.81 1.00
Satd. Flow (perm) 616 3296 337 3092 1713 1380 1441
Peak-hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85
Adj. Flow (vph) 76 1241 15 13 491 255 8 2 29 146 0 33
RTOR Reduction (vph) 010051002400028
Lane Group Flow (vph) 76 1255 0 13 695 0 0 15 0 0 146 5
Confl. Peds. (#/hr) 6 4 4 6 7 11 11 7
Confl. Bikes (#/hr) 4 1 12
Turn Type Perm NA Perm NA Perm NA Perm NA Perm
Protected Phases 4862
Permitted Phases 4862 2
Actuated Green, G (s) 83.1 83.1 83.1 83.1 16.4 16.4 16.4
Effective Green, g (s) 84.1 84.1 84.1 84.1 17.4 17.4 17.4
Actuated g/C Ratio 0.76 0.76 0.76 0.76 0.16 0.16 0.16
Clearance Time (s) 5.5 5.5 5.5 5.5 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 470 2519 257 2363 270 218 227
v/s Ratio Prot c0.38 0.22
v/s Ratio Perm 0.12 0.04 0.01 c0.11 0.00
v/c Ratio 0.16 0.50 0.05 0.29 0.05 0.67 0.02
Uniform Delay, d1 3.5 4.9 3.2 3.9 39.3 43.6 39.1
Progression Factor 0.51 0.52 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.5 0.5 0.4 0.3 0.1 7.6 0.0
Delay (s) 2.3 3.1 3.5 4.3 39.4 51.2 39.2
Level of Service A A A A D D D
Approach Delay (s) 3.0 4.2 39.4 49.0
Approach LOS A A D D
Intersection Summary
HCM 2000 Control Delay 7.6 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.53
Actuated Cycle Length (s) 110.0 Sum of lost time (s) 8.5
Intersection Capacity Utilization 62.6% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
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Phase Number 2468
Movement SBTL EBTL NBTL WBTL
Lead/Lag
Lead-Lag Optimize
Recall Mode None C-Max None C-Max
Maximum Split (s) 26 84 26 84
Maximum Split (%) 23.6% 76.4% 23.6% 76.4%
Minimum Split (s) 23.5 24 23.5 24
Yellow Time (s) 3434
All-Red Time (s) 2 1.5 2 1.5
Minimum Initial (s) 7 10 7 10
Vehicle Extension (s) 3333
Minimum Gap (s) 3333
Time Before Reduce (s) 0000
Time To Reduce (s) 0000
Walk Time (s) 7777
Flash Dont Walk (s) 11 10 11 10
Dual Entry Yes Yes Yes Yes
Inhibit Max Yes Yes Yes Yes
Start Time (s) 38 64 38 64
End Time (s) 64 38 64 38
Yield/Force Off (s) 59 32.5 59 32.5
Yield/Force Off 170(s) 48 22.5 48 22.5
Local Start Time (s) 0 26 0 26
Local Yield (s) 21 104.5 21 104.5
Local Yield 170(s) 10 94.5 10 94.5
Intersection Summary
Cycle Length 110
Control Type Actuated-Coordinated
Natural Cycle 55
Offset: 38 (35%), Referenced to phase 4:EBTL and 8:WBTL, Start of Red
Splits and Phases: 83: Whitcomb & Prospect
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HCM 2010 Signalized Intersection Summary 83: Whitcomb & Prospect
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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 37 793 5 45 1096 245 5 6 24 349 5 179
Future Volume (veh/h) 37 793 5 45 1096 245 5 6 24 349 5 179
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 0.97 1.00 0.97 1.00 0.98 1.00 0.99
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 1824 1863 1863 1824 1824 1937 1824 1824 1863 1863
Adj Flow Rate, veh/h 40 853 4 48 1178 246 5 6 7 375 5 126
Adj No. of Lanes 120120010011
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 222222222222
Cap, veh/h 168 2092 10 348 1682 348 38 48 30 244 2 550
Arrive On Green 0.58 0.58 0.58 0.58 0.58 0.58 0.35 0.35 0.35 0.35 0.35 0.35
Sat Flow, veh/h 375 3612 17 642 2905 601 0 136 86 527 7 1571
Grp Volume(v), veh/h 40 418 439 48 714 710 18 0 0 380 0 126
Grp Sat Flow(s),veh/h/ln 375 1770 1859 642 1770 1736 222 0 0 534 0 1571
Q Serve(g_s), s 10.2 15.6 15.6 5.3 34.1 35.0 0.0 0.0 0.0 0.0 0.0 6.8
Cycle Q Clear(g_c), s 45.2 15.6 15.6 21.0 34.1 35.0 42.0 0.0 0.0 42.0 0.0 6.8
Prop In Lane 1.00 0.01 1.00 0.35 0.28 0.39 0.99 1.00
Lane Grp Cap(c), veh/h 168 1025 1077 348 1025 1006 116 0 0 247 0 550
V/C Ratio(X) 0.24 0.41 0.41 0.14 0.70 0.71 0.16 0.00 0.00 1.54 0.00 0.23
Avail Cap(c_a), veh/h 168 1025 1077 348 1025 1006 116 0 0 247 0 550
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 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 34.1 13.9 13.9 19.7 17.8 18.0 31.3 0.0 0.0 44.1 0.0 27.6
Incr Delay (d2), s/veh 3.3 1.2 1.1 0.8 3.9 4.2 0.6 0.0 0.0 262.6 0.0 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.2 7.9 8.3 1.0 17.6 17.7 0.4 0.0 0.0 26.1 0.0 3.0
LnGrp Delay(d),s/veh 37.4 15.1 15.1 20.5 21.7 22.2 31.9 0.0 0.0 306.7 0.0 27.8
LnGrp LOS D B B CCCC F C
Approach Vol, veh/h 897 1472 18 506
Approach Delay, s/veh 16.1 21.9 31.9 237.2
Approach LOS B C C F
Timer 12345678
Assigned Phs 2468
Phs Duration (G+Y+Rc), s 46.0 74.0 46.0 74.0
Change Period (Y+Rc), s 5.0 5.5 5.0 5.5
Max Green Setting (Gmax), s 41.0 68.5 41.0 68.5
Max Q Clear Time (g_c+I1), s 44.0 47.2 44.0 37.0
Green Ext Time (p_c), s 0.0 11.1 0.0 13.2
Intersection Summary
HCM 2010 Ctrl Delay 57.8
HCM 2010 LOS E
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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 37 793 5 45 1096 245 5 6 24 349 5 179
Future Volume (vph) 37 793 5 45 1096 245 5 6 24 349 5 179
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 10 10 8 10 10 8 8 16 8 8 10 10
Total Lost time (s) 4.5 4.5 4.5 4.5 4.0 4.0 4.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 0.99 0.98 1.00 0.97
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.98 1.00
Frt 1.00 1.00 1.00 0.97 0.91 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.99 0.95 1.00
Satd. Flow (prot) 1652 3300 1644 3184 1856 1629 1437
Flt Permitted 0.10 1.00 0.27 1.00 0.96 0.70 1.00
Satd. Flow (perm) 180 3300 475 3184 1785 1199 1437
Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Adj. Flow (vph) 40 853 5 48 1178 263 5 6 26 375 5 192
RTOR Reduction (vph) 000015001700046
Lane Group Flow (vph) 40 858 0 48 1426 0 0 20 0 0 380 146
Confl. Peds. (#/hr) 8 7 7 8 8 9 9 8
Confl. Bikes (#/hr) 2 2 2
Turn Type Perm NA Perm NA Perm NA Perm NA Perm
Protected Phases 4862
Permitted Phases 4862 2
Actuated Green, G (s) 70.1 70.1 70.1 70.1 39.4 39.4 39.4
Effective Green, g (s) 71.1 71.1 71.1 71.1 40.4 40.4 40.4
Actuated g/C Ratio 0.59 0.59 0.59 0.59 0.34 0.34 0.34
Clearance Time (s) 5.5 5.5 5.5 5.5 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 106 1955 281 1886 600 403 483
v/s Ratio Prot 0.26 c0.45
v/s Ratio Perm 0.22 0.10 0.01 c0.32 0.10
v/c Ratio 0.38 0.44 0.17 0.76 0.03 0.94 0.30
Uniform Delay, d1 12.8 13.5 11.1 18.0 26.7 38.7 29.4
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 9.9 0.7 1.3 2.9 0.0 30.5 0.4
Delay (s) 22.8 14.2 12.4 20.9 26.7 69.2 29.7
Level of Service C B B C C E C
Approach Delay (s) 14.6 20.6 26.7 55.9
Approach LOS B C C E
Intersection Summary
HCM 2000 Control Delay 25.6 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.82
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 8.5
Intersection Capacity Utilization 71.6% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
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Timing Report, Sorted By Phase 83: Whitcomb & Prospect
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Phase Number 2468
Movement SBTL EBTL NBTL WBTL
Lead/Lag
Lead-Lag Optimize
Recall Mode None C-Max None C-Max
Maximum Split (s) 46 74 46 74
Maximum Split (%) 38.3% 61.7% 38.3% 61.7%
Minimum Split (s) 23.5 24 23.5 24
Yellow Time (s) 3434
All-Red Time (s) 2 1.5 2 1.5
Minimum Initial (s) 7 10 7 10
Vehicle Extension (s) 3333
Minimum Gap (s) 3333
Time Before Reduce (s) 0000
Time To Reduce (s) 0000
Walk Time (s) 7777
Flash Dont Walk (s) 11 10 11 10
Dual Entry Yes Yes Yes Yes
Inhibit Max Yes Yes Yes Yes
Start Time (s) 14 60 14 60
End Time (s) 60 14 60 14
Yield/Force Off (s) 55 8.5 55 8.5
Yield/Force Off 170(s) 44 118.5 44 118.5
Local Start Time (s) 0 46 0 46
Local Yield (s) 41 114.5 41 114.5
Local Yield 170(s) 30 104.5 30 104.5
Intersection Summary
Cycle Length 120
Control Type Actuated-Coordinated
Natural Cycle 60
Offset: 14 (12%), Referenced to phase 4:EBTL and 8:WBTL, Start of Red
Splits and Phases: 83: Whitcomb & Prospect
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Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 66 75 1175 177 142 790
Future Volume (veh/h) 66 75 1175 177 142 790
Number 3 18 6 16 5 2
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 0.94 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1863 1863 1900 1863 1863
Adj Flow Rate, veh/h 78 0 1382 199 167 929
Adj No. of Lanes 112012
Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85
Percent Heavy Veh, % 222222
Cap, veh/h 117 104 2417 344 400 3033
Arrive On Green 0.07 0.00 1.00 1.00 0.09 1.00
Sat Flow, veh/h 1774 1583 3179 439 1774 3632
Grp Volume(v), veh/h 78 0 785 796 167 929
Grp Sat Flow(s),veh/h/ln 1774 1583 1770 1755 1774 1770
Q Serve(g_s), s 4.7 0.0 0.0 0.0 1.8 0.0
Cycle Q Clear(g_c), s 4.7 0.0 0.0 0.0 1.8 0.0
Prop In Lane 1.00 1.00 0.25 1.00
Lane Grp Cap(c), veh/h 117 104 1386 1375 400 3033
V/C Ratio(X) 0.67 0.00 0.57 0.58 0.42 0.31
Avail Cap(c_a), veh/h 331 295 1386 1375 527 3033
HCM Platoon Ratio 1.00 1.00 2.00 2.00 2.00 2.00
Upstream Filter(I) 1.00 0.00 0.66 0.66 0.83 0.83
Uniform Delay (d), s/veh 50.2 0.0 0.0 0.0 1.4 0.0
Incr Delay (d2), s/veh 6.5 0.0 1.1 1.2 0.6 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.5 0.0 0.4 0.4 0.9 0.1
LnGrp Delay(d),s/veh 56.7 0.0 1.1 1.2 2.0 0.2
LnGrp LOS E AAAA
Approach Vol, veh/h 78 1581 1096
Approach Delay, s/veh 56.7 1.1 0.5
Approach LOS E A A
Timer 12345678
Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 98.3 8.1 90.2 11.7
Change Period (Y+Rc), s 5.0 4.0 5.0 5.5
Max Green Setting (Gmax), s 80.0 12.0 64.0 19.5
Max Q Clear Time (g_c+I1), s 2.0 3.8 2.0 6.7
Green Ext Time (p_c), s 18.7 0.3 18.2 0.1
Intersection Summary
HCM 2010 Ctrl Delay 2.4
HCM 2010 LOS A
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Timing Report, Sorted By Phase 116: Shields & Lake
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Phase Number 2568
Movement SBTL SBL NBT WBL
Lead/Lag Lead Lag
Lead-Lag Optimize
Recall Mode C-Max None C-Max None
Maximum Split (s) 85 16 69 25
Maximum Split (%) 77.3% 14.5% 62.7% 22.7%
Minimum Split (s) 17 11 23.5 24.5
Yellow Time (s) 3.5 3 3.5 3
All-Red Time (s) 1.5 1 1.5 2.5
Minimum Initial (s) 10 4 10 4
Vehicle Extension (s) 3333
Minimum Gap (s) 3333
Time Before Reduce (s) 0000
Time To Reduce (s) 0000
Walk Time (s) 7 7
Flash Dont Walk (s) 11 12
Dual Entry Yes No Yes Yes
Inhibit Max Yes Yes Yes Yes
Start Time (s) 81 81 97 56
End Time (s) 56 97 56 81
Yield/Force Off (s) 51 93 51 75.5
Yield/Force Off 170(s) 51 93 40 63.5
Local Start Time (s) 25 25 41 0
Local Yield (s) 105 37 105 19.5
Local Yield 170(s) 105 37 94 7.5
Intersection Summary
Cycle Length 110
Control Type Actuated-Coordinated
Natural Cycle 80
Offset: 56 (51%), Referenced to phase 2:SBTL and 6:NBT, Start of Red
Splits and Phases: 116: Shields & Lake
56
HCM 2010 Signalized Intersection Summary 116: Shields & Lake
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Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 177 203 1256 153 168 1427
Future Volume (veh/h) 177 203 1256 153 168 1427
Number 3 18 6 16 5 2
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 0.96 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1863 1863 1824 1863 1863
Adj Flow Rate, veh/h 195 89 1380 160 185 1568
Adj No. of Lanes 112012
Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91
Percent Heavy Veh, % 222222
Cap, veh/h 242 216 2281 262 391 2805
Arrive On Green 0.14 0.14 1.00 1.00 0.07 1.00
Sat Flow, veh/h 1774 1583 3279 366 1774 3632
Grp Volume(v), veh/h 195 89 762 778 185 1568
Grp Sat Flow(s),veh/h/ln 1774 1583 1770 1782 1774 1770
Q Serve(g_s), s 12.8 6.2 0.0 0.0 3.1 0.0
Cycle Q Clear(g_c), s 12.8 6.2 0.0 0.0 3.1 0.0
Prop In Lane 1.00 1.00 0.21 1.00
Lane Grp Cap(c), veh/h 242 216 1267 1276 391 2805
V/C Ratio(X) 0.80 0.41 0.60 0.61 0.47 0.56
Avail Cap(c_a), veh/h 347 310 1267 1276 418 2805
HCM Platoon Ratio 1.00 1.00 2.00 2.00 1.33 1.33
Upstream Filter(I) 1.00 1.00 0.44 0.44 0.36 0.36
Uniform Delay (d), s/veh 50.3 47.4 0.0 0.0 3.1 0.0
Incr Delay (d2), s/veh 8.7 1.3 0.9 1.0 0.3 0.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 6.9 2.8 0.3 0.3 1.4 0.1
LnGrp Delay(d),s/veh 59.0 48.6 0.9 1.0 3.4 0.3
LnGrp LOS E D AAAA
Approach Vol, veh/h 284 1540 1753
Approach Delay, s/veh 55.7 1.0 0.6
Approach LOS E A A
Timer 12345678
Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 99.1 9.2 89.9 20.9
Change Period (Y+Rc), s 5.0 4.0 5.0 5.5
Max Green Setting (Gmax), s 87.0 7.0 76.0 22.5
Max Q Clear Time (g_c+I1), s 2.0 5.1 2.0 14.8
Green Ext Time (p_c), s 31.4 0.1 30.2 0.6
Intersection Summary
HCM 2010 Ctrl Delay 5.1
HCM 2010 LOS A
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Timing Report, Sorted By Phase 116: Shields & Lake
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Phase Number 2568
Movement SBTL SBL NBT WBL
Lead/Lag Lead Lag
Lead-Lag Optimize
Recall Mode C-Max None C-Max None
Maximum Split (s) 92 11 81 28
Maximum Split (%) 76.7% 9.2% 67.5% 23.3%
Minimum Split (s) 17 11 23.5 24.5
Yellow Time (s) 3.5 3 3.5 3
All-Red Time (s) 1.5 1 1.5 2.5
Minimum Initial (s) 10 4 10 4
Vehicle Extension (s) 3333
Minimum Gap (s) 3333
Time Before Reduce (s) 0000
Time To Reduce (s) 0000
Walk Time (s) 7 7
Flash Dont Walk (s) 11 12
Dual Entry Yes No Yes Yes
Inhibit Max Yes Yes Yes Yes
Start Time (s) 33 33 44 5
End Time (s) 5 44 5 33
Yield/Force Off (s) 0 40 0 27.5
Yield/Force Off 170(s) 0 40 109 15.5
Local Start Time (s) 28 28 39 0
Local Yield (s) 115 35 115 22.5
Local Yield 170(s) 115 35 104 10.5
Intersection Summary
Cycle Length 120
Control Type Actuated-Coordinated
Natural Cycle 80
Offset: 5 (4%), Referenced to phase 2:SBTL and 6:NBT, Start of Red
Splits and Phases: 116: Shields & Lake
58
HCM 2010 TWSC 4: Site Access & Lake
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Intersection
Int Delay, s/veh 3.2
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 328 18 14 57 66 54
Future Vol, veh/h 328 18 14 57 66 54
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 85 85 85 85 85 85
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 386 21 16 67 78 64
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 407 0 496 396
Stage 1 - - - - 396 -
Stage 2 - - - - 100 -
Critical Hdwy - - 4.12 - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy - - 2.218 - 3.518 3.318
Pot Cap-1 Maneuver - - 1152 - 533 653
Stage 1 - - - - 680 -
Stage 2 - - - - 924 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 1152 - 526 653
Mov Cap-2 Maneuver - - - - 526 -
Stage 1 - - - - 680 -
Stage 2 - - - - 911 -
Approach EB WB NB
HCM Control Delay, s 0 1.6 13.3
HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT
Capacity (veh/h) 576 - - 1152 -
HCM Lane V/C Ratio 0.245 - - 0.014 -
HCM Control Delay (s) 13.3 - - 8.2 0
HCM Lane LOS B - - A A
HCM 95th %tile Q(veh) 1 - - 0 -
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HCM 2010 TWSC 7: Site Access & Lake
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Intersection
Int Delay, s/veh 3.5
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 186 119 97 345 66 54
Future Vol, veh/h 186 119 97 345 66 54
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 90 90 90 90 90 90
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 207 132 108 383 73 60
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 339 0 872 273
Stage 1 - - - - 273 -
Stage 2 - - - - 599 -
Critical Hdwy - - 4.12 - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy - - 2.218 - 3.518 3.318
Pot Cap-1 Maneuver - - 1220 - 321 766
Stage 1 - - - - 773 -
Stage 2 - - - - 549 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 1220 - 285 766
Mov Cap-2 Maneuver - - - - 285 -
Stage 1 - - - - 773 -
Stage 2 - - - - 488 -
Approach EB WB NB
HCM Control Delay, s 0 1.8 18.6
HCM LOS C
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT
Capacity (veh/h) 397 - - 1220 -
HCM Lane V/C Ratio 0.336 - - 0.088 -
HCM Control Delay (s) 18.6 - - 8.2 0
HCM Lane LOS C - - A A
HCM 95th %tile Q(veh) 1.5 - - 0.3 -
60
APPENDIX G
61
HCM 2010 Signalized Intersection Summary 83: Whitcomb & Prospect
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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 75 1215 15 15 485 250 10 5 25 130 5 30
Future Volume (veh/h) 75 1215 15 15 485 250 10 5 25 130 5 30
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 0.97 1.00 0.98 0.99 0.95 0.99 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 1863 1863 1824 1863 1863 1824 1824 1937 1824 1824 1863 1863
Adj Flow Rate, veh/h 88 1429 17 18 571 230 12 6 1 153 6 1
Adj No. of Lanes 120120010011
Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85
Percent Heavy Veh, % 222222222222
Cap, veh/h 530 2724 32 344 1861 748 88 36 4 258 8 251
Arrive On Green 1.00 1.00 1.00 0.76 0.76 0.76 0.16 0.16 0.16 0.16 0.16 0.16
Sat Flow, veh/h 676 3581 43 367 2447 983 211 224 24 1195 47 1551
Grp Volume(v), veh/h 88 706 740 18 413 388 19 0 0 159 0 1
Grp Sat Flow(s),veh/h/ln 676 1770 1854 367 1770 1660 459 0 0 1242 0 1551
Q Serve(g_s), s 1.7 0.0 0.0 1.4 8.0 8.0 0.2 0.0 0.0 0.0 0.0 0.1
Cycle Q Clear(g_c), s 9.7 0.0 0.0 1.4 8.0 8.0 14.2 0.0 0.0 14.1 0.0 0.1
Prop In Lane 1.00 0.02 1.00 0.59 0.63 0.05 0.96 1.00
Lane Grp Cap(c), veh/h 530 1346 1410 344 1346 1263 128 0 0 266 0 251
V/C Ratio(X) 0.17 0.52 0.52 0.05 0.31 0.31 0.15 0.00 0.00 0.60 0.00 0.00
Avail Cap(c_a), veh/h 530 1346 1410 344 1346 1263 187 0 0 319 0 310
HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.55 0.55 0.55 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 0.5 0.0 0.0 3.3 4.1 4.1 39.8 0.0 0.0 44.5 0.0 38.6
Incr Delay (d2), s/veh 0.4 0.8 0.8 0.3 0.6 0.6 0.5 0.0 0.0 2.2 0.0 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 BackOfQ(50%),veh/ln 0.3 0.3 0.3 0.2 4.1 3.9 0.5 0.0 0.0 4.8 0.0 0.0
LnGrp Delay(d),s/veh 0.8 0.8 0.8 3.6 4.7 4.7 40.3 0.0 0.0 46.7 0.0 38.6
LnGrp LOS AAAAAAD D D
Approach Vol, veh/h 1534 819 19 160
Approach Delay, s/veh 0.8 4.7 40.3 46.6
Approach LOS A A D D
Timer 12345678
Assigned Phs 2468
Phs Duration (G+Y+Rc), s 21.8 88.2 21.8 88.2
Change Period (Y+Rc), s 5.0 5.5 5.0 5.5
Max Green Setting (Gmax), s 21.0 78.5 21.0 78.5
Max Q Clear Time (g_c+I1), s 16.1 11.7 16.2 10.0
Green Ext Time (p_c), s 0.2 15.2 0.2 15.2
Intersection Summary
HCM 2010 Ctrl Delay 5.3
HCM 2010 LOS A
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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 75 1215 15 15 485 250 10 5 25 130 5 30
Future Volume (vph) 75 1215 15 15 485 250 10 5 25 130 5 30
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 10 10 8 10 10 8 8 16 8 8 10 10
Total Lost time (s) 4.5 4.5 4.5 4.5 4.0 4.0 4.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 0.99 0.97 1.00 0.98
Flpb, ped/bikes 0.99 1.00 1.00 1.00 1.00 0.98 1.00
Frt 1.00 1.00 1.00 0.95 0.92 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.99 0.95 1.00
Satd. Flow (prot) 1643 3296 1650 3093 1851 1630 1441
Flt Permitted 0.31 1.00 0.15 1.00 0.91 0.75 1.00
Satd. Flow (perm) 535 3296 259 3093 1715 1281 1441
Peak-hour factor, PHF 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85
Adj. Flow (vph) 88 1429 18 18 571 294 12 6 29 153 6 35
RTOR Reduction (vph) 010053002400029
Lane Group Flow (vph) 88 1446 0 18 812 0 0 23 0 0 159 6
Confl. Peds. (#/hr) 6 4 4 6 7 11 11 7
Confl. Bikes (#/hr) 4 1 12
Turn Type Perm NA Perm NA Perm NA Perm NA Perm
Protected Phases 4862
Permitted Phases 4862 2
Actuated Green, G (s) 82.0 82.0 82.0 82.0 17.5 17.5 17.5
Effective Green, g (s) 83.0 83.0 83.0 83.0 18.5 18.5 18.5
Actuated g/C Ratio 0.75 0.75 0.75 0.75 0.17 0.17 0.17
Clearance Time (s) 5.5 5.5 5.5 5.5 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 403 2486 195 2333 288 215 242
v/s Ratio Prot c0.44 0.26
v/s Ratio Perm 0.16 0.07 0.01 c0.12 0.00
v/c Ratio 0.22 0.58 0.09 0.35 0.08 0.74 0.02
Uniform Delay, d1 4.0 5.9 3.6 4.5 38.6 43.5 38.2
Progression Factor 0.54 0.59 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 1.0 0.8 0.9 0.4 0.1 12.5 0.0
Delay (s) 3.2 4.3 4.5 4.9 38.7 56.0 38.3
Level of Service A A A A D E D
Approach Delay (s) 4.2 4.9 38.7 52.8
Approach LOS A A D D
Intersection Summary
HCM 2000 Control Delay 8.6 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.61
Actuated Cycle Length (s) 110.0 Sum of lost time (s) 8.5
Intersection Capacity Utilization 67.5% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
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Timing Report, Sorted By Phase 83: Whitcomb & Prospect
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Phase Number 2468
Movement SBTL EBTL NBTL WBTL
Lead/Lag
Lead-Lag Optimize
Recall Mode None C-Max None C-Max
Maximum Split (s) 26 84 26 84
Maximum Split (%) 23.6% 76.4% 23.6% 76.4%
Minimum Split (s) 23.5 24 23.5 24
Yellow Time (s) 3434
All-Red Time (s) 2 1.5 2 1.5
Minimum Initial (s) 7 10 7 10
Vehicle Extension (s) 3333
Minimum Gap (s) 3333
Time Before Reduce (s) 0000
Time To Reduce (s) 0000
Walk Time (s) 7777
Flash Dont Walk (s) 11 10 11 10
Dual Entry Yes Yes Yes Yes
Inhibit Max Yes Yes Yes Yes
Start Time (s) 38 64 38 64
End Time (s) 64 38 64 38
Yield/Force Off (s) 59 32.5 59 32.5
Yield/Force Off 170(s) 48 22.5 48 22.5
Local Start Time (s) 0 26 0 26
Local Yield (s) 21 104.5 21 104.5
Local Yield 170(s) 10 94.5 10 94.5
Intersection Summary
Cycle Length 110
Control Type Actuated-Coordinated
Natural Cycle 60
Offset: 38 (35%), Referenced to phase 4:EBTL and 8:WBTL, Start of Red
Splits and Phases: 83: Whitcomb & Prospect
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HCM 2010 Signalized Intersection Summary 83: Whitcomb & Prospect
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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 45 910 5 45 1265 260 5 5 25 390 5 200
Future Volume (veh/h) 45 910 5 45 1265 260 5 5 25 390 5 200
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 0.97 1.00 0.97 1.00 0.98 1.00 0.99
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 1824 1863 1863 1824 1824 1937 1824 1824 1863 1863
Adj Flow Rate, veh/h 47 958 4 47 1332 259 5 5 7 411 5 191
Adj No. of Lanes 120120010011
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
Percent Heavy Veh, % 222222222222
Cap, veh/h 131 2093 9 309 1708 327 39 42 29 254 2 550
Arrive On Green 0.58 0.58 0.58 0.58 0.58 0.58 0.35 0.35 0.35 0.35 0.35 0.35
Sat Flow, veh/h 319 3614 15 581 2949 565 0 120 84 555 7 1571
Grp Volume(v), veh/h 47 469 493 47 791 800 17 0 0 416 0 191
Grp Sat Flow(s),veh/h/ln 319 1770 1860 581 1770 1744 204 0 0 562 0 1571
Q Serve(g_s), s 16.1 18.2 18.2 6.0 40.8 42.8 0.0 0.0 0.0 0.0 0.0 10.8
Cycle Q Clear(g_c), s 58.9 18.2 18.2 24.3 40.8 42.8 42.0 0.0 0.0 42.0 0.0 10.8
Prop In Lane 1.00 0.01 1.00 0.32 0.29 0.41 0.99 1.00
Lane Grp Cap(c), veh/h 131 1025 1077 309 1025 1010 110 0 0 256 0 550
V/C Ratio(X) 0.36 0.46 0.46 0.15 0.77 0.79 0.15 0.00 0.00 1.62 0.00 0.35
Avail Cap(c_a), veh/h 131 1025 1077 309 1025 1010 110 0 0 256 0 550
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 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 42.5 14.5 14.5 21.4 19.2 19.6 31.4 0.0 0.0 43.9 0.0 28.9
Incr Delay (d2), s/veh 7.5 1.5 1.4 1.0 5.6 6.4 0.6 0.0 0.0 297.3 0.0 0.4
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 BackOfQ(50%),veh/ln 1.7 9.3 9.7 1.1 21.4 22.2 0.4 0.0 0.0 29.7 0.0 4.7
LnGrp Delay(d),s/veh 50.0 15.9 15.9 22.4 24.8 26.0 32.0 0.0 0.0 341.2 0.0 29.2
LnGrp LOS D B B CCCC F C
Approach Vol, veh/h 1009 1638 17 607
Approach Delay, s/veh 17.5 25.3 32.0 243.1
Approach LOS B C C F
Timer 12345678
Assigned Phs 2468
Phs Duration (G+Y+Rc), s 46.0 74.0 46.0 74.0
Change Period (Y+Rc), s 5.0 5.5 5.0 5.5
Max Green Setting (Gmax), s 41.0 68.5 41.0 68.5
Max Q Clear Time (g_c+I1), s 44.0 60.9 44.0 44.8
Green Ext Time (p_c), s 0.0 6.0 0.0 13.8
Intersection Summary
HCM 2010 Ctrl Delay 63.4
HCM 2010 LOS E
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HCM Signalized Intersection Capacity Analysis 83: Whitcomb & Prospect
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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 45 910 5 45 1265 260 5 5 25 390 5 200
Future Volume (vph) 45 910 5 45 1265 260 5 5 25 390 5 200
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Lane Width 10 10 8 10 10 8 8 16 8 8 10 10
Total Lost time (s) 4.5 4.5 4.5 4.5 4.0 4.0 4.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00
Frpb, ped/bikes 1.00 1.00 1.00 0.99 0.98 1.00 0.97
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.98 1.00
Frt 1.00 1.00 1.00 0.97 0.90 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.99 0.95 1.00
Satd. Flow (prot) 1652 3300 1646 3192 1850 1629 1437
Flt Permitted 0.07 1.00 0.23 1.00 0.95 0.70 1.00
Satd. Flow (perm) 114 3300 402 3192 1774 1200 1437
Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Adj. Flow (vph) 47 958 5 47 1332 274 5 5 26 411 5 211
RTOR Reduction (vph) 000014001700031
Lane Group Flow (vph) 47 963 0 47 1592 0 0 19 0 0 416 180
Confl. Peds. (#/hr) 8 7 7 8 8 9 9 8
Confl. Bikes (#/hr) 2 2 2
Turn Type Perm NA Perm NA Perm NA Perm NA Perm
Protected Phases 4862
Permitted Phases 4862 2
Actuated Green, G (s) 68.5 68.5 68.5 68.5 41.0 41.0 41.0
Effective Green, g (s) 69.5 69.5 69.5 69.5 42.0 42.0 42.0
Actuated g/C Ratio 0.58 0.58 0.58 0.58 0.35 0.35 0.35
Clearance Time (s) 5.5 5.5 5.5 5.5 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 66 1911 232 1848 620 420 502
v/s Ratio Prot 0.29 c0.50
v/s Ratio Perm 0.41 0.12 0.01 c0.35 0.13
v/c Ratio 0.71 0.50 0.20 0.86 0.03 0.99 0.36
Uniform Delay, d1 18.1 15.0 12.0 21.2 25.6 38.8 29.0
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 49.0 1.0 2.0 5.6 0.0 41.3 0.4
Delay (s) 67.0 16.0 14.0 26.8 25.6 80.1 29.4
Level of Service E B B C C F C
Approach Delay (s) 18.3 26.4 25.6 63.0
Approach LOS B C C E
Intersection Summary
HCM 2000 Control Delay 30.8 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.91
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 8.5
Intersection Capacity Utilization 79.0% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
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Phase Number 2468
Movement SBTL EBTL NBTL WBTL
Lead/Lag
Lead-Lag Optimize
Recall Mode None C-Max None C-Max
Maximum Split (s) 46 74 46 74
Maximum Split (%) 38.3% 61.7% 38.3% 61.7%
Minimum Split (s) 23.5 24 23.5 24
Yellow Time (s) 3434
All-Red Time (s) 2 1.5 2 1.5
Minimum Initial (s) 7 10 7 10
Vehicle Extension (s) 3333
Minimum Gap (s) 3333
Time Before Reduce (s) 0000
Time To Reduce (s) 0000
Walk Time (s) 7777
Flash Dont Walk (s) 11 10 11 10
Dual Entry Yes Yes Yes Yes
Inhibit Max Yes Yes Yes Yes
Start Time (s) 14 60 14 60
End Time (s) 60 14 60 14
Yield/Force Off (s) 55 8.5 55 8.5
Yield/Force Off 170(s) 44 118.5 44 118.5
Local Start Time (s) 0 46 0 46
Local Yield (s) 41 114.5 41 114.5
Local Yield 170(s) 30 104.5 30 104.5
Intersection Summary
Cycle Length 120
Control Type Actuated-Coordinated
Natural Cycle 70
Offset: 14 (12%), Referenced to phase 4:EBTL and 8:WBTL, Start of Red
Splits and Phases: 83: Whitcomb & Prospect
67
HCM 2010 Signalized Intersection Summary 93: Whitcomb & Prospect
nb/sb split phasing long total am
City of Fort Collins Signal Timing 8:00 am 03/06/2008 Final Timings - 2009 Synchro 9 Light Report
Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 75 1215 15 15 485 250 10 5 25 130 5 30
Future Volume (veh/h) 75 1215 15 15 485 250 10 5 25 130 5 30
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 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 1824 1863 1863 1900 1900 1937 1824 1900 1863 1937
Adj Flow Rate, veh/h 83 1350 16 17 539 267 11 6 0 144 6 0
Adj No. of Lanes 120120010011
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 222222222222
Cap, veh/h 506 2660 32 293 1703 842 46 25 0 189 8 182
Arrive On Green 0.74 0.74 0.74 0.74 0.74 0.74 0.04 0.04 0.00 0.11 0.11 0.00
Sat Flow, veh/h 673 3582 42 396 2294 1133 1214 662 0 1706 71 1647
Grp Volume(v), veh/h 83 667 699 17 416 390 17 0 0 150 0 0
Grp Sat Flow(s),veh/h/ln 673 1770 1855 396 1770 1657 1877 0 0 1777 0 1647
Q Serve(g_s), s 5.7 18.7 18.7 2.2 9.5 9.5 1.1 0.0 0.0 9.8 0.0 0.0
Cycle Q Clear(g_c), s 15.2 18.7 18.7 20.9 9.5 9.5 1.1 0.0 0.0 9.8 0.0 0.0
Prop In Lane 1.00 0.02 1.00 0.68 0.65 0.00 0.96 1.00
Lane Grp Cap(c), veh/h 506 1314 1378 293 1314 1231 72 0 0 197 0 182
V/C Ratio(X) 0.16 0.51 0.51 0.06 0.32 0.32 0.24 0.00 0.00 0.76 0.00 0.00
Avail Cap(c_a), veh/h 506 1314 1378 293 1314 1231 336 0 0 333 0 309
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 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 7.8 6.4 6.4 10.7 5.2 5.2 56.0 0.0 0.0 51.8 0.0 0.0
Incr Delay (d2), s/veh 0.7 1.4 1.3 0.4 0.6 0.7 1.7 0.0 0.0 6.0 0.0 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 BackOfQ(50%),veh/ln 1.2 9.4 9.8 0.3 4.8 4.6 0.6 0.0 0.0 5.2 0.0 0.0
LnGrp Delay(d),s/veh 8.5 7.8 7.7 11.1 5.8 5.9 57.7 0.0 0.0 57.8 0.0 0.0
LnGrp LOS AAABAAE E
Approach Vol, veh/h 1449 823 17 150
Approach Delay, s/veh 7.8 6.0 57.7 57.8
Approach LOS AAEE
Timer 12345678
Assigned Phs 2468
Phs Duration (G+Y+Rc), s 17.8 93.1 9.1 93.1
Change Period (Y+Rc), s 5.5 5.0 5.5 5.0
Max Green Setting (Gmax), s 21.5 62.0 20.5 62.0
Max Q Clear Time (g_c+I1), s 11.8 20.7 3.1 22.9
Green Ext Time (p_c), s 0.3 13.1 0.0 12.9
Intersection Summary
HCM 2010 Ctrl Delay 10.6
HCM 2010 LOS B
Notes
68
Timing Report, Sorted By Phase 93: Whitcomb & Prospect
nb/sb split phasing long total am
City of Fort Collins Signal Timing 8:00 am 03/06/2008 Final Timings - 2009 Synchro 9 Light Report
Page 3
Phase Number 2468
Movement SBTL EBTL NBTL WBTL
Lead/Lag
Lead-Lag Optimize
Recall Mode None C-Max None C-Max
Maximum Split (s) 27 67 26 67
Maximum Split (%) 22.5% 55.8% 21.7% 55.8%
Minimum Split (s) 25.5 22 25.5 22.5
Yellow Time (s) 4434
All-Red Time (s) 1.5 1 2.5 1
Minimum Initial (s) 7 10 7 10
Vehicle Extension (s) 3333
Minimum Gap (s) 3333
Time Before Reduce (s) 0000
Time To Reduce (s) 0000
Walk Time (s) 7777
Flash Dont Walk (s) 13 10 13 10
Dual Entry Yes Yes Yes Yes
Inhibit Max No No No No
Start Time (s) 0 53 27 53
End Time (s) 27 0 53 0
Yield/Force Off (s) 21.5 115 47.5 115
Yield/Force Off 170(s) 8.5 105 34.5 105
Local Start Time (s) 0 53 27 53
Local Yield (s) 21.5 115 47.5 115
Local Yield 170(s) 8.5 105 34.5 105
Intersection Summary
Cycle Length 120
Control Type Actuated-Coordinated
Natural Cycle 90
Offset: 0 (0%), Referenced to phase 4:EBTL and 8:WBTL, Start of Red
Splits and Phases: 93: Whitcomb & Prospect
69
HCM 2010 Signalized Intersection Summary 93: Whitcomb & Prospect
nb/sb split phasing long total pm
City of Fort Collins Signal Timing 8:00 am 03/06/2008 Final Timings - 2009 Synchro 9 Light Report
Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 45 910 5 45 1265 260 5 5 25 390 5 200
Future Volume (veh/h) 45 910 5 45 1265 260 5 5 25 390 5 200
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 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 1824 1863 1863 1900 1900 1937 1824 1900 1863 1937
Adj Flow Rate, veh/h 50 1011 5 50 1406 278 6 6 0 433 6 51
Adj No. of Lanes 120120010011
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 222222222222
Cap, veh/h 128 2185 11 309 1787 347 31 31 0 445 6 418
Arrive On Green 0.61 0.61 0.61 0.61 0.61 0.61 0.03 0.03 0.00 0.25 0.25 0.25
Sat Flow, veh/h 292 3611 18 553 2954 574 945 945 0 1751 24 1643
Grp Volume(v), veh/h 50 495 521 50 832 852 12 0 0 439 0 51
Grp Sat Flow(s),veh/h/ln 292 1770 1859 553 1770 1758 1890 0 0 1775 0 1643
Q Serve(g_s), s 19.0 18.4 18.4 6.5 42.1 44.6 0.7 0.0 0.0 29.4 0.0 2.9
Cycle Q Clear(g_c), s 63.6 18.4 18.4 25.0 42.1 44.6 0.7 0.0 0.0 29.4 0.0 2.9
Prop In Lane 1.00 0.01 1.00 0.33 0.50 0.00 0.99 1.00
Lane Grp Cap(c), veh/h 128 1071 1125 309 1071 1064 61 0 0 451 0 418
V/C Ratio(X) 0.39 0.46 0.46 0.16 0.78 0.80 0.20 0.00 0.00 0.97 0.00 0.12
Avail Cap(c_a), veh/h 128 1071 1125 309 1071 1064 339 0 0 451 0 418
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 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 42.5 13.0 13.0 19.9 17.7 18.2 56.5 0.0 0.0 44.3 0.0 34.4
Incr Delay (d2), s/veh 8.7 1.4 1.4 1.1 5.6 6.4 1.5 0.0 0.0 35.3 0.0 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 1.8 9.4 9.8 1.1 22.0 23.4 0.4 0.0 0.0 18.8 0.0 1.3
LnGrp Delay(d),s/veh 51.2 14.4 14.4 21.0 23.2 24.5 58.1 0.0 0.0 79.6 0.0 34.6
LnGrp LOS D B B C C C E E C
Approach Vol, veh/h 1066 1734 12 490
Approach Delay, s/veh 16.1 23.8 58.1 74.9
Approach LOS B C E E
Timer 12345678
Assigned Phs 2468
Phs Duration (G+Y+Rc), s 35.0 76.6 8.4 76.6
Change Period (Y+Rc), s 5.5 5.0 5.5 5.0
Max Green Setting (Gmax), s 29.5 54.0 20.5 54.0
Max Q Clear Time (g_c+I1), s 31.4 65.6 2.7 46.6
Green Ext Time (p_c), s 0.0 0.0 0.0 6.1
Intersection Summary
HCM 2010 Ctrl Delay 29.0
HCM 2010 LOS C
Notes
70
Timing Report, Sorted By Phase 93: Whitcomb & Prospect
nb/sb split phasing long total pm
City of Fort Collins Signal Timing 8:00 am 03/06/2008 Final Timings - 2009 Synchro 9 Light Report
Page 3
Phase Number 2468
Movement SBTL EBTL NBTL WBTL
Lead/Lag
Lead-Lag Optimize
Recall Mode None C-Max None C-Max
Maximum Split (s) 35 59 26 59
Maximum Split (%) 29.2% 49.2% 21.7% 49.2%
Minimum Split (s) 25.5 22 25.5 22.5
Yellow Time (s) 4434
All-Red Time (s) 1.5 1 2.5 1
Minimum Initial (s) 7 10 7 10
Vehicle Extension (s) 3333
Minimum Gap (s) 3333
Time Before Reduce (s) 0000
Time To Reduce (s) 0000
Walk Time (s) 7777
Flash Dont Walk (s) 13 10 13 10
Dual Entry Yes Yes Yes Yes
Inhibit Max No No No No
Start Time (s) 0 61 35 61
End Time (s) 35 0 61 0
Yield/Force Off (s) 29.5 115 55.5 115
Yield/Force Off 170(s) 16.5 105 42.5 105
Local Start Time (s) 0 61 35 61
Local Yield (s) 29.5 115 55.5 115
Local Yield 170(s) 16.5 105 42.5 105
Intersection Summary
Cycle Length 120
Control Type Actuated-Coordinated
Natural Cycle 150
Offset: 0 (0%), Referenced to phase 4:EBTL and 8:WBTL, Start of Red
Splits and Phases: 93: Whitcomb & Prospect
71
HCM 2010 Signalized Intersection Summary 93: Whitcomb & Prospect
dual sb lt and nb lt long total am
City of Fort Collins Signal Timing 8:00 am 03/06/2008 Final Timings - 2009 Synchro 9 Light Report
Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 75 1215 15 15 485 250 10 5 25 130 5 30
Future Volume (veh/h) 75 1215 15 15 485 250 10 5 25 130 5 30
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 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 1824 1863 1863 1900 1863 1937 1824 1863 1863 1937
Adj Flow Rate, veh/h 83 1350 16 17 539 246 11 6 0 148 0 0
Adj No. of Lanes 120120110201
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 222222222222
Cap, veh/h 544 2746 33 313 1811 824 70 77 0 269 0 125
Arrive On Green 0.77 0.77 0.77 0.77 0.77 0.77 0.04 0.04 0.00 0.08 0.00 0.00
Sat Flow, veh/h 686 3582 42 396 2363 1075 1774 1937 0 3548 0 1647
Grp Volume(v), veh/h 83 667 699 17 403 382 11 6 0 148 0 0
Grp Sat Flow(s),veh/h/ln 686 1770 1855 396 1770 1668 1774 1937 0 1774 0 1647
Q Serve(g_s), s 4.6 15.5 15.5 1.8 7.6 7.6 0.7 0.3 0.0 4.4 0.0 0.0
Cycle Q Clear(g_c), s 12.2 15.5 15.5 17.4 7.6 7.6 0.7 0.3 0.0 4.4 0.0 0.0
Prop In Lane 1.00 0.02 1.00 0.64 1.00 0.00 1.00 1.00
Lane Grp Cap(c), veh/h 544 1356 1422 313 1356 1279 70 77 0 269 0 125
V/C Ratio(X) 0.15 0.49 0.49 0.05 0.30 0.30 0.16 0.08 0.00 0.55 0.00 0.00
Avail Cap(c_a), veh/h 544 1356 1422 313 1356 1279 347 379 0 726 0 337
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 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 5.7 4.8 4.8 8.1 3.9 3.9 51.0 50.9 0.0 49.0 0.0 0.0
Incr Delay (d2), s/veh 0.6 1.3 1.2 0.3 0.6 0.6 1.0 0.4 0.0 1.8 0.0 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 BackOfQ(50%),veh/ln 0.9 7.9 8.3 0.2 3.8 3.7 0.3 0.2 0.0 2.2 0.0 0.0
LnGrp Delay(d),s/veh 6.3 6.1 6.0 8.4 4.4 4.5 52.1 51.3 0.0 50.8 0.0 0.0
LnGrp LOS AAAAAADD D
Approach Vol, veh/h 1449 802 17 148
Approach Delay, s/veh 6.1 4.5 51.8 50.8
Approach LOS A A D D
Timer 12345678
Assigned Phs 2468
Phs Duration (G+Y+Rc), s 12.8 88.3 8.9 88.3
Change Period (Y+Rc), s 5.5 5.0 5.5 5.0
Max Green Setting (Gmax), s 21.5 52.0 20.5 52.0
Max Q Clear Time (g_c+I1), s 6.4 17.5 2.7 19.4
Green Ext Time (p_c), s 0.4 12.3 0.0 12.1
Intersection Summary
HCM 2010 Ctrl Delay 8.6
HCM 2010 LOS A
Notes
72
Timing Report, Sorted By Phase 93: Whitcomb & Prospect
dual sb lt and nb lt long total am
City of Fort Collins Signal Timing 8:00 am 03/06/2008 Final Timings - 2009 Synchro 9 Light Report
Page 3
Phase Number 2468
Movement SBTL EBTL NBTL WBTL
Lead/Lag
Lead-Lag Optimize
Recall Mode None C-Max None C-Max
Maximum Split (s) 27 57 26 57
Maximum Split (%) 24.5% 51.8% 23.6% 51.8%
Minimum Split (s) 25.5 22 25.5 22.5
Yellow Time (s) 4434
All-Red Time (s) 1.5 1 2.5 1
Minimum Initial (s) 7 10 7 10
Vehicle Extension (s) 3333
Minimum Gap (s) 3333
Time Before Reduce (s) 0000
Time To Reduce (s) 0000
Walk Time (s) 7777
Flash Dont Walk (s) 13 10 13 10
Dual Entry Yes Yes Yes Yes
Inhibit Max No No No No
Start Time (s) 0 53 27 53
End Time (s) 27 0 53 0
Yield/Force Off (s) 21.5 105 47.5 105
Yield/Force Off 170(s) 8.5 95 34.5 95
Local Start Time (s) 0 53 27 53
Local Yield (s) 21.5 105 47.5 105
Local Yield 170(s) 8.5 95 34.5 95
Intersection Summary
Cycle Length 110
Control Type Actuated-Coordinated
Natural Cycle 90
Offset: 0 (0%), Referenced to phase 4:EBTL and 8:WBTL, Start of Red
Splits and Phases: 93: Whitcomb & Prospect
73
HCM 2010 Signalized Intersection Summary 93: Whitcomb & Prospect
dual sb lt and nb lt long total pm
City of Fort Collins Signal Timing 8:00 am 03/06/2008 Final Timings - 2009 Synchro 9 Light Report
Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 45 910 5 45 1265 260 5 5 25 390 5 200
Future Volume (veh/h) 45 910 5 45 1265 260 5 5 25 390 5 200
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 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 1824 1863 1863 1900 1863 1937 1824 1863 1863 1937
Adj Flow Rate, veh/h 50 1011 5 50 1406 278 6 6 0 437 0 51
Adj No. of Lanes 120120110201
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 222222222222
Cap, veh/h 186 2555 13 388 2090 406 58 63 0 538 0 249
Arrive On Green 0.71 0.71 0.71 0.71 0.71 0.71 0.03 0.03 0.00 0.15 0.00 0.15
Sat Flow, veh/h 292 3611 18 553 2955 574 1774 1937 0 3548 0 1640
Grp Volume(v), veh/h 50 495 521 50 832 852 6 6 0 437 0 51
Grp Sat Flow(s),veh/h/ln 292 1770 1860 553 1770 1759 1774 1937 0 1774 0 1640
Q Serve(g_s), s 14.1 13.6 13.6 4.9 31.1 33.0 0.4 0.4 0.0 14.3 0.0 3.3
Cycle Q Clear(g_c), s 47.1 13.6 13.6 18.5 31.1 33.0 0.4 0.4 0.0 14.3 0.0 3.3
Prop In Lane 1.00 0.01 1.00 0.33 1.00 0.00 1.00 1.00
Lane Grp Cap(c), veh/h 186 1252 1316 388 1252 1244 58 63 0 538 0 249
V/C Ratio(X) 0.27 0.40 0.40 0.13 0.66 0.68 0.10 0.10 0.00 0.81 0.00 0.20
Avail Cap(c_a), veh/h 186 1252 1316 388 1252 1244 318 347 0 636 0 294
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 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 23.3 7.1 7.1 10.9 9.7 10.0 56.4 56.3 0.0 49.2 0.0 44.6
Incr Delay (d2), s/veh 3.5 0.9 0.9 0.7 2.8 3.1 0.8 0.6 0.0 6.8 0.0 0.4
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 BackOfQ(50%),veh/ln 1.3 6.9 7.3 0.8 16.0 16.9 0.2 0.2 0.0 7.5 0.0 1.5
LnGrp Delay(d),s/veh 26.8 8.1 8.0 11.6 12.5 13.0 57.1 57.0 0.0 56.1 0.0 45.0
LnGrp LOS C AABBBEE E D
Approach Vol, veh/h 1066 1734 12 488
Approach Delay, s/veh 8.9 12.7 57.1 54.9
Approach LOS A B E D
Timer 12345678
Assigned Phs 2468
Phs Duration (G+Y+Rc), s 22.7 88.9 8.4 88.9
Change Period (Y+Rc), s 5.5 5.0 5.5 5.0
Max Green Setting (Gmax), s 20.5 63.0 20.5 63.0
Max Q Clear Time (g_c+I1), s 16.3 49.1 2.4 35.0
Green Ext Time (p_c), s 0.8 10.3 0.0 16.6
Intersection Summary
HCM 2010 Ctrl Delay 17.9
HCM 2010 LOS B
Notes
74
Timing Report, Sorted By Phase 93: Whitcomb & Prospect
dual sb lt and nb lt long total pm
City of Fort Collins Signal Timing 8:00 am 03/06/2008 Final Timings - 2009 Synchro 9 Light Report
Page 3
Phase Number 2468
Movement SBTL EBTL NBTL WBTL
Lead/Lag
Lead-Lag Optimize
Recall Mode None C-Max None C-Max
Maximum Split (s) 26 68 26 68
Maximum Split (%) 21.7% 56.7% 21.7% 56.7%
Minimum Split (s) 25.5 22 25.5 22.5
Yellow Time (s) 4434
All-Red Time (s) 1.5 1 2.5 1
Minimum Initial (s) 7 10 7 10
Vehicle Extension (s) 3333
Minimum Gap (s) 3333
Time Before Reduce (s) 0000
Time To Reduce (s) 0000
Walk Time (s) 7777
Flash Dont Walk (s) 13 10 13 10
Dual Entry Yes Yes Yes Yes
Inhibit Max No No No No
Start Time (s) 0 52 26 52
End Time (s) 26 0 52 0
Yield/Force Off (s) 20.5 115 46.5 115
Yield/Force Off 170(s) 7.5 105 33.5 105
Local Start Time (s) 0 52 26 52
Local Yield (s) 20.5 115 46.5 115
Local Yield 170(s) 7.5 105 33.5 105
Intersection Summary
Cycle Length 120
Control Type Actuated-Coordinated
Natural Cycle 110
Offset: 0 (0%), Referenced to phase 4:EBTL and 8:WBTL, Start of Red
Splits and Phases: 93: Whitcomb & Prospect
75
HCM 2010 Signalized Intersection Summary 116: Shields & Lake
long total am
City of Fort Collins Signal Timing 8:00 am 03/06/2008 Final Timings - 2009 Synchro 9 Light Report
Page 13
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 70 85 1350 200 160 910
Future Volume (veh/h) 70 85 1350 200 160 910
Number 3 18 6 16 5 2
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 0.94 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1863 1863 1900 1863 1863
Adj Flow Rate, veh/h 82 0 1588 224 188 1071
Adj No. of Lanes 112012
Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85
Percent Heavy Veh, % 222222
Cap, veh/h 121 108 2409 332 354 3023
Arrive On Green 0.07 0.00 1.00 1.00 0.10 1.00
Sat Flow, veh/h 1774 1583 3193 427 1774 3632
Grp Volume(v), veh/h 82 0 890 922 188 1071
Grp Sat Flow(s),veh/h/ln 1774 1583 1770 1758 1774 1770
Q Serve(g_s), s 5.0 0.0 0.0 0.0 2.2 0.0
Cycle Q Clear(g_c), s 5.0 0.0 0.0 0.0 2.2 0.0
Prop In Lane 1.00 1.00 0.24 1.00
Lane Grp Cap(c), veh/h 121 108 1375 1366 354 3023
V/C Ratio(X) 0.68 0.00 0.65 0.68 0.53 0.35
Avail Cap(c_a), veh/h 331 295 1375 1366 475 3023
HCM Platoon Ratio 1.00 1.00 2.00 2.00 2.00 2.00
Upstream Filter(I) 1.00 0.00 0.66 0.66 0.83 0.83
Uniform Delay (d), s/veh 50.0 0.0 0.0 0.0 1.5 0.0
Incr Delay (d2), s/veh 6.4 0.0 1.6 1.8 1.0 0.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.7 0.0 0.6 0.7 1.1 0.1
LnGrp Delay(d),s/veh 56.4 0.0 1.6 1.8 2.5 0.3
LnGrp LOS E AAAA
Approach Vol, veh/h 82 1812 1259
Approach Delay, s/veh 56.4 1.7 0.6
Approach LOS E A A
Timer 12345678
Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 98.0 8.5 89.5 12.0
Change Period (Y+Rc), s 5.0 4.0 5.0 5.5
Max Green Setting (Gmax), s 80.0 12.0 64.0 19.5
Max Q Clear Time (g_c+I1), s 2.0 4.2 2.0 7.0
Green Ext Time (p_c), s 26.5 0.3 25.0 0.1
Intersection Summary
HCM 2010 Ctrl Delay 2.7
HCM 2010 LOS A
76
Timing Report, Sorted By Phase 116: Shields & Lake
long total am
City of Fort Collins Signal Timing 8:00 am 03/06/2008 Final Timings - 2009 Synchro 9 Light Report
Page 14
Phase Number 2568
Movement SBTL SBL NBT WBL
Lead/Lag Lead Lag
Lead-Lag Optimize
Recall Mode C-Max None C-Max None
Maximum Split (s) 85 16 69 25
Maximum Split (%) 77.3% 14.5% 62.7% 22.7%
Minimum Split (s) 17 11 23.5 24.5
Yellow Time (s) 3.5 3 3.5 3
All-Red Time (s) 1.5 1 1.5 2.5
Minimum Initial (s) 10 4 10 4
Vehicle Extension (s) 3333
Minimum Gap (s) 3333
Time Before Reduce (s) 0000
Time To Reduce (s) 0000
Walk Time (s) 7 7
Flash Dont Walk (s) 11 12
Dual Entry Yes No Yes Yes
Inhibit Max Yes Yes Yes Yes
Start Time (s) 81 81 97 56
End Time (s) 56 97 56 81
Yield/Force Off (s) 51 93 51 75.5
Yield/Force Off 170(s) 51 93 40 63.5
Local Start Time (s) 25 25 41 0
Local Yield (s) 105 37 105 19.5
Local Yield 170(s) 105 37 94 7.5
Intersection Summary
Cycle Length 110
Control Type Actuated-Coordinated
Natural Cycle 90
Offset: 56 (51%), Referenced to phase 2:SBTL and 6:NBT, Start of Red
Splits and Phases: 116: Shields & Lake
77
HCM 2010 Signalized Intersection Summary 116: Shields & Lake
Long Total PM
City of Fort Collins Signal Timing 4:30 pm 08/09/2012 Synchro 9 Light Report
Page 12
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Volume (veh/h) 195 230 1440 160 180 1640
Future Volume (veh/h) 195 230 1440 160 180 1640
Number 3 18 6 16 5 2
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 0.96 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1863 1863 1824 1863 1863
Adj Flow Rate, veh/h 205 126 1516 161 189 1726
Adj No. of Lanes 112012
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 222222
Cap, veh/h 253 226 2282 240 362 2783
Arrive On Green 0.14 0.14 1.00 1.00 0.07 1.00
Sat Flow, veh/h 1774 1583 3313 338 1774 3632
Grp Volume(v), veh/h 205 126 825 852 189 1726
Grp Sat Flow(s),veh/h/ln 1774 1583 1770 1788 1774 1770
Q Serve(g_s), s 13.4 8.9 0.0 0.0 3.2 0.0
Cycle Q Clear(g_c), s 13.4 8.9 0.0 0.0 3.2 0.0
Prop In Lane 1.00 1.00 0.19 1.00
Lane Grp Cap(c), veh/h 253 226 1254 1267 362 2783
V/C Ratio(X) 0.81 0.56 0.66 0.67 0.52 0.62
Avail Cap(c_a), veh/h 347 310 1254 1267 386 2783
HCM Platoon Ratio 1.00 1.00 2.00 2.00 1.33 1.33
Upstream Filter(I) 1.00 1.00 0.51 0.51 0.28 0.28
Uniform Delay (d), s/veh 49.9 47.9 0.0 0.0 3.3 0.0
Incr Delay (d2), s/veh 9.7 2.1 1.4 1.5 0.3 0.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 7.3 4.0 0.5 0.5 1.5 0.1
LnGrp Delay(d),s/veh 59.6 50.1 1.4 1.5 3.6 0.3
LnGrp LOS E D AAAA
Approach Vol, veh/h 331 1677 1915
Approach Delay, s/veh 55.9 1.4 0.6
Approach LOS E A A
Timer 12345678
Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 98.4 9.3 89.0 21.6
Change Period (Y+Rc), s 5.0 4.0 5.0 5.5
Max Green Setting (Gmax), s 87.0 7.0 76.0 22.5
Max Q Clear Time (g_c+I1), s 2.0 5.2 2.0 15.4
Green Ext Time (p_c), s 39.5 0.1 37.3 0.7
Intersection Summary
HCM 2010 Ctrl Delay 5.6
HCM 2010 LOS A
78
Timing Report, Sorted By Phase 116: Shields & Lake
Long Total PM
City of Fort Collins Signal Timing 4:30 pm 08/09/2012 Synchro 9 Light Report
Page 13
Phase Number 2568
Movement SBTL SBL NBT WBL
Lead/Lag Lead Lag
Lead-Lag Optimize
Recall Mode C-Max None C-Max None
Maximum Split (s) 92 11 81 28
Maximum Split (%) 76.7% 9.2% 67.5% 23.3%
Minimum Split (s) 17 11 23.5 24.5
Yellow Time (s) 3.5 3 3.5 3
All-Red Time (s) 1.5 1 1.5 2.5
Minimum Initial (s) 10 4 10 4
Vehicle Extension (s) 3333
Minimum Gap (s) 3333
Time Before Reduce (s) 0000
Time To Reduce (s) 0000
Walk Time (s) 7 7
Flash Dont Walk (s) 11 12
Dual Entry Yes No Yes Yes
Inhibit Max Yes Yes Yes Yes
Start Time (s) 33 33 44 5
End Time (s) 5 44 5 33
Yield/Force Off (s) 0 40 0 27.5
Yield/Force Off 170(s) 0 40 109 15.5
Local Start Time (s) 28 28 39 0
Local Yield (s) 115 35 115 22.5
Local Yield 170(s) 115 35 104 10.5
Intersection Summary
Cycle Length 120
Control Type Actuated-Coordinated
Natural Cycle 80
Offset: 5 (4%), Referenced to phase 2:SBTL and 6:NBT, Start of Red
Splits and Phases: 116: Shields & Lake
79
HCM 2010 TWSC 4: Site Access & Lake
long total am
City of Fort Collins Signal Timing 8:00 am 03/06/2008 Final Timings - 2009 Synchro 9 Light Report
Page 1
Intersection
Int Delay, s/veh 3.2
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 365 20 15 75 65 55
Future Vol, veh/h 365 20 15 75 65 55
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 85 85 85 85 85 85
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 429 24 18 88 76 65
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 453 0 565 441
Stage 1 - - - - 441 -
Stage 2 - - - - 124 -
Critical Hdwy - - 4.12 - 7.12 6.22
Critical Hdwy Stg 1 - - - - 6.12 -
Critical Hdwy Stg 2 - - - - 6.12 -
Follow-up Hdwy - - 2.218 - 3.518 3.318
Pot Cap-1 Maneuver - - 1108 - 436 616
Stage 1 - - - - 595 -
Stage 2 - - - - 880 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 1108 - 430 616
Mov Cap-2 Maneuver - - - - 430 -
Stage 1 - - - - 595 -
Stage 2 - - - - 865 -
Approach EB WB NB
HCM Control Delay, s 0 1.4 15
HCM LOS C
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT
Capacity (veh/h) 499 - - 1108 -
HCM Lane V/C Ratio 0.283 - - 0.016 -
HCM Control Delay (s) 15 - - 8.3 0
HCM Lane LOS C - - A A
HCM 95th %tile Q(veh) 1.2 - - 0 -
80
HCM 2010 TWSC 7: Site Access & Lake
Long Total PM
City of Fort Collins Signal Timing 4:30 pm 08/09/2012 Synchro 9 Light Report
Page 1
Intersection
Int Delay, s/veh 3.2
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 200 120 95 365 65 55
Future Vol, veh/h 200 120 95 365 65 55
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 95 95 95 95 95 95
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 211 126 100 384 68 58
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 337 0 858 274
Stage 1 - - - - 274 -
Stage 2 - - - - 584 -
Critical Hdwy - - 4.12 - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy - - 2.218 - 3.518 3.318
Pot Cap-1 Maneuver - - 1222 - 327 765
Stage 1 - - - - 772 -
Stage 2 - - - - 557 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 1222 - 293 765
Mov Cap-2 Maneuver - - - - 293 -
Stage 1 - - - - 772 -
Stage 2 - - - - 499 -
Approach EB WB NB
HCM Control Delay, s 0 1.7 17.7
HCM LOS C
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT
Capacity (veh/h) 409 - - 1222 -
HCM Lane V/C Ratio 0.309 - - 0.082 -
HCM Control Delay (s) 17.7 - - 8.2 0
HCM Lane LOS C - - A A
HCM 95th %tile Q(veh) 1.3 - - 0.3 -
81
APPENDIX H
82
SCALE: 1"=500'
PEDESTRIAN INFLUENCE AREA
DELICH
ASSOCIATES 83
Pedestrian LOS Worksheet
Project Location Classification: Pedestrian District
Description of
Applicable Destination
Area Within 1320’
Destination
Area
Classification
Level of Service (minimum based on project location classification)
Directness Continuity Street
Crossings
Visual
Interest &
Amenities
Security
CSU Campus Institutional
Minimum A A B A A
1 Actual A A A A A
Proposed A A A A A
Neighborhood to the
west Residential
Minimum A A B A A
2 Actual A D B A A
Proposed A D B A A
Neighborhood to the
southwest Residential
Minimum A A B A A
3 Actual C D B A A
Proposed C D B A A
Minimum
4 Actual
Proposed
Minimum
5 Actual
Proposed
Minimum
6 Actual
Proposed
Minimum
7 Actual
Proposed
Minimum
8 Actual
Proposed
Minimum
9 Actual
Proposed
Minimum
10 Actual
Proposed
84
SCALE: 1"=500'
BICYCLE INFLUENCE AREA
DELICH
ASSOCIATES 85
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 CSU Campus Institutional C A A
2
3
4
86