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HomeMy WebLinkAboutKING SOOPERS #146, MIDTOWN GARDENS MARKETPLACE (FORMERLY KMART REDEVELOPMENT ) - PDP - PDP160043 - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYTraffic Impact Study King Soopers #146 Fort Collins, Colorado Prepared for: Galloway & Company, Inc. King Soopers #146 Traffic Impact Study PREPARED FOR Galloway & Company, Inc. 6162 S. Willow Drive Suite 320 Greenwood Village, Colorado 80111 Prepared By: 4582 South Ulster Street, Suite 1500 Denver, Colorado 80237 (303) 228-2300 DECEMBER 2016 This document, together with the concepts and designs presented herein, as an instrument of service, is intended only for the specific purpose and client for which it was prepared. Reuse of and improper reliance on this document without written authorization and adaptation by Kimley-Horn and Associates, Inc. shall be without liability to Kimley-Horn and Associates, Inc. 12/08/2016 King Soopers #146 / 096083082 december 2016 i Contents 1.0 Executive Summary .............................................................................................................. 1 2.0 Introduction ........................................................................................................................... 4 3.0 Existing and Future Conditions.............................................................................................. 6 3.1 Existing and Future Roadway Network .................................................................................. 6 3.2 Existing Study Area ............................................................................................................... 8 3.3 Existing Traffic Volumes ........................................................................................................ 8 3.4 Unspecified Development Traffic Growth ............................................................................... 8 4.0 Project Traffic Characteristics.............................................................................................. 12 4.1 Trip Generation ................................................................................................................... 12 4.2 Trip Distribution ................................................................................................................... 13 4.3 Traffic Assignment and Background Plus Project Traffic ...................................................... 13 5.0 Traffic Operations Analysis ................................................................................................. 21 5.1 Analysis Methodology ......................................................................................................... 21 5.2 Key Intersection Operational Analysis.................................................................................. 22 5.3 Bicycle and Pedestrian Access ............................................................................................ 35 5.4 Queuing Analysis ................................................................................................................ 36 6.0 Conclusions and Recommendations ................................................................................... 40 APPENDICES Appendix A – Base Assumptions Form and Checklist Appendix B – Intersection Count Sheets Appendix C – Background Traffic Information Appendix D – Trip Generation Worksheets Appendix E – Intersection Analysis Worksheets Appendix F – Queue Analysis Worksheets Appendix G – Conceptual Site Plan ii King Soopers #146 / 096083082 december 2016 TABLES Table 1. King Soopers #146 Traffic Generation ........................................................................13 Table 2. Level of Service Definitions ........................................................................................21 Table 3. College Avenue (US-287) & Columbia Road LOS Results .........................................23 Table 4. S. College Avenue Three-Quarter Movement Access LOS Results ............................25 Table 5. Drake Road and Redwing Drive LOS Results ............................................................26 Table 6. Drake Road and McClelland Drive LOS Results .........................................................27 Table 7. Right-In/Right-Out Access Along West Drake Road LOS Results ..............................29 Table 8. Drake Road Full Movement Access LOS Results .......................................................29 FIGURES Figure 1. Vicinity Map.................................................................................................................. 5 Figure 2. Existing Lanes and Control .......................................................................................... 7 Figure 3. Existing Traffic Volumes ............................................................................................... 9 Figure 4. 2018 Background Traffic Volumes ............................................................................. 10 Figure 5. 2035 Background Traffic Volumes ............................................................................. 11 Figure 6. Non Pass-By Trip Distribution .................................................................................... 14 Figure 7. Weekday PM Pass-By Trip Distribution ...................................................................... 15 Figure 8. Saturday Midday Pass-By Trip Distribution ................................................................ 16 Figure 9. Non Pass-By Traffic Assignment ................................................................................ 17 Figure 10. Pass-By Traffic Assignment ..................................................................................... 18 Figure 11. 2018 Background Plus Project Traffic Volumes ........................................................ 19 Figure 12. 2035 Background Plus Project Traffic Volumes ........................................................ 20 Figure 13. 2018 Recommended Lane Configurations and Control ............................................ 38 Figure 14. 2035 Recommended Lane Configurations and Control ............................................ 39 King Soopers #146 / 096083082 december 2016 1 1.0 EXECUTIVE SUMMARY King Soopers is proposing a grocery store redevelopment project, King Soopers #146, on the northwest corner of the College Avenue (US-287) and Drake Road intersection in Fort Collins, Colorado. The King Soopers #146 project is anticipated to include an approximate 123,419 square foot grocery store marketplace. The grocery store marketplace is proposed to replace the previous approximate 110,000 square foot K-Mart discount superstore. It is expected that the redevelopment project would be completed in 2018. Analysis was therefore completed for the 2018 short term and 2035 long term horizons per City of Fort Collins and State of Colorado Department of Transportation (CDOT) requirements. The purpose of this study is to identify redevelopment project traffic generation characteristics, to identify potential project traffic related impacts on the local street system, and to develop mitigation measures required for identified impacts. The following intersections were incorporated into this traffic study based on the City of Fort Collins requested scope: · Columbia Road and College Avenue (US-287) · Drake Road and Redwing Road · Drake Road and McClelland Drive · Drake Road and College Avenue (US-287) In addition, three existing access driveways along College Avenue and Drake Road were also included for evaluation. Regional access to the commercial site is provided by US-287 and I-25. Primary access is proposed via College Avenue (US-287) and Drake Road. Direct access to this area of the existing commercial development occurs primarily from three access driveways. An existing right-in/right-out is located along Drake Road at the west edge of the property. In addition, a full movement access is located along Drake Road, approximately 400 feet (measured center to center) west of College Avenue. Along College Avenue, a full movement access is located approximately 650 feet north of Drake Road. Since left turn exiting movements at this unsignalized access intersection along College Avenue may be difficult during the peak hours, traffic may also use the existing signalized full movement access intersection further north that aligns with Columbia Road. The King Soopers #146 redevelopment project is expected to generate approximately 6,264 daily weekday driveway trips. Of these, 537 driveway trips are expected to occur during the weekday evening peak hour. During the Saturday midday peak, 696 driveway trips are anticipated. Since the project is a commercial development, pass-by trips are expected. These pass-by trips are vehicles already on the street network that will be attracted to the grocery marketplace store. With pass-by, expected net new trips to the surrounding street network results in an anticipated 4,510 weekday daily trips, of which 386 are anticipated to be new (non pass-by) during the weekday afternoon peak hour. During the Saturday midday peak hour, 536 new trips are expected. Distribution of project traffic on the street system was based on the area street system characteristics, existing traffic patterns and volumes, demographic information, and the access system for the project. Assignment of project traffic was based upon the trip generation described previously and the distributions developed. 2 King Soopers #146 / 096083082 december 2016 Based on the analysis presented in this report, Kimley-Horn believes the proposed King Soopers #146 Project will be successfully incorporated into the existing and future roadway network. The proposed project development resulted in the following recommendations and conclusions: · With development of the project, it is recommended that an acceleration lane along southbound College Avenue (US-287) be constructed for the site full movement access intersection. This will allow for eastbound free right turning movements to occur. The acceleration lane along southbound College Avenue is recommended to be constructed to tie into the existing southbound right turn deceleration lane for the Drake Road and College Avenue signalized intersection. · It is recommended that the eastbound left turn lane for exiting traffic from the commercial center be considered for extension at the Columbia Road and College Avenue intersection. The existing 100- foot left turn lane was found to require 225 feet of storage. It is believed that this left turn lane extension is possible with a median modification to include removal of the landscaped area and trees. It is recommended that the project team work with the owner of the retail center to consider this modification. · It is recommended that the southbound exiting approach of the Drake Road Full Movement Access be striped to include separate left turn/through and right turn lanes. If possible, it is also recommended that the first drive aisle opening for the parking lot be removed to increase the throat depth to 100 feet. It is understood that access to the gas station will likely still exist on the east side of the access, however, removing this first parking aisle opening should improve traffic operations and efficiency of this intersection. · A designated pedestrian connection is recommended through the project site connecting College Avenue to the MAX BRT station located to the west of the property. This should include designated crosswalks and pedestrian crossing signs of the drive aisles. In addition, sidewalk is proposed along project frontages of College Avenue (US-287) and Drake Road. Bicycle parking areas are proposed adjacent to the new King Soopers building. · By 2035, the eastbound left turn lane at the Drake Road full movement access may need to be extended. The existing 75-foot left turn lane may not accommodate the projected 125-foot queues. It is believed that the existing back-to-back 125-foot westbound left turn lane at Drake Road and McClelland Drive could be reduced to 75 feet if needed so that this additional lane length could be constructed for the Drake Road access. It is recommended that the City of Fort Collins consider this improvement if needed in the future. · By 2035, the Drake Road and College Avenue (US-287) intersection may require additional improvements. These could include dual left turn lanes on the eastbound and westbound approaches. The eastbound dual left turn lanes are recommended to be constructed with a length of 225 feet while the westbound dual left turn lanes should include a length of 175 feet. In addition to these improvements, the northbound dual left turn lanes may need to be extended from 250 feet to 325 feet, while the southbound left turn lanes may need to be extended from 250 feet to 275 feet. It is believed in both cases that the tapers constructed for these turn lanes could be reduced to accommodate these left turn lane extensions northbound and southbound. King Soopers #146 / 096083082 december 2016 3 · By 2035, right turn overlap phasing may also be beneficial on all approaches to the Drake Road and College Avenue intersection. With right turn overlap phasing, U-Turn movements should be restricted on the approaches. Since Drake Road provides only two through lanes in each direction, U-Turns aren’t likely occurring. To restrict U-Turns along College Avenue, it will be important that alternate access is available for the developments on the northeast and southwest corners of the intersection. · All on-site improvements should be incorporated into the Civil Drawings, and conform to standards of the City of Fort Collins, CDOT, and the Manual on Traffic Control Devices (MUTCD) – 2009 Edition. 4 King Soopers #146 / 096083082 december 2016 2.0 INTRODUCTION Kimley-Horn and Associates, Inc. has prepared this report to document the results of a Traffic Impact Study of future traffic conditions associated with the King Soopers #146 redevelopment project proposed on the northwest corner of the College Avenue (US-287) and Drake Road intersection in Fort Collins, Colorado. The vicinity map illustrating the project site location is shown in Figure 1. The King Soopers #146 project is anticipated to include an approximate 123,419 square foot grocery store marketplace. The grocery store marketplace is proposed to replace the previous approximate 110,000 square foot K-Mart discount superstore. A conceptual site plan illustrating the project and access locations is shown in Appendix G. It is expected that the redevelopment project would be completed in 2018. Analysis was therefore completed for the 2018 short term and 2035 long term horizons per City of Fort Collins and State of Colorado Department of Transportation (CDOT) requirements. The City of Fort Collins required Transportation Impact Study Base Assumptions are included in Appendix A. The purpose of this study is to identify redevelopment project traffic generation characteristics, to identify potential project traffic related impacts on the local street system, and to develop mitigation measures required for identified impacts. The following intersections were incorporated into this traffic study based on the City of Fort Collins requested scope: · Columbia Road and College Avenue (US-287) · Drake Road and Redwing Road · Drake Road and McClelland Drive · Drake Road and College Avenue (US-287) In addition, three existing access driveways along College Avenue and Drake Road were also included for evaluation. Regional access to the commercial site is provided by US-287 and I-25. Primary access is proposed via College Avenue (US-287) and Drake Road. Direct access to this area of the existing commercial development occurs primarily from three access driveways. An existing right-in/right-out is located along Drake Road at the west edge of the property. In addition, a full movement access is located along Drake Road, approximately 400 feet (measured center to center) west of College Avenue. Along College Avenue, a full movement access is located approximately 650 feet north of Drake Road. Since left turn exiting movements at this unsignalized access intersection along College Avenue may be difficult during the peak hours, traffic may also use the existing signalized full movement access intersection further north that aligns with Columbia Road. 6 King Soopers #146 / 096083082 december 2016 3.0 EXISTING AND FUTURE CONDITIONS 3.1 EXISTING AND FUTURE ROADWAY NETWORK Within the study area, College Avenue (US-287) is a six lane divided highway, providing three through lanes of travel northbound and southbound with a 40 mile per hour speed limit. Drake Road provides two through lanes of travel each direction, eastbound and westbound, with a 35 mile per hour posted speed limit. Drake Road provides designated bike lanes in both directions. The intersection of College Avenue and Columbia Road is signalized and operates with protected- permitted left turn phasing northbound and southbound. The eastbound and westbound approaches operate with permitted only phasing. The northbound approach includes a separate left turn lane and three through lanes. The southbound approach a left turn lane, three through lanes, and a right turn lane. The eastbound approach exiting the commercial center includes separate left turn, through, and right turn lanes. The westbound Columbia Road approach includes a shared left turn/through lane and separate right turn lane. The existing full movement access along College Avenue is an unsignalized T-intersection with stop control on the eastbound exiting approach. Separate northbound left turn and southbound right turn lanes exist for movements turning into the property from College Avenue. The eastbound approach exiting the retail center includes separate left turn and right turn lanes. The intersection of Drake Road and Redwing Road is a signalized T-intersection. The north leg of the intersection is Bay Road that operates with unsignalized right turn movements only. The northbound Redwing Road approach includes separate left turn and right turn lanes. Eastbound Drake Road includes two through lanes, while the westbound approach includes a left turn lane and two through lanes. The intersection of Drake Road and McClelland Drive is also a signalized T-intersection for public movements. The north leg of the intersection is the Mason Corridor Transitway (MAX). Therefore, only bus movements northbound and southbound occur through this intersection to and from the north leg. The northbound approach includes separate left turn and right turn lanes for public traffic. The eastbound approach includes two through lanes, while the westbound approach includes a left turn lane and three through lanes, with the inside lane becoming the left turn lane for the Redwing Road intersection. The full movement access intersection along Drake Road operates with stop control on the southbound exiting approach. This driveway aligns with an access to the existing auto dealership along the south side of Drake Road. The north leg driveway is wide enough to accommodate separate southbound left turn/through and right turn lanes, although undesignated. Both the eastbound and westbound approaches to this full movement access intersection include separate left turn lanes. The existing intersection of Drake Road with College Avenue (US-287) is signalized and operates with protected-permitted left turn phasing eastbound and westbound and protected only dual left turn lanes northbound and southbound. The eastbound and westbound approaches consist of a left turn lane, two through lanes, and a right turn lane. The northbound and southbound approaches consist of dual left turn lanes, three through lanes, and a right turn lane. The intersection lane configuration and control for the study area intersections are shown in Figure 2. 8 King Soopers #146 / 096083082 december 2016 3.2 EXISTING STUDY AREA The existing site is a recently vacant K-Mart discount superstore. To the north and south of the proposed redevelopment project are additional retail and service businesses. To the east and southwest are residential communities, with Colorado State University bordering to west and northwest. The Mason Corridor Transitway (MAX) runs adjacent to the western property line. 3.3 EXISTING TRAFFIC VOLUMES Existing peak hour turning movement counts were conducted in 15-minute intervals at the study intersections on Thursday, June 9, 2016 from 4:00 PM to 6:00 PM, and Saturday, June 11, 2016 from 12:00 PM to 2:00 PM, at the key intersections along College Avenue (US-287) and Drake Road. The turning movement counts are shown in Figure 3 with count sheets provided in Appendix B. 3.4 UNSPECIFIED DEVELOPMENT TRAFFIC GROWTH According to information provided on the website for the Colorado Department of Transportation (CDOT), the 20-year growth factor along US-287 is 1.02 for College Avenue north of Drake Road. This value equates to annual growth rate of approximately 0.1 percent. Traffic information from the CDOT Online Transportation Information System (OTIS) website is included in Appendix C. However, this is virtually no project background traffic volume growth. To be consistent with other traffic studies in the area and to provide a conservative analysis, an annual one (1) percent growth rate was used to estimate near term 2018 and long term 2035 traffic volume projections at the key intersections without construction of the project. This equates to a twenty-year factor of 1.22, meaning traffic volumes will grow by 22 percent in the next twenty years. This procedure may provide a more meaningful analysis for potential issues in the long term horizon. If the actual projected annual growth of just 0.1 percent of traffic is experienced, then the near term 2018 horizon can be used for planning purposes. Background traffic for 2018 and 2035 are shown in Figures 4 and 5, respectively. 29(25) 59(26) 49(29) 36(33) 41(25) 30(23) 1401(1454) 81(103) 2006(1559) 95(67) 107(82) 89(87) 1582(1644) 26(23) 2236(1821) 17(14) 1(3) 46(36) 93(22) 1062(928) 51(12) 1492(977) 1(1) 48(4) 3(0) 6(6) 132(124) 1106(887) 47(32) 1397(885) 8(7) 109(85) 7(5) 73(79) 1238(1011) 1422(897) 6(5) 22(20) 9(8) 12(16) 1119(861) 4(6) 1325(813) 64(53) 0(2) 0(0) 0(2) 121(86) 133(135) 0(3) 124(132) 316(238) 689(450) 152(166) 805(447) 203(177) 1183(1331) 301(204) 1617(1349) 301(234) 30(26) 60(27) 49(29) 37(34) 41(25) 31(23) 1429(1483) 81(103) 2046(1590) 95(67) 107(82) 89(87) 1614(1677) 26(23) 2281(1858) 17(14) 1(3) 46(36) 95(22) 1083(947) 52(12) 1522(997) 1(1) 49(4) 3(0) 6(6) 135(126) 1128(905) 48(33) 1425(903) 8(7) 111(87) 7(5) 74(81) 1263(1031) 1451(915) 6(5) 22(20) 9(8) 12(16) 1141(878) 4(6) 1352(829) 64(53) 0(2) 0(0) 0(2) 121(86) 133(135) 0(3) 126(135) 322(243) 703(459) 155(169) 821(456) 207(181) 1207(1358) 307(208) 1650(1376) 307(239) 35(30) 71(31) 49(29) 43(40) 41(25) 36(28) 1693(1757) 81(103) 2423(1883) 95(67) 107(82) 89(87) 1911(1986) 26(23) 2701(2200) 17(14) 1(3) 46(36) 112(27) 1283(1121) 62(14) 1802(1180) 1(1) 58(5) 4(0) 7(7) 159(150) 1336(1072) 57(39) 1688(1069) 10(8) 132(103) 8(6) 88(95) 1496(1221) 1718(1084) 6(5) 22(20) 9(8) 12(16) 1352(1040) 4(6) 1601(982) 64(53) 0(2) 0(0) 0(2) 121(86) 133(135) 0(3) 150(159) 382(288) 832(544) 184(201) 973(540) 245(214) 1429(1608) 364(246) 1954(1630) 364(283) 12 King Soopers #146 / 096083082 december 2016 4.0 PROJECT TRAFFIC CHARACTERISTICS 4.1 TRIP GENERATION Site-generated traffic estimates are determined through a process known as trip generation. Rates and equations are applied to the proposed land use to estimate traffic generated by the development during a specific time interval. The acknowledged source for trip generation rates is the Trip Generation1 report published by the Institute of Transportation Engineers (ITE). ITE has established trip rates in nationwide studies of similar land uses. For this study, the ITE Trip Generation average trip rates that apply to Discount Superstore (ITE Code 813) were used to estimate traffic generated by the proposed development. The Discount Superstore trip generation rates were used to estimate the traffic to generated by the new King Soopers due to it being the larger marketplace, including sales of grocery items as well as dry goods and merchandise. The King Soopers #146 redevelopment project is expected to generate approximately 6,264 daily weekday driveway trips. Of these, 537 driveway trips are expected to occur during the weekday evening peak hour. During the Saturday midday peak, 696 driveway trips are anticipated. Since the project is a commercial development, pass-by trips are expected. These pass-by trips are vehicles already on the street network that will be attracted to the grocery marketplace. With pass-by, expected net new trips to the surrounding street network results in an anticipated 4,510 weekday daily trips, of which 386 are anticipated to be new (non pass-by) during the weekday afternoon peak hour. During the Saturday midday peak hour, 536 new trips are expected. It is important to note that the redevelopment includes removal of the previous 110,000 square foot K- Mart discount superstore. Therefore, it is important to recognize that this project isn’t significantly increasing traffic volumes over what was previously contained onsite. In addition, the existing King Soopers #18 grocery store will be vacated with this redevelopment project. It is likely that this old store space will be leased by a less intense traffic generating use. Therefore, the trips for the overall center will either likely remain the same or decrease somewhat over the previous with this redevelopment project. Due to K-Mart being closed when the counts were conducted, the entire project trip generation of the redevelopment project was added to the street network. This makes the assumption then that the old grocery store space traffic will also be replaced in kind by another user. The pass-by percentages for the discount superstore use were obtained from the ITE “Trip Generation Manual, Ninth Edition Volume 1, Users Guide and Handbook” 2012. Of note, the afternoon peak hour pass-by rates were applied to the morning peak hour and daily as data wasn’t available. These rates are anticipated to be similar throughout the day. Table 1 summarizes the estimated traffic generation for the proposed development. Trip generation worksheets are included in Appendix D. These calculations illustrate the equations used and directional distribution of trips based on the published ITE Trip Generation Report. 1 Institute of Transportation Engineers, Trip Generation: An Information Report, Ninth Edition, Washington DC, 2012. King Soopers #146 / 096083082 december 2016 13 Table 1. King Soopers #146 Traffic Generation Weekday Daily Vehicles Trips Weekday PM Peak Hour Saturday Midday Peak Hour In Out Total In Out Total Non Pass-By Trips 4,510 189 197 386 268 268 536 Pass-By Trips 1,754 74 77 151 80 80 160 Total Trips 6,264 263 274 537 348 348 696 4.2 TRIP DISTRIBUTION Distribution of project traffic on the street system was based on the area street system characteristics, existing traffic patterns and volumes, demographic information, and the access system for the project. Assignment of project traffic was based upon the trip generation described previously and the distributions developed. Figure 6 illustrates the expected non pass-by trip distribution for the site upon anticipated completion in 2018. Of note, based on discussions with City of Fort Collins staff, a 20 percent internal capture rate was used for this redevelopment project to the rest of the retail center. Application of this 20 percent rate is consistent with the ITE published internal capture rates for retail uses. Since this project contains commercial uses, traffic passing by the site is anticipated to be attracted, whether on a random trip or captured from a typical commute trip. Pass-by distribution of traffic is a means to quantify the percentage of project generated traffic that approaches the site from a given direction that then departs the site continuing in that same original direction. The expected weekday afternoon and Saturday midday peak hour pass-by trip distributions were calculated based on actual traffic volumes, as shown in Figures 7 and 8, respectively, to illustrate the anticipated pass-by trip distribution. 4.3 TRAFFIC ASSIGNMENT AND BACKGROUND PLUS PROJECT TRAFFIC Traffic assignment was obtained by applying the project trip distribution to the estimated traffic generation of the development shown in Table 1. Project traffic assignment for the project for the non pass-by condition during the peak hours studied is shown in Figure 9. Project traffic assignment for the project for the pass-by condition is shown in Figure 10. Project traffic volumes were added to the background volumes to represent estimated traffic conditions for the short term 2018 horizon and long term 2035 horizon. These background plus project (total) traffic volumes for the project are illustrated for the 2018 and 2035 horizon years in Figures 11 and 12, respectively. [1%] [4%] 4% 1% [1%] 14% 1% [14%] 2% 20% [2%] [20%] 10% 18% [2%] [25%] [10%] [5%] 10% 5% 5% 15% [15%] [5%] [10%] 2% 23% [20%] 25% 25% [20%] 2% [5%] 3% 22% [3%] [22%] -25% [25%] 10% 35% [50%] [+15%] [-15%] -15% +15% [5%] -20% 35% [20%] 20% 20% [20%] 35% [25%] -35% -25% [25%] 20% -20% [30%] 25% -30% [30%] 10% 35% [50%] [+15%] -20% +20% -15% 35% [15%] 20% 15% [15%] 35% [30%] -35% -30% [15%] 20% -20% [35%] 30% [-15%] [5%] 2(3) 2(3) 2(3) 26(38) 28(38) 8(11) 2(3) 8(11) 19(27) 34(48) 4(5) 49(67) 4(5) 38(54) 39(54) 4(5) 6(8) 42(59) 43(59) 6(8) 10(13) 47(67) 4(5) 39(54) 39(54) 20(27) 47(67) 43(62) 4(5) 28(40) 9(13) 30(40) 20(27) 10(13) 10(13) 9(13) 19(27) -19(-24) 19(24) 7(8) -19(-24) 26(28) -26(-28) 39(40) 15(12) 4(4) 15(16) -15(-16) 26(28) -15(-12) 11(16) -11(-16) 12(12) -12(-12) 81(103) 1412(1462) 32(29) 97(70) 2072(1628) 60(27) 154(144) 57(40) 89(87) 31(23) 43(28) 45(45) 52(58) 1595(1653) 77(90) 2255(1830) 5(8) 134(143) 49(4) 99(27) 3(0) 1121(1001) 6(6) 1(1) 1561(1051) 56(17) 111(87) 8(7) 141(134) 7(5) 1170(964) 74(81) 1468(962) 54(41) 32(33) 1310(1098) 10(10) 1490(969) 0(2) 9(8) 175(152) 0(2) 36(47) 195(218) 1126(862) 0(3) 133(143) 1341(822) 4(6) 346(264) 1205(1355) 126(135) 307(239) 1680(1416) 354(282) 207(191) 701(460) 247(279) 216(194) 840(483) 81(103) 1676(1736) 37(33) 97(70) 2449(1921) 71(31) 154(144) 57(40) 89(87) 36(28) 43(28) 51(51) 52(58) 1892(1962) 77(90) 2675(2172) 5(8) 134(143) 58(5) 116(32) 4(0) 1321(1175) 7(7) 1(1) 1841(1234) 66(19) 132(103) 10(8) 165(158) 8(6) 1378(1131) 88(95) 1731(1128) 63(47) 32(33) 1543(1288) 10(10) 1757(1138) 0(2) 9(8) 175(152) 0(2) 36(47) 195(218) 1337(1024) 0(3) 133(143) 1590(975) 4(6) 403(302) 1427(1605) 150(159) 364(283) 1984(1670) 414(327) 245(226) 830(545) 290(328) 254(227) 992(567) King Soopers #146 / 096083082 december 2016 21 5.0 TRAFFIC OPERATIONS ANALYSIS Kimley-Horn’s analysis of traffic operations in the site vicinity was conducted to determine potential capacity deficiencies in the 2018 and 2035 development horizons at the identified key intersections. The acknowledged source for determining overall capacity is the Highway Capacity Manual2. 5.1 ANALYSIS METHODOLOGY Capacity analysis results are listed in terms of Level of Service (LOS). LOS is a qualitative term describing operating conditions a driver will experience while traveling on a particular street or highway during a specific time interval. It ranges from A (very little delay) to F (long delays and congestion). For intersections and roadways in this study area, Larimer County standard for the City of Fort Collins identifies overall intersection LOS D and approach LOS E as the minimum thresholds for acceptable operations for signalized intersections. LOS E is the minimum threshold for movements at unsignalized intersections. Table 2 shows the definition of level of service for signalized and unsignalized intersections. Table 2. Level of Service Definitions Level of Service Signalized Intersection Average Total Delay (sec/veh) Unsignalized Intersection Average Total Delay (sec/veh) A ≤ 10 ≤ 10 B > 10 and ≤ 20 > 10 and ≤ 15 C > 20 and ≤ 35 > 15 and ≤ 25 D > 35 and ≤ 55 > 25 and ≤ 35 E > 55 and ≤ 80 > 35 and ≤ 50 F > 80 > 50 Highway Capacity Manual, Special Report 209, Transportation Research Board, 2010. Study area intersections were analyzed based on average total delay analysis for signalized and unsignalized intersections. Under the unsignalized analysis, the level of service (LOS) for a two-way stop controlled intersection is determined by the computed or measured control delay and is defined for each minor movement. Level of service for a two-way stop-controlled intersection is not defined for the intersection as a whole. Level of service for a signalized and all-way stop controlled intersection is defined for each approach and for the intersection. 2 Transportation Research Board, Highway Capacity Manual, Special Report 209, Washington DC, 2010. 22 King Soopers #146 / 096083082 december 2016 5.2 KEY INTERSECTION OPERATIONAL ANALYSIS Calculations for the level of service of the study area intersections are provided in Appendix E. The traffic analyses are based on the lane geometry and intersection control shown in Figure 2. The signalized intersection analyses utilize the observed 120-second cycle lengths with existing phasing and timing splits. The existing peak hour factors are also used in the existing and background traffic analysis. The recommended Highway Capacity Manual (HCM) urban area peak hour factor of 0.92 was used for project traffic turning movements added to the access intersections. Synchro traffic analysis software was used to analyze the study intersections for level of service. The Synchro 2010 HCM methodology reports were used to analyze intersection delay and level of service. King Soopers #146 / 096083082 december 2016 23 COLLEGE AVENUE (US-287) & COLUMBIA ROAD The existing intersection of College Avenue and Columbia Road is signalized and operates with protected-permitted left turn phasing northbound and southbound. With existing conditions, this intersection operates with a LOS B during the weekday afternoon and midday Saturday peak hours. Prior to the addition of project traffic in 2018 and 2035, the intersection is anticipated to continue operating at LOS B during the weekday afternoon and Saturday midday peak hours. With the addition of project traffic and the existing intersection configuration, the intersection delays may increase slightly with an acceptable LOS C occurring during the weekday afternoon peak hour in both 2018 and 2035 and LOS C occurring during the midday Saturday peak hour in 2035.. All approaches are anticipated to operate acceptably as well with a LOS D or better. Table 3 provides the results of the level of service. Table 3. College Avenue (US-287) & Columbia Road LOS Results Scenario Weekday PM Peak Hour Saturday Midday Peak Hour Delay (sec/veh) LOS Delay (sec/veh) LOS 2016 Existing Eastbound Approach Eastbound Left Eastbound Through Eastbound Right Westbound Approach Westbound Left/Through Westbound Right Northbound Approach Northbound Left Northbound Through Northbound Right Southbound Approach Southbound Left Southbound Through Southbound Right 16.5 47.3 53.1 41.9 44.2 42.8 43.3 41.4 12.2 21.1 11.3 11.9 14.1 9.0 14.5 8.7 B D D D D D 24 King Soopers #146 / 096083082 december 2016 Eastbound Approach Eastbound Left Eastbound Through Eastbound Right Westbound Approach Westbound Left/Through Westbound Right Northbound Approach Northbound Left Northbound Through Northbound Right Southbound Approach Southbound Left Southbound Through Southbound Right 47.3 56.5 37.7 39.4 39.0 39.7 37.1 15.5 26.7 15.5 15.2 18.5 11.6 19.1 11.0 D E D D D D D B C B B B B B B 46.7 53.9 37.2 39.4 39.0 39.5 36.9 14.2 16.6 13.8 14.4 16.1 10.7 King Soopers #146 / 096083082 december 2016 25 COLLEGE AVENUE FULL MOVEMENT ACCESS The existing access near the northern boundary of the redevelopment project site along College Avenue is unsignalized with stop control on the eastbound driveway approach. With existing conditions, this intersection has movements operating with long delays and LOS F during both peak hours studied. These delays are only anticipated to increase as traffic increases. To improve operations of the eastbound right turn movement, the auxiliary lane along southbound College Avenue could be extended to this access driveway intersection. This would allow for free eastbound right turn movements with use of this acceleration lane. Otherwise, this represents the difficulty for turning left exiting the property. It is expected that traffic will use the signalized access intersection that aligns with Columbia Road to turn left during the peak hours. The northbound left turn into the site is believed to operate better than predicted due to the platooning created by the Columbia Road and College Avenue signalized intersection. Table 4 provides the results of the level of service at this intersection. Table 4. S. College Avenue Three-Quarter Movement Access LOS Results Scenario Weekday PM Peak Hour Saturday Midday Peak Hour Delay (sec/veh) LOS Delay (sec/veh) LOS 2016 Existing Northbound Left Eastbound Left Eastbound Right 65.7 113.8 37.1 F F E 39.0 157.0 24.8 E F C 2018 Background Northbound Left Eastbound Left Eastbound Right 71.0 316.7 38.9 F F E 41.1 178.0 25.6 E F D 2018 Background Plus Project Northbound Left Eastbound Left Eastbound Right 26 King Soopers #146 / 096083082 december 2016 DRAKE ROAD & REDWING DRIVE The intersection of Drake Road and Redwing Drive is a signalized intersection with protected-permitted left-turn phasing on the westbound approach. With existing conditions, this intersection operates with a LOS A during the weekday afternoon and Saturday midday peak hours. With or without the addition of project traffic throughout 2035, this intersection is anticipated to continue operating acceptably at LOS A or B during the weekday afternoon and Saturday mid-day peak hours with the existing intersection configuration and control. Therefore, it is believed that no modifications are needed at this intersection. Table 5 provides the results of the level of service at this intersection. Table 5. Drake Road and Redwing Drive LOS Results Scenario Weekday PM Peak Hour Saturday Midday Peak Hour Delay (sec/veh) LOS Delay (sec/veh) LOS 2016 Existing Eastbound Approach Eastbound Through Eastbound Right Westbound Approach Westbound Left Westbound Through Northbound Approach Northbound Left Northbound Right 8.7 8.3 8.4 8.3 0.7 4.6 0.5 61.9 48.3 67.5 A A A A A A A E D E 3.0 2.9 3.0 2.9 0.3 1.3 0.2 75.4 58.6 79.6 A King Soopers #146 / 096083082 december 2016 27 Westbound Approach Westbound Left Westbound Through Northbound Approach Northbound Left Northbound Right 1.1 7.2 0.8 66.8 46.3 75.2 A A A E D E 0.3 1.6 0.3 71.9 57.7 75.5 A A A E E E 2035 Background Plus Project Eastbound Approach Eastbound Through Eastbound Right Westbound Approach Westbound Left Westbound Through Northbound Approach Northbound Left Northbound Right 10.7 11.9 12.0 11.9 1.2 8.0 0.9 66.1 45.7 74.2 B B B B A A A 28 King Soopers #146 / 096083082 december 2016 Westbound Through Northbound Approach Northbound Left Northbound Through/Right Southbound Through 1.8 26.4 26.5 26.4 23.0 A C C C C 4.7 18.6 18.5 18.6 16.6 A B B B B 2018 Background Plus Project Eastbound Approach Eastbound Through Eastbound Right Westbound Approach Westbound Left Westbound Through Northbound Approach Northbound Left Northbound Through/Right Southbound Through 6.5 6.3 6.3 6.3 2.7 15.5 2.1 27.5 27.4 27.5 23.8 A A A A A B A C C C C King Soopers #146 / 096083082 december 2016 29 DRAKE ROAD RIGHT-IN/RIGHT-OUT ACCESS The existing right-in/right-out access along Drake Road at the west edge of the property is unsignalized with stop control on the southbound driveway approach. With existing conditions, the southbound right turn movement operates with a LOS C during the weekday afternoon peak hour and LOS B during the Saturday midday peak hour. With or without the addition of project traffic throughout 2035, the southbound right turn exiting movement at this driveway intersection along Drake Road is anticipated to continue operating acceptably at LOS C and B during the weekday afternoon and Saturday mid-day peak hours, respectively. Table 7 provides the results of the level of service at this intersection. Table 7. Right-In/Right-Out Access Along West Drake Road LOS Results Scenario Weekday PM Peak Hour Saturday Midday Peak Hour Delay (sec/veh) LOS Delay (sec/veh) LOS 2016 Existing Southbound Right 16.7 C 12.3 B 2018 Background Southbound Right 17.1 C 12.4 B 2018 Background Plus Project Southbound Right 17.6 C 12.9 B 2035 Background Southbound Right 20.4 C 13.6 B 2035 Background Plus Project Southbound Right 21.2 C 14.2 B DRAKE ROAD FULL MOVEMENT ACCESS The existing full movement access along Drake Road is unsignalized with stop control on the southbound driveway approach. No control is provided on the northbound driveway exiting the car dealership, however stop control is assumed. With existing conditions, all movements at this intersection operate acceptably except for the southbound left turn movement during both the weekday afternoon and midday Saturday peak hours. With or without the addition of project traffic, this southbound left turn movement is anticipated to operate at LOS F. In addition, the northbound approach exiting the car dealership may degrade to LOS F during the Saturday midday peak hour when project traffic is added to the street network and in 2035. During times of heavy adjacent street traffic, it is believed that traffic will divert to turn right at the College Avenue access instead to travel south and east away from the site. It is recommended that the southbound driveway approach be striped with separate left turn/through and right turn lanes. Table 8 provides the results of the level of service at this intersection. Table 8. Drake Road Full Movement Access LOS Results Scenario Weekday PM Peak Hour Saturday Midday Peak Hour Delay (sec/veh) LOS Delay (sec/veh) LOS 2016 Existing 16.9 C 11.2 B 30 King Soopers #146 / 096083082 december 2016 Eastbound Left Westbound Left Northbound Approach Southbound Left Southbound Right 11.1 13.2 776.4 20.7 B B F C 10.1 33.3 192.1 13.4 B D F B 2018 Background Eastbound Left Westbound Left Northbound Approach Southbound Left Southbound Right 17.3 11.3 13.3 857.4 21.3 C B B F C 11.4 10.2 34.2 217.0 13.5 B B D F B 2018 Background Plus Project Eastbound Left Westbound Left Northbound Approach Southbound Left Southbound Right 22.3 11.2 13.2 2656.1 29.0 King Soopers #146 / 096083082 december 2016 31 DRAKE ROAD & COLLEGE AVENUE The existing intersection of Drake Road and College Avenue is signalized and operates with protected- permitted left turn phasing eastbound and westbound and protected only left turn phasing for the dual lefts northbound and southbound. With existing conditions, this intersection operates with a LOS D during the weekday afternoon and mid-day Saturday peak hours. However, the eastbound, northbound, and southbound left turn movements are operating at LOS F during the weekday afternoon peak hour. With or without the addition of project traffic in 2018, the intersection is anticipated to continue operating at LOS D during the weekday afternoon and Saturday mid-day peak hours, with the eastbound and northbound left turn movements continuing to operate at LOS F. To sacrifice the delay and level of service for these movements is preferred to minimize or optimize the delay for all traffic through the intersection to achieve an overall LOS D. By 2035, with or without the addition of project traffic, the intersection may operate at a LOS E or LOS F during both peak hour studies if the 1 percent annual traffic volume growth is realized. Some future improvements that the City of Fort Collins and CDOT could consider include dual left turn lanes for the eastbound and westbound approaches and right turn overlap phasing on all approaches. With right turn overlap phasing, U-Turn movements should be restricted on the approaches. Since Drake Road provides only two through lanes in each direction, U-Turns aren’t likely occurring. To restrict U-Turns along College Avenue, it will be important that alternate access is available for the developments on the northeast and southwest corners of the intersection. The City and CDOT should continue to monitor traffic conditions in the future to determine if and when potential improvements are needed. If and when redevelopment proposals are provided for the businesses on the corner, additional right-of-way dedication may be desired to implement dual left turn lanes eastbound and westbound. Table 9 provides the results of the level of service. Table 9. Drake Road & College Avenue LOS Results Scenario Weekday PM Peak Hour Saturday Midday Peak Hour Delay (sec/veh) LOS Delay (sec/veh) LOS 2016 Existing Eastbound Approach Eastbound Left Eastbound Through Eastbound Right Westbound Approach Westbound Left Westbound Through Westbound Right Northbound Approach Northbound Left Northbound Through Northbound Right Southbound Approach Southbound Left 50.0 60.0 152.6 40.8 36.3 54.9 72.4 59.4 21.0 49.6 32 King Soopers #146 / 096083082 december 2016 Southbound Through Southbound Right 39.5 20.1 D C 42.6 19.7 D B 2018 Background Eastbound Approach Eastbound Left Eastbound Through Eastbound Right Westbound Approach Westbound Left Westbound Through Westbound Right Northbound Approach Northbound Left Northbound Through Northbound Right Southbound Approach Southbound Left Southbound Through Southbound Right 49.9 51.9 105.3 41.4 36.5 53.3 51.2 61.8 20.5 49.4 100.0 37.3 28.7 47.5 67.8 48.7 21.9 D D F D D D D E C D F D C D King Soopers #146 / 096083082 december 2016 33 Southbound Through Southbound Right 88.5 24.3 F C 39.0 17.8 D B 2035 Background Improved # Eastbound Approach Eastbound Left Eastbound Through Eastbound Right Westbound Approach Westbound Left Westbound Through Westbound Right Northbound Approach Northbound Left Northbound Through Northbound Right Southbound Approach Southbound Left Southbound Through Southbound Right 72.3 76.7 229.5 47.2 31.3 93.0 146.4 99.1 21.3 66.7 163.0 43.4 29.4 63.6 69.8 71.3 20.4 E E F D C F F F C E F D C 34 King Soopers #146 / 096083082 december 2016 Southbound Through Southbound Right 77.5 11.5 F B 45.1 10.7 D B # Eastbound and Westbound Dual Left Turn Lanes ## Eastbound and Westbound Dual Left Turn Lanes and Right Turn Overlap Phasing All Approaches King Soopers #146 / 096083082 december 2016 35 5.3 BICYCLE AND PEDESTRIAN ACCESS A bicycle and pedestrian access evaluation was conducted for the King Soopers #146 redevelopment project. This was focused on the areas of Drake Road and College Avenue (US-287) adjacent to the site. The following provides a description of the assessment. Adjacent to the site, Drake Road provides sidewalks and bicycle lanes along both sides of the street. Within a quarter mile to the west, pedestrian access is good with wide sidewalks and signalized crossings of Redwing Road and McClelland Drive. In addition, the Mason Trail is located to the west and a signalized crossing of Drake Road exists at the Redwing Road intersection. With the inclusion of on- street designated bicycle lanes, great level of service exists for both pedestrians and bicycles to the west along Drake Road and north and south along the Mason Trail. To the east along Drake Road, adequate sidewalks exist along the project frontage and east to Harvard Street. The Drake Road and College Avenue signalized intersection includes pedestrian crosswalks and signalized crossing phases. However, east of Harvard Street along Drake Road, the sidewalks widths are significantly reduced to narrow widths of 3 to 4 feet. In addition, the bicycle lanes do not exist east of Harvard Street. Therefore, the pedestrian and bicycle level of service along Drake Road to the east of Harvard Street is significantly reduced. It appears that right-of-way may be an issue for implementing improvements through this area. Along College Avenue (US-287), acceptable sidewalks exist along the west side of the roadway from Rutgers Avenue to the north to Thunderbird Drive to the south. Rutgers Avenue is located beyond 1/4th mile north of the project site; therefore, acceptable pedestrian access exists to the north. Thunderbird Drive is only about 1/8th of mile to the south. Pedestrian movements beyond Thunderbird Drive to the south likely occur along the frontage road sidewalk, which is believed to be adequate through the study area. The east side of College Avenue does not contain sidewalk in a few areas. The frontage road on the east side does include sidewalk in several locations, however pedestrian movements north and south along the corridor may be difficult. Due to this, it is important that the project include adequate sidewalks adjacent to the project frontage of College Avenue. In addition, bicycle lanes do not exist along College Avenue in either direction. It is believed that north/south bicycle trips are along the Mason Trail to the west, therefore connection to this trail is important for the project. Transit within the area is provided by Transfort. The MAX route to the west and the Route 7 along Drake Road are the two closest routes to the project site. The MAX route provides service between the DTC in Downtown Fort Collins and the STC south of Harmony Road. It links with other Transfort bus routes, Park-n-Rides, and the City's bicycle/pedestrian trail system. A station exists directly to the west of the project site. The MAX service is Monday through Saturday, every 10 minutes during peak hours, year- round. MAX Bus Rapid Transit (BRT) serves major activity and employment centers throughout the community including Midtown, CSU and Downtown. Route 7 provides service from the DTC along Shields Street to Drake Road to east of Timberline Road. This route runs Monday through Saturday, every 30 minutes during peak times, and every 60 minutes in the evening and weekend, year-round. It serves CSU campus, Senior Center, Drake Road and Rigden Farm. A bus stop exists along westbound Drake Road, just west of the full movement access location. A shelter exists at this bus stop location. The bus stop along eastbound Drake Road is located to the east of McClelland Drive and includes a bench. A designated pedestrian connection is recommended through the project site connecting College Avenue to the MAX BRT station located to the west of the property. This should include designated crosswalks and pedestrian crossing signs of the drive aisles. In addition, sidewalk is proposed along project frontages of College Avenue (US-287) and Drake Road. Bicycle parking areas are proposed adjacent to the new King Soopers building. 36 King Soopers #146 / 096083082 december 2016 5.4 QUEUING ANALYSIS A queuing analysis was conducted for the adjacent public street intersections as well as the existing/proposed accesses. The queuing analysis was performed using Synchro analysis software presenting results of the 95th percentile queue length. Results are shown in the following Table 10 with calculations provided within the level of service (LOS) operational sheets of Appendix E for the unsignalized intersections and Appendix F for signalized intersections. Table 10. Turn Lane Queuing Results Intersection Turn Lane Existing Turn Lane Length (feet) 2018 Queue Length (feet) 2018 Recommended Turn Lane Length (feet) 2035 Queue Length (feet) 2035 Recommended Turn Lane Length (feet) Columbia & College Eastbound Left Eastbound Right Northbound Left Southbound Left Southbound Right 100’ 125’ 150’ 275’ C 202’ 35’ 63’ 30’ 28’ 225’ 125’ 150’ 275’ C 227’ 48’ 51’ 36’ 27’ 225’ 125’ King Soopers #146 / 096083082 december 2016 37 As shown in the table representing the queuing results, most anticipated queues are accommodated or managed within existing turn bay lengths with project traffic in 2018 horizon. The ones that may exceed existing turn lane length capacity are the following: · Eastbound left turn lane at the Columbia Road and College Avenue intersection. The existing 100- foot left turn lane for left turn exiting traffic from the commercial development was found to require 225 feet of storage. It is believed that this left turn lane extension is possible with a median modification to include removal of the landscaped area and trees. It is recommended that the project team work with the owner of the retail center to consider this modification. · Southbound left turn and right lanes at the Drake Road Access. Previously it was recommended that separate southbound left turn and right turn lanes be designated on the southbound exiting approach to the Drake Road full movement access. If possible, the first drive aisle opening for the parking lot should be removed to increase the throat depth to 100 feet. It is understood that access to the gas station will likely still exist on the east side of the access, however, removing this first parking aisle opening should improve traffic operations and efficiency. · Eastbound left turn lane at the Drake Road and College Avenue intersection. The existing 225- foot left turn lane may have queues of approximately 300 feet during the weekday afternoon peak hour. However, it isn’t possible to extend this left turn lane without removing the westbound left turn lane for access to the car dealership on the south side of Drake Road. It is recommended that dual left turn lanes be considered for this approach in the future. By 2035, a few other left turn storage issues may occur. These include the following: · Eastbound left turn lane at the Drake Road full movement access. The existing 75-foot left turn lane may not accommodate the projected 125-foot queue. It is believed that the existing back-to- back 125-foot westbound left turn lane at Drake Road and McClelland Drive could be reduced to 75 feet if needed so that this additional lane length could be constructed at the Drake Road access. It is recommended that the City of Fort Collins consider this improvement if needed in the future. · Eastbound left turn lane at the Drake Road and College Avenue intersection. The existing 225- foot left turn lane is recommended to be considered for 225-foot dual left turn lanes to accommodate the projected queues. · Westbound left turn lane at Drake Road and College Avenue intersection. The existing 225-foot left turn lane is recommended to be considered for 175-foot dual left turn lanes to accommodate the projected queues. · Northbound dual left turn lanes at Drake Road and College Avenue intersection. The existing 250- foot dual left turn lanes may need to be extended to 325 feet. It is believed that the taper between this northbound left turn lane and the southbound left turn lane for the Thunderbird Drive three- quarter turn movement and College Avenue intersection could be reduced from 150 feet to 75 feet. · Southbound dual left turn lanes at Drake Road and College Avenue intersection. The existing 250- foot dual left turn lanes may need to be extended to 275 feet. It is believed that the taper between this southbound left turn lane and the northbound left turn lane for the Access intersection to the project could be reduced from 125 feet to 100 feet. Based on the results of the operational level of service analysis and turn lane analysis, recommended lane configurations and control of the study area intersections are shown in Figures 13 and 14 for the 2017 and 2035 horizons, respectively. 40 King Soopers #146 / 096083082 december 2016 6.0 CONCLUSIONS AND RECOMMENDATIONS Based on the analysis presented in this report, Kimley-Horn believes the proposed King Soopers #146 Project will be successfully incorporated into the existing and future roadway network. The proposed project development resulted in the following recommendations and conclusions: · With development of the project, it is recommended that an acceleration lane along southbound College Avenue (US-287) be constructed for the site full movement access intersection. This will allow for eastbound free right turning movements to occur. The acceleration lane along southbound College Avenue is recommended to be constructed to tie into the existing southbound right turn deceleration lane for the Drake Road and College Avenue signalized intersection. · It is recommended that the eastbound left turn lane for exiting traffic from the commercial center be considered for extension at the Columbia Road and College Avenue intersection. The existing 100- foot left turn lane was found to require 225 feet of storage. It is believed that this left turn lane extension is possible with a median modification to include removal of the landscaped area and trees. It is recommended that the project team work with the owner of the retail center to consider this modification. · It is recommended that the southbound exiting approach of the Drake Road Full Movement Access be striped to include separate left turn/through and right turn lanes. If possible, it is also recommended that the first drive aisle opening for the parking lot be removed to increase the throat depth to 100 feet. It is understood that access to the gas station will likely still exist on the east side of the access, however, removing this first parking aisle opening should improve traffic operations and efficiency of this intersection. · A designated pedestrian connection is recommended through the project site connecting College Avenue to the MAX BRT station located to the west of the property. This should include designated crosswalks and pedestrian crossing signs of the drive aisles. In addition, sidewalk is proposed along project frontages of College Avenue (US-287) and Drake Road. Bicycle parking areas are proposed adjacent to the new King Soopers building. · By 2035, the eastbound left turn lane at the Drake Road full movement access may need to be extended. The existing 75-foot left turn lane may not accommodate the projected 125-foot queues. It is believed that the existing back-to-back 125-foot westbound left turn lane at Drake Road and McClelland Drive could be reduced to 75 feet if needed so that this additional lane length could be constructed for the Drake Road access. It is recommended that the City of Fort Collins consider this improvement if needed in the future. · By 2035, the Drake Road and College Avenue (US-287) intersection may require additional improvements. These could include dual left turn lanes on the eastbound and westbound approaches. The eastbound dual left turn lanes are recommended to be constructed with a length of 225 feet while the westbound dual left turn lanes should include a length of 175 feet. In addition to these improvements, the northbound dual left turn lanes may need to be extended from 250 feet to 325 feet, while the southbound left turn lanes may need to be extended from 250 feet to 275 feet. It is believed in both cases that the tapers constructed for these turn lanes could be reduced to accommodate these left turn lane extensions northbound and southbound. 2 King Soopers #146 / 096083082 december 2016 · By 2035, right turn overlap phasing may also be beneficial on all approaches to the Drake Road and College Avenue intersection. With right turn overlap phasing, U-Turn movements should be restricted on the approaches. Since Drake Road provides only two through lanes in each direction, U-Turns aren’t likely occurring. To restrict U-Turns along College Avenue, it will be important that alternate access is available for the developments on the northeast and southwest corners of the intersection. · All on-site improvements should be incorporated into the Civil Drawings, and conform to standards of the City of Fort Collins, CDOT, and the Manual on Traffic Control Devices (MUTCD) – 2009 Edition. King Soopers #146 / 096083082 december 2016 APPENDICES King Soopers #146 / 096083082 december 2016 APPENDIX A Base Assumptions Form North: Columbia Road South: West Drake Road East: West: Redwing Road Short Range: 2018 Long Range: 2035 Sat Noon-2:00 Passby: Overall Trip Distribution Mode Split Assumptions Date: Local Entity Engineering: Study Intersections 1. All access drives Time Period for Study Trip Generation Rates SEE ATTACHED ITE CALCULATION SHEETS 6/21/2016 Traffic Engineering: Curtis Rowe Project Name Project Location Full: X Committed Roadway Improvements Other Traffic Studies Captive Market: N/A SEE ATTACHED SKETCH 0.10% (CDOT 20 Year Factor US-287 is 1.02) TIS Assumptions N/A - ITE Trip Generation all Vehicles Areas Requiring Special Study 2. S College Ave/Columbia Rd 3. W Drake Rd/Redwing Rd 4. W Drake Rd/McClelland Dr 5. S College Ave/W Drake Rd 6 7 8 Weekay 28% and Saturday 23% AM: N/A PM: 4:00-6:00 Study Years Trip Adjustment Factors Future Traffic Growth Rate Attachement A Transportation Impact Study Base Assumptions South College Ave King Soopers #146 Fort Collins NWC South College Avenue & West Drake Road Project Information Type of Study Intermediate: Study Area Bounderies Project King Soopers #18 / #146 Subject Trip Generation for Free-Standing Discount Superstore Designed by CDR Date June 21, 2016 Job No. 096083.082 Checked by Date Sheet No. 1 of 1 TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 9th Edition, Average Rate Equations Land Use Code - Free-Standing Discount Superstore (813) Independant Variable - 1000 Square Feet Gross Leasable Area (X) Gross Leasable Area = 123,419 Square Feet X = 123.419 T = Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (Page 1441) Directional Distribution: 56% ent. 44% exit. T = 1.85 (X) T = 228 Average Vehicle Trip Ends T = 1.85 * 123.419 128 entering 100 exiting 128 + = 228 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (page 1442) Average Weekday Directional Distribution: 49% ent. 51% exit. T = 4.35 (X) T = 537 Average Vehicle Trip Ends T = 4.35 * 123.419 263 entering 274 exiting 263 + = 537 Weekday (page 1440) Average Weekday Directional Distribution: 50% entering, 50% exiting T = 50.75 (X) T = 6264 Average Vehicle Trip Ends T = 50.75 * 123.419 3132 entering 3132 exiting 3132 + 3132 = 6,264 Saturday Peak Hour of Generator (page 1446) Average Saturday Directional Distribution: 50% ent. 50% exit. T = 5.64 (X) T = 696 Average Vehicle Trip Ends T = 5.64 * 123.419 348 entering 348 exiting 348 + = 696 Non-Pass-by Trip Volumes (Trip Generation Handbook) June 2004 Handbook for Land Use Code 813 June 2004 Handbook for Land Use Code 815 Weekday = 28% Pass By Saturday = 23% Pass By In Out Total AM Peak 92 72 164 PM Peak Hour Pass-by Rate Applied to AM Peak Hour PM Peak 189 197 387 Daily 2,255 2,255 4,510 PM Peak Hour Pass-by Rate Applied to Daily Saturday Peak 268 268 536 100 274 348 King Soopers #146 / 096083082 december 2016 APPENDIX B Intersections Count Sheets File Name : ColumbiaCollegePM Site Code : IPO 175 Start Date : 6/9/2016 Page No : 1 Fort Collins, CO King Soopers Redevelopment PM Peak Columbia Rd and College Ave (US287) Groups Printed- Unshifted Columbia Rd Eastbound Columbia Rd Westbound College Ave (US287) Northbound College Ave (US287) Southbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 04:00 PM 26 14 18 58 10 9 6 25 27 352 7 386 12 482 31 525 994 04:15 PM 23 8 19 50 7 4 12 23 30 322 2 354 8 463 19 490 917 04:30 PM 28 13 28 69 10 8 10 28 15 374 5 394 12 526 23 561 1052 04:45 PM 30 13 19 62 5 15 5 25 16 325 8 349 17 474 27 518 954 Total 107 48 84 239 32 36 33 101 88 1373 22 1483 49 1945 100 2094 3917 05:00 PM 21 7 19 47 11 7 9 27 21 368 7 396 20 512 22 554 1024 05:15 PM 28 16 23 67 10 11 6 27 29 334 9 372 10 494 23 527 993 05:30 PM 23 14 19 56 7 11 9 27 23 338 4 365 8 447 18 473 921 05:45 PM 31 11 16 58 9 13 16 38 18 300 6 324 13 365 17 395 815 Total 103 48 77 228 37 42 40 119 91 1340 26 1457 51 1818 80 1949 3753 Grand Total 210 96 161 467 69 78 73 220 179 2713 48 2940 100 3763 180 4043 7670 Apprch % 45 20.6 34.5 31.4 35.5 33.2 6.1 92.3 1.6 2.5 93.1 4.5 Total % 2.7 1.3 2.1 6.1 0.9 1 1 2.9 2.3 35.4 0.6 38.3 1.3 49.1 2.3 52.7 Morrison, CO 80465 File Name : ColumbiaCollegePM Site Code : IPO 175 Start Date : 6/9/2016 Page No : 2 Fort Collins, CO King Soopers Redevelopment PM Peak Columbia Rd and College Ave (US287) College Ave (US287) Columbia Rd Columbia Rd College Ave (US287) Right 180 Thru 3763 Left 100 Out In Total 2996 4043 7039 Right 73 Thru 78 Left 69 Out In Total 244 220 464 Left 179 Thru 2713 Right 48 Out In Total 3993 2940 6933 Left 210 Thru 96 Right 161 Out In Total 437 467 904 6/9/2016 04:00 PM 6/9/2016 05:45 PM Unshifted North Morrison, CO 80465 File Name : ColumbiaCollegePM Site Code : IPO 175 Start Date : 6/9/2016 Page No : 3 Fort Collins, CO King Soopers Redevelopment PM Peak Columbia Rd and College Ave (US287) Columbia Rd Eastbound Columbia Rd Westbound College Ave (US287) Northbound College Ave (US287) Southbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM 04:30 PM 28 13 28 69 10 8 10 28 15 374 5 394 12 526 23 561 1052 04:45 PM 30 13 19 62 5 15 5 25 16 325 8 349 17 474 27 518 954 05:00 PM 21 7 19 47 11 7 9 27 21 368 7 396 20 512 22 554 1024 05:15 PM 28 16 23 67 10 11 6 27 29 334 9 372 10 494 23 527 993 Total Volume 107 49 89 245 36 41 30 107 81 1401 29 1511 59 2006 95 2160 4023 % App. Total 43.7 20 36.3 33.6 38.3 28 5.4 92.7 1.9 2.7 92.9 4.4 PHF .892 .766 .795 .888 .818 .683 .750 .955 .698 .936 .806 .954 .738 .953 .880 .963 .956 College Ave (US287) Columbia Rd Columbia Rd College Ave (US287) Right File Name : ColumbiaCollegeNoon Site Code : IPO 175 Start Date : 6/11/2016 Page No : 1 Fort Collins, CO King Soopers Redevelopment Weekend Noon Peak Columbia Rd and College Ave (US287) Groups Printed- Unshifted Columbia Rd Eastbound Columbia Rd Westbound College Ave (US287) Northbound College Ave (US287) Southbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 12:00 PM 16 4 28 48 9 6 8 23 25 375 6 406 7 397 18 422 899 12:15 PM 25 8 24 57 6 4 5 15 27 359 5 391 6 372 22 400 863 12:30 PM 21 8 18 47 6 4 4 14 25 375 8 408 9 443 10 462 931 12:45 PM 20 9 17 46 12 11 6 29 26 345 6 377 4 347 17 368 820 Total 82 29 87 198 33 25 23 81 103 1454 25 1582 26 1559 67 1652 3513 01:00 PM 17 2 25 44 7 5 5 17 26 290 5 321 9 388 13 410 792 01:15 PM 22 10 10 42 4 2 5 11 24 345 2 371 7 341 16 364 788 01:30 PM 18 3 22 43 8 3 14 25 23 314 5 342 10 400 14 424 834 01:45 PM 24 5 17 46 10 7 10 27 28 337 4 369 8 331 12 351 793 Total 81 20 74 175 29 17 34 80 101 1286 16 1403 34 1460 55 1549 3207 Grand Total 163 49 161 373 62 42 57 161 204 2740 41 2985 60 3019 122 3201 6720 Apprch % 43.7 13.1 43.2 38.5 26.1 35.4 6.8 91.8 1.4 1.9 94.3 3.8 Total % 2.4 0.7 2.4 5.6 0.9 0.6 0.8 2.4 3 40.8 0.6 44.4 0.9 44.9 1.8 47.6 Morrison, CO 80465 File Name : ColumbiaCollegeNoon Site Code : IPO 175 Start Date : 6/11/2016 Page No : 2 Fort Collins, CO King Soopers Redevelopment Weekend Noon Peak Columbia Rd and College Ave (US287) College Ave (US287) Columbia Rd Columbia Rd College Ave (US287) Right 122 Thru 3019 Left 60 Out In Total 2960 3201 6161 Right 57 Thru 42 Left 62 Out In Total 150 161 311 Left 204 Thru 2740 Right 41 Out In Total 3242 2985 6227 Left 163 Thru 49 Right 161 Out In Total 368 373 741 6/11/2016 12:00 PM 6/11/2016 01:45 PM Unshifted North Morrison, CO 80465 File Name : ColumbiaCollegeNoon Site Code : IPO 175 Start Date : 6/11/2016 Page No : 3 Fort Collins, CO King Soopers Redevelopment Weekend Noon Peak Columbia Rd and College Ave (US287) Columbia Rd Eastbound Columbia Rd Westbound College Ave (US287) Northbound College Ave (US287) Southbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 12:00 PM to 01:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 12:00 PM 12:00 PM 16 4 28 48 9 6 8 23 25 375 6 406 7 397 18 422 899 12:15 PM 25 8 24 57 6 4 5 15 27 359 5 391 6 372 22 400 863 12:30 PM 21 8 18 47 6 4 4 14 25 375 8 408 9 443 10 462 931 12:45 PM 20 9 17 46 12 11 6 29 26 345 6 377 4 347 17 368 820 Total Volume 82 29 87 198 33 25 23 81 103 1454 25 1582 26 1559 67 1652 3513 % App. Total 41.4 14.6 43.9 40.7 30.9 28.4 6.5 91.9 1.6 1.6 94.4 4.1 PHF .820 .806 .777 .868 .688 .568 .719 .698 .954 .969 .781 .969 .722 .880 .761 .894 .943 College Ave (US287) Columbia Rd Columbia Rd College Ave (US287) Right 67 File Name : CollegeFullAccessPM Site Code : IPO 175 Start Date : 6/9/2016 Page No : 1 Fort Collins, CO King Soopers Redevelopment PM Peak College Ave (US287) Full Access Groups Printed- Unshifted Full Movement Access Eastbound College Ave (US287) Northbound College Ave (US287) Southbound Start Time Left Right App. Total Left Thru App. Total Thru Right App. Total Int. Total 04:00 PM 2 9 11 3 417 420 490 2 492 923 04:15 PM 0 11 11 2 386 388 548 2 550 949 04:30 PM 0 8 8 5 412 417 525 8 533 958 04:45 PM 1 11 12 7 384 391 566 1 567 970 Total 3 39 42 17 1599 1616 2129 13 2142 3800 05:00 PM 0 14 14 6 396 402 572 2 574 990 05:15 PM 0 13 13 8 390 398 573 6 579 990 05:30 PM 0 14 14 6 393 399 500 1 501 914 05:45 PM 1 5 6 3 368 371 475 5 480 857 Total 1 46 47 23 1547 1570 2120 14 2134 3751 Grand Total 4 85 89 40 3146 3186 4249 27 4276 7551 Apprch % 4.5 95.5 1.3 98.7 99.4 0.6 Total % 0.1 1.1 1.2 0.5 41.7 42.2 56.3 0.4 56.6 Morrison, CO 80465 File Name : CollegeFullAccessPM Site Code : IPO 175 Start Date : 6/9/2016 Page No : 2 Fort Collins, CO King Soopers Redevelopment PM Peak College Ave (US287) Full Access College Ave (US287) Full Movement Access College Ave (US287) Right 27 Thru 4249 Out In Total 3150 4276 7426 Left 40 Thru 3146 Out In Total 4334 3186 7520 Left 4 Right 85 Out In Total 67 89 156 6/9/2016 04:00 PM 6/9/2016 05:45 PM Unshifted North Morrison, CO 80465 File Name : CollegeFullAccessPM Site Code : IPO 175 Start Date : 6/9/2016 Page No : 3 Fort Collins, CO King Soopers Redevelopment PM Peak College Ave (US287) Full Access Full Movement Access Eastbound College Ave (US287) Northbound College Ave (US287) Southbound Start Time Left Right App. Total Left Thru App. Total Thru Right App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM 04:30 PM 0 8 8 5 412 417 525 8 533 958 04:45 PM 1 11 12 7 384 391 566 1 567 970 05:00 PM 0 14 14 6 396 402 572 2 574 990 05:15 PM 0 13 13 8 390 398 573 6 579 990 Total Volume 1 46 47 26 1582 1608 2236 17 2253 3908 % App. Total 2.1 97.9 1.6 98.4 99.2 0.8 PHF .250 .821 .839 .813 .960 .964 .976 .531 .973 .987 College Ave (US287) Full Movement Access College Ave (US287) Right 17 Thru 2236 Out In Total 1583 2253 3836 Left 26 Thru 1582 Out In Total 2282 1608 3890 Left 1 Right 46 Out In Total 43 47 90 Peak Hour Begins at 04:30 PM Unshifted Peak Hour Data North Morrison, CO 80465 File Name : CollegeFullAccessNoon Site Code : IPO 175 Start Date : 6/11/2016 Page No : 1 Fort Collins, CO King Soopers Redevelopment Weekend Noon Peak College Ave (US287) Full Access Groups Printed- Unshifted Full Movement Access Eastbound College Ave (US287) Northbound College Ave (US287) Southbound Start Time Left Right App. Total Left Thru App. Total Thru Right App. Total Int. Total 12:00 PM 2 10 12 9 410 419 456 3 459 890 12:15 PM 0 7 7 4 430 434 455 3 458 899 12:30 PM 1 11 12 4 416 420 437 3 440 872 12:45 PM 0 8 8 6 388 394 473 5 478 880 Total 3 36 39 23 1644 1667 1821 14 1835 3541 01:00 PM 2 8 10 8 353 361 387 6 393 764 01:15 PM 3 6 9 7 381 388 431 4 435 832 01:30 PM 0 15 15 7 339 346 409 1 410 771 01:45 PM 1 13 14 5 408 413 413 6 419 846 Total 6 42 48 27 1481 1508 1640 17 1657 3213 Grand Total 9 78 87 50 3125 3175 3461 31 3492 6754 Apprch % 10.3 89.7 1.6 98.4 99.1 0.9 Total % 0.1 1.2 1.3 0.7 46.3 47 51.2 0.5 51.7 Morrison, CO 80465 File Name : CollegeFullAccessNoon Site Code : IPO 175 Start Date : 6/11/2016 Page No : 2 Fort Collins, CO King Soopers Redevelopment Weekend Noon Peak College Ave (US287) Full Access College Ave (US287) Full Movement Access College Ave (US287) Right 31 Thru 3461 Out In Total 3134 3492 6626 Left 50 Thru 3125 Out In Total 3539 3175 6714 Left 9 Right 78 Out In Total 81 87 168 6/11/2016 12:00 PM 6/11/2016 01:45 PM Unshifted North Morrison, CO 80465 File Name : CollegeFullAccessNoon Site Code : IPO 175 Start Date : 6/11/2016 Page No : 3 Fort Collins, CO King Soopers Redevelopment Weekend Noon Peak College Ave (US287) Full Access Full Movement Access Eastbound College Ave (US287) Northbound College Ave (US287) Southbound Start Time Left Right App. Total Left Thru App. Total Thru Right App. Total Int. Total Peak Hour Analysis From 12:00 PM to 01:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 12:00 PM 12:00 PM 2 10 12 9 410 419 456 3 459 890 12:15 PM 0 7 7 4 430 434 455 3 458 899 12:30 PM 1 11 12 4 416 420 437 3 440 872 12:45 PM 0 8 8 6 388 394 473 5 478 880 Total Volume 3 36 39 23 1644 1667 1821 14 1835 3541 % App. Total 7.7 92.3 1.4 98.6 99.2 0.8 PHF .375 .818 .813 .639 .956 .960 .962 .700 .960 .985 College Ave (US287) Full Movement Access College Ave (US287) Right 14 Thru 1821 Out In Total 1647 1835 3482 Left 23 Thru 1644 Out In Total 1857 1667 3524 Left 3 Right 36 Out In Total 37 39 76 Peak Hour Begins at 12:00 PM Unshifted Peak Hour Data North Morrison, CO 80465 File Name : DrakeRedWingPM Site Code : IPO 175 Start Date : 6/9/2016 Page No : 1 Fort Collins, CO King Soopers Redevelopment PM Peak Drake Rd and Redwing Rd Groups Printed- Unshifted Drake Rd Eastbound Drake Rd Westbound Redwing Rd Northbound Redwing Rd Southbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 04:00 PM 0 306 0 306 11 334 0 345 10 0 29 39 0 0 1 1 691 04:15 PM 0 300 2 302 14 329 1 344 5 0 18 23 0 0 2 2 671 04:30 PM 0 259 0 259 7 353 2 362 9 0 19 28 0 0 0 0 649 04:45 PM 0 270 1 271 11 335 2 348 12 0 18 30 0 0 1 1 650 Total 0 1135 3 1138 43 1351 5 1399 36 0 84 120 0 0 4 4 2661 05:00 PM 0 241 1 242 17 372 0 389 18 0 44 62 0 0 0 0 693 05:15 PM 0 295 1 296 11 380 1 392 15 0 20 35 0 0 3 3 726 05:30 PM 0 277 2 279 9 373 0 382 8 0 17 25 0 0 0 0 686 05:45 PM 0 249 2 251 14 367 0 381 7 0 12 19 0 0 0 0 651 Total 0 1062 6 1068 51 1492 1 1544 48 0 93 141 0 0 3 3 2756 Grand Total 0 2197 9 2206 94 2843 6 2943 84 0 177 261 0 0 7 7 5417 Apprch % 0 99.6 0.4 3.2 96.6 0.2 32.2 0 67.8 0 0 100 Total % 0 40.6 0.2 40.7 1.7 52.5 0.1 54.3 1.6 0 3.3 4.8 0 0 0.1 0.1 Morrison, CO 80465 File Name : DrakeRedWingPM Site Code : IPO 175 Start Date : 6/9/2016 Page No : 2 Fort Collins, CO King Soopers Redevelopment PM Peak Drake Rd and Redwing Rd Redwing Rd Drake Rd Drake Rd Redwing Rd Right 7 Thru 0 Left 0 Out In Total 6 7 13 Right 6 Thru 2843 Left 94 Out In Total 2374 2943 5317 Left 84 Thru 0 Right 177 Out In Total 103 261 364 Left 0 Thru 2197 Right 9 Out In Total 2934 2206 5140 6/9/2016 04:00 PM 6/9/2016 05:45 PM Unshifted North Morrison, CO 80465 File Name : DrakeRedWingPM Site Code : IPO 175 Start Date : 6/9/2016 Page No : 3 Fort Collins, CO King Soopers Redevelopment PM Peak Drake Rd and Redwing Rd Drake Rd Eastbound Drake Rd Westbound Redwing Rd Northbound Redwing Rd Southbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 05:00 PM 05:00 PM 0 241 1 242 17 372 0 389 18 0 44 62 0 0 0 0 693 05:15 PM 0 295 1 296 11 380 1 392 15 0 20 35 0 0 3 3 726 05:30 PM 0 277 2 279 9 373 0 382 8 0 17 25 0 0 0 0 686 05:45 PM 0 249 2 251 14 367 0 381 7 0 12 19 0 0 0 0 651 Total Volume 0 1062 6 1068 51 1492 1 1544 48 0 93 141 0 0 3 3 2756 % App. Total 0 99.4 0.6 3.3 96.6 0.1 34 0 66 0 0 100 PHF .000 .900 .750 .902 .750 .982 .250 .985 .667 .000 .528 .569 .000 .000 .250 .250 .949 Redwing Rd Drake Rd Drake Rd Redwing Rd Right 3 Thru 0 Left 0 File Name : DrakeRedWingNoon Site Code : IPO 175 Start Date : 6/11/2016 Page No : 1 Fort Collins, CO King Soopers Redevelopment Weekend Noon Peak Drake Rd and Redwing Rd Groups Printed- Unshifted Drake Rd Eastbound Drake Rd Westbound Redwing Rd Northbound Redwing Rd Southbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 12:00 PM 0 247 1 248 7 231 1 239 2 0 6 8 0 0 0 0 495 12:15 PM 0 248 2 250 3 246 1 250 0 0 8 8 0 0 0 0 508 12:30 PM 0 228 0 228 3 226 0 229 2 0 6 8 0 0 0 0 465 12:45 PM 0 211 4 215 5 249 0 254 0 0 3 3 0 0 0 0 472 Total 0 934 7 941 18 952 2 972 4 0 23 27 0 0 0 0 1940 01:00 PM 0 241 0 241 1 256 0 257 2 0 5 7 0 0 0 0 505 01:15 PM 0 188 3 191 5 243 0 248 0 0 3 3 0 0 1 1 443 01:30 PM 0 210 2 212 2 238 0 240 3 0 4 7 0 0 0 0 459 01:45 PM 0 234 0 234 6 267 0 273 0 0 9 9 0 0 0 0 516 Total 0 873 5 878 14 1004 0 1018 5 0 21 26 0 0 1 1 1923 Grand Total 0 1807 12 1819 32 1956 2 1990 9 0 44 53 0 0 1 1 3863 Apprch % 0 99.3 0.7 1.6 98.3 0.1 17 0 83 0 0 100 Total % 0 46.8 0.3 47.1 0.8 50.6 0.1 51.5 0.2 0 1.1 1.4 0 0 0 0 Morrison, CO 80465 File Name : DrakeRedWingNoon Site Code : IPO 175 Start Date : 6/11/2016 Page No : 2 Fort Collins, CO King Soopers Redevelopment Weekend Noon Peak Drake Rd and Redwing Rd Redwing Rd Drake Rd Drake Rd Redwing Rd Right 1 Thru 0 Left 0 Out In Total 2 1 3 Right 2 Thru 1956 Left 32 Out In Total 1851 1990 3841 Left 9 Thru 0 Right 44 Out In Total 44 53 97 Left 0 Thru 1807 Right 12 Out In Total 1966 1819 3785 6/11/2016 12:00 PM 6/11/2016 01:45 PM Unshifted North Morrison, CO 80465 File Name : DrakeRedWingNoon Site Code : IPO 175 Start Date : 6/11/2016 Page No : 3 Fort Collins, CO King Soopers Redevelopment Weekend Noon Peak Drake Rd and Redwing Rd Drake Rd Eastbound Drake Rd Westbound Redwing Rd Northbound Redwing Rd Southbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 12:00 PM to 01:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 12:15 PM 12:15 PM 0 248 2 250 3 246 1 250 0 0 8 8 0 0 0 0 508 12:30 PM 0 228 0 228 3 226 0 229 2 0 6 8 0 0 0 0 465 12:45 PM 0 211 4 215 5 249 0 254 0 0 3 3 0 0 0 0 472 01:00 PM 0 241 0 241 1 256 0 257 2 0 5 7 0 0 0 0 505 Total Volume 0 928 6 934 12 977 1 990 4 0 22 26 0 0 0 0 1950 % App. Total 0 99.4 0.6 1.2 98.7 0.1 15.4 0 84.6 0 0 0 PHF .000 .935 .375 .934 .600 .954 .250 .963 .500 .000 .688 .813 .000 .000 .000 .000 .960 Redwing Rd Drake Rd Drake Rd Redwing Rd Right 0 Thru 0 File Name : DrakeMcClellandPM Site Code : IPO 175 Start Date : 6/9/2016 Page No : 1 Fort Collins, CO King Soopers Redevelopment PM Peak Drake Rd and McClelland Drive Groups Printed- Unshifted Drake Rd Eastbound Drake Rd Westbound McClelland Drive Northbound McClelland Drive Southbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 04:00 PM 0 286 26 312 21 300 0 321 31 1 33 65 0 1 0 1 699 04:15 PM 0 324 17 341 12 323 0 335 29 2 27 58 0 1 0 1 735 04:30 PM 0 234 18 252 16 333 0 349 22 2 32 56 0 2 0 2 659 04:45 PM 0 292 21 313 11 325 0 336 26 2 29 57 0 2 0 2 708 Total 0 1136 82 1218 60 1281 0 1341 108 7 121 236 0 6 0 6 2801 05:00 PM 0 254 12 266 15 355 0 370 28 3 39 70 0 1 0 1 707 05:15 PM 0 309 24 333 10 380 0 390 21 1 32 54 0 2 0 2 779 05:30 PM 0 251 16 267 11 337 0 348 34 2 32 68 0 2 0 2 685 05:45 PM 0 253 25 278 10 361 0 371 24 1 23 48 0 2 0 2 699 Total 0 1067 77 1144 46 1433 0 1479 107 7 126 240 0 7 0 7 2870 Grand Total 0 2203 159 2362 106 2714 0 2820 215 14 247 476 0 13 0 13 5671 Apprch % 0 93.3 6.7 3.8 96.2 0 45.2 2.9 51.9 0 100 0 Total % 0 38.8 2.8 41.7 1.9 47.9 0 49.7 3.8 0.2 4.4 8.4 0 0.2 0 0.2 Morrison, CO 80465 File Name : DrakeMcClellandPM Site Code : IPO 175 Start Date : 6/9/2016 Page No : 2 Fort Collins, CO King Soopers Redevelopment PM Peak Drake Rd and McClelland Drive McClelland Drive Drake Rd Drake Rd McClelland Drive Right 0 Thru 13 Left 0 Out In Total 14 13 27 Right 0 Thru 2714 Left 106 Out In Total 2450 2820 5270 Left 215 Thru 14 Right 247 Out In Total 278 476 754 Left 0 Thru 2203 Right 159 Out In Total 2929 2362 5291 6/9/2016 04:00 PM 6/9/2016 05:45 PM Unshifted North Morrison, CO 80465 File Name : DrakeMcClellandPM Site Code : IPO 175 Start Date : 6/9/2016 Page No : 3 Fort Collins, CO King Soopers Redevelopment PM Peak Drake Rd and McClelland Drive Drake Rd Eastbound Drake Rd Westbound McClelland Drive Northbound McClelland Drive Southbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:45 PM 04:45 PM 0 292 21 313 11 325 0 336 26 2 29 57 0 2 0 2 708 05:00 PM 0 254 12 266 15 355 0 370 28 3 39 70 0 1 0 1 707 05:15 PM 0 309 24 333 10 380 0 390 21 1 32 54 0 2 0 2 779 05:30 PM 0 251 16 267 11 337 0 348 34 2 32 68 0 2 0 2 685 Total Volume 0 1106 73 1179 47 1397 0 1444 109 8 132 249 0 7 0 7 2879 % App. Total 0 93.8 6.2 3.3 96.7 0 43.8 3.2 53 0 100 0 PHF .000 .895 .760 .885 .783 .919 .000 .926 .801 .667 .846 .889 .000 .875 .000 .875 .924 McClelland Drive Drake Rd Drake Rd McClelland Drive Right 0 Thru 7 Left File Name : DrakeMcClellandNoon Site Code : IPO 175 Start Date : 6/11/2016 Page No : 1 Fort Collins, CO King Soopers Redevelopment Weekend Noon Peak Drake Rd and McClelland Drive Groups Printed- Unshifted Drake Rd Eastbound Drake Rd Westbound McClelland Drive Northbound McClelland Drive Southbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Bus Only Right App. Total Left Thru Bus Only Right App. Total Int. Total 12:00 PM 0 239 19 258 6 218 0 224 24 3 32 59 0 1 0 1 542 12:15 PM 0 230 22 252 12 225 0 237 22 1 35 58 0 2 0 2 549 12:30 PM 0 216 24 240 7 215 0 222 12 2 32 46 0 1 0 1 509 12:45 PM 0 202 14 216 7 227 0 234 27 1 25 53 0 1 0 1 504 Total 0 887 79 966 32 885 0 917 85 7 124 216 0 5 0 5 2104 01:00 PM 0 196 26 222 11 226 0 237 32 2 26 60 0 2 0 2 521 01:15 PM 0 194 16 210 7 223 0 230 23 2 22 47 0 2 0 2 489 01:30 PM 0 198 16 214 12 215 0 227 24 2 29 55 0 1 0 1 497 01:45 PM 0 213 22 235 15 252 0 267 19 4 28 51 0 3 0 3 556 Total 0 801 80 881 45 916 0 961 98 10 105 213 0 8 0 8 2063 Grand Total 0 1688 159 1847 77 1801 0 1878 183 17 229 429 0 13 0 13 4167 Apprch % 0 91.4 8.6 4.1 95.9 0 42.7 4 53.4 0 100 0 Total % 0 40.5 3.8 44.3 1.8 43.2 0 45.1 4.4 0.4 5.5 10.3 0 0.3 0 0.3 Morrison, CO 80465 File Name : DrakeMcClellandNoon Site Code : IPO 175 Start Date : 6/11/2016 Page No : 2 Fort Collins, CO King Soopers Redevelopment Weekend Noon Peak Drake Rd and McClelland Drive McClelland Drive Drake Rd Drake Rd McClelland Drive Right 0 Thru Bus Only 13 Left 0 Out In Total 17 13 30 Right 0 Thru 1801 Left 77 Out In Total 1917 1878 3795 Left 183 Thru Bus Only 17 Right 229 Out In Total 249 429 678 Left 0 Thru 1688 Right 159 Out In Total 1984 1847 3831 6/11/2016 12:00 PM 6/11/2016 01:45 PM Unshifted North Morrison, CO 80465 File Name : DrakeMcClellandNoon Site Code : IPO 175 Start Date : 6/11/2016 Page No : 3 Fort Collins, CO King Soopers Redevelopment Weekend Noon Peak Drake Rd and McClelland Drive Drake Rd Eastbound Drake Rd Westbound McClelland Drive Northbound McClelland Drive Southbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Bus Only Right App. Total Left Thru Bus Only Right App. Total Int. Total Peak Hour Analysis From 12:00 PM to 01:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 12:00 PM 12:00 PM 0 239 19 258 6 218 0 224 24 3 32 59 0 1 0 1 542 12:15 PM 0 230 22 252 12 225 0 237 22 1 35 58 0 2 0 2 549 12:30 PM 0 216 24 240 7 215 0 222 12 2 32 46 0 1 0 1 509 12:45 PM 0 202 14 216 7 227 0 234 27 1 25 53 0 1 0 1 504 Total Volume 0 887 79 966 32 885 0 917 85 7 124 216 0 5 0 5 2104 % App. Total File Name : DrakeRIROPM Site Code : IPO 175 Start Date : 6/9/2016 Page No : 1 Fort Collins, CO King Soopers Redevelopment PM Peak Drake Rd RIRO Groups Printed- Unshifted Drake Rd Eastbound Drake Rd Westbound RIRO Southbound Start Time Left Thru App. Total Thru Right App. Total Left Right App. Total Int. Total 04:00 PM 0 319 319 314 1 315 0 7 7 641 04:15 PM 0 351 351 330 1 331 0 5 5 687 04:30 PM 0 266 266 345 0 345 0 4 4 615 04:45 PM 0 321 321 329 1 330 0 7 7 658 Total 0 1257 1257 1318 3 1321 0 23 23 2601 05:00 PM 0 293 293 362 2 364 0 8 8 665 05:15 PM 0 341 341 387 3 390 0 3 3 734 05:30 PM 0 283 283 344 0 344 0 4 4 631 05:45 PM 0 276 276 367 1 368 0 4 4 648 Total 0 1193 1193 1460 6 1466 0 19 19 2678 Grand Total 0 2450 2450 2778 9 2787 0 42 42 5279 Apprch % 0 100 99.7 0.3 0 100 Total % 0 46.4 46.4 52.6 0.2 52.8 0 0.8 0.8 Morrison, CO 80465 File Name : DrakeRIROPM Site Code : IPO 175 Start Date : 6/9/2016 Page No : 2 Fort Collins, CO King Soopers Redevelopment PM Peak Drake Rd RIRO RIRO Drake Rd Drake Rd Right 42 Left 0 Out In Total 9 42 51 Right 9 Thru 2778 Out In Total 2450 2787 5237 Left 0 Thru 2450 Out In Total 2820 2450 5270 6/9/2016 04:00 PM 6/9/2016 05:45 PM Unshifted North Morrison, CO 80465 File Name : DrakeRIROPM Site Code : IPO 175 Start Date : 6/9/2016 Page No : 3 Fort Collins, CO King Soopers Redevelopment PM Peak Drake Rd RIRO Drake Rd Eastbound Drake Rd Westbound RIRO Southbound Start Time Left Thru App. Total Thru Right App. Total Left Right App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:45 PM 04:45 PM 0 321 321 329 1 330 0 7 7 658 05:00 PM 0 293 293 362 2 364 0 8 8 665 05:15 PM 0 341 341 387 3 390 0 3 3 734 05:30 PM 0 283 283 344 0 344 0 4 4 631 Total Volume 0 1238 1238 1422 6 1428 0 22 22 2688 % App. Total 0 100 99.6 0.4 0 100 PHF .000 .908 .908 .919 .500 .915 .000 .688 .688 .916 RIRO Drake Rd Drake Rd Right 22 Left 0 Out In Total 6 22 28 Right 6 Thru 1422 Out In Total 1238 1428 2666 Left 0 Thru 1238 Out In Total 1444 1238 2682 Peak Hour Begins at 04:45 PM Unshifted Peak Hour Data North Morrison, CO 80465 File Name : DrakeRIRONoon Site Code : IPO 175 Start Date : 6/11/2016 Page No : 1 Fort Collins, CO King Soopers Redevelopment Weekend Noon Peak Drake Rd RIRO Groups Printed- Unshifted Drake Rd Eastbound Drake Rd Westbound RIRO Southbound Start Time Left Thru App. Total Thru Right App. Total Left Right App. Total Int. Total 12:00 PM 0 271 271 217 2 219 0 7 7 497 12:15 PM 0 265 265 233 1 234 0 4 4 503 12:30 PM 0 248 248 218 1 219 0 4 4 471 12:45 PM 0 227 227 229 1 230 0 5 5 462 Total 0 1011 1011 897 5 902 0 20 20 1933 01:00 PM 0 222 222 228 0 228 0 9 9 459 01:15 PM 0 216 216 226 0 226 0 4 4 446 01:30 PM 0 227 227 224 0 224 0 3 3 454 01:45 PM 0 241 241 263 2 265 0 4 4 510 Total 0 906 906 941 2 943 0 20 20 1869 Grand Total 0 1917 1917 1838 7 1845 0 40 40 3802 Apprch % 0 100 99.6 0.4 0 100 Total % 0 50.4 50.4 48.3 0.2 48.5 0 1.1 1.1 Morrison, CO 80465 File Name : DrakeRIRONoon Site Code : IPO 175 Start Date : 6/11/2016 Page No : 2 Fort Collins, CO King Soopers Redevelopment Weekend Noon Peak Drake Rd RIRO RIRO Drake Rd Drake Rd Right 40 Left 0 Out In Total 7 40 47 Right 7 Thru 1838 Out In Total 1917 1845 3762 Left 0 Thru 1917 Out In Total 1878 1917 3795 6/11/2016 12:00 PM 6/11/2016 01:45 PM Unshifted North Morrison, CO 80465 File Name : DrakeRIRONoon Site Code : IPO 175 Start Date : 6/11/2016 Page No : 3 Fort Collins, CO King Soopers Redevelopment Weekend Noon Peak Drake Rd RIRO Drake Rd Eastbound Drake Rd Westbound RIRO Southbound Start Time Left Thru App. Total Thru Right App. Total Left Right App. Total Int. Total Peak Hour Analysis From 12:00 PM to 01:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 12:00 PM 12:00 PM 0 271 271 217 2 219 0 7 7 497 12:15 PM 0 265 265 233 1 234 0 4 4 503 12:30 PM 0 248 248 218 1 219 0 4 4 471 12:45 PM 0 227 227 229 1 230 0 5 5 462 Total Volume 0 1011 1011 897 5 902 0 20 20 1933 % App. Total 0 100 99.4 0.6 0 100 PHF .000 .933 .933 .962 .625 .964 .000 .714 .714 .961 RIRO Drake Rd Drake Rd Right 20 Left 0 Out In Total 5 20 25 Right 5 Thru 897 Out In Total 1011 902 1913 Left 0 Thru 1011 Out In Total 917 1011 1928 Peak Hour Begins at 12:00 PM Unshifted Peak Hour Data North Morrison, CO 80465 File Name : DrakeFullAccessPM Site Code : IPO 175 Start Date : 6/9/2016 Page No : 1 Fort Collins, CO King Soopers Redevelopment PM Peak Drake Rd Full Access Groups Printed- Unshifted Drake Rd Eastbound Drake Rd Westbound Full Movement Access Northbound Full Movement Access Southbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 04:00 PM 38 306 0 344 2 300 15 317 0 0 2 2 2 0 28 30 693 04:15 PM 35 278 2 315 3 292 20 315 0 0 5 5 3 0 28 31 666 04:30 PM 33 278 0 311 1 331 13 345 0 0 2 2 6 0 34 40 698 04:45 PM 34 260 0 294 1 294 17 312 0 0 1 1 5 0 33 38 645 Total 140 1122 2 1264 7 1217 65 1289 0 0 10 10 16 0 123 139 2702 05:00 PM 28 292 0 320 1 337 18 356 0 0 1 1 3 0 31 34 711 05:15 PM 37 283 0 320 2 354 14 370 0 0 4 4 3 0 32 35 729 05:30 PM 34 284 0 318 0 340 15 355 0 0 3 3 1 0 25 26 702 05:45 PM 35 228 0 263 2 322 16 340 0 0 1 1 3 0 34 37 641 Total 134 1087 0 1221 5 1353 63 1421 0 0 9 9 10 0 122 132 2783 Grand Total 274 2209 2 2485 12 2570 128 2710 0 0 19 19 26 0 245 271 5485 Apprch % 11 88.9 0.1 0.4 94.8 4.7 0 0 100 9.6 0 90.4 Total % 5 40.3 0 45.3 0.2 46.9 2.3 49.4 0 0 0.3 0.3 0.5 0 4.5 4.9 Morrison, CO 80465 File Name : DrakeFullAccessPM Site Code : IPO 175 Start Date : 6/9/2016 Page No : 2 Fort Collins, CO King Soopers Redevelopment PM Peak Drake Rd Full Access Full Movement Access Drake Rd Drake Rd Full Movement Access Right 245 Thru 0 Left 26 Out In Total 402 271 673 Right 128 Thru 2570 Left 12 Out In Total 2254 2710 4964 Left 0 Thru 0 Right 19 Out In Total 14 19 33 Left 274 Thru 2209 Right 2 Out In Total 2815 2485 5300 6/9/2016 04:00 PM 6/9/2016 05:45 PM Unshifted North Morrison, CO 80465 File Name : DrakeFullAccessPM Site Code : IPO 175 Start Date : 6/9/2016 Page No : 3 Fort Collins, CO King Soopers Redevelopment PM Peak Drake Rd Full Access Drake Rd Eastbound Drake Rd Westbound Full Movement Access Northbound Full Movement Access Southbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:45 PM 04:45 PM 34 260 0 294 1 294 17 312 0 0 1 1 5 0 33 38 645 05:00 PM 28 292 0 320 1 337 18 356 0 0 1 1 3 0 31 34 711 05:15 PM 37 283 0 320 2 354 14 370 0 0 4 4 3 0 32 35 729 05:30 PM 34 284 0 318 0 340 15 355 0 0 3 3 1 0 25 26 702 Total Volume 133 1119 0 1252 4 1325 64 1393 0 0 9 9 12 0 121 133 2787 % App. Total 10.6 89.4 0 0.3 95.1 4.6 0 0 100 9 0 91 PHF .899 .958 .000 .978 .500 .936 .889 .941 .000 .000 .563 .563 .600 .000 .917 .875 .956 Full Movement Access Drake Rd Drake Rd Full Movement Access Right 121 Thru 0 File Name : DrakeFullAccessNoon Site Code : IPO 175 Start Date : 6/11/2016 Page No : 1 Fort Collins, CO King Soopers Redevelopment Weekend Noon Peak Drake Rd Full Access Groups Printed- Unshifted Drake Rd Eastbound Drake Rd Westbound Full Movement Access Northbound Full Movement Access Southbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 12:00 PM 35 219 2 256 2 200 16 218 0 0 2 2 6 0 16 22 498 12:15 PM 40 239 0 279 1 214 15 230 0 1 5 6 3 0 20 23 538 12:30 PM 29 211 0 240 1 199 12 212 0 1 0 1 4 1 20 25 478 12:45 PM 31 192 1 224 2 200 10 212 0 0 1 1 3 1 30 34 471 Total 135 861 3 999 6 813 53 872 0 2 8 10 16 2 86 104 1985 01:00 PM 22 204 0 226 2 186 9 197 0 0 1 1 9 0 35 44 468 01:15 PM 31 186 1 218 0 205 12 217 0 0 3 3 7 0 19 26 464 01:30 PM 25 199 0 224 0 190 12 202 0 0 0 0 5 0 25 30 456 01:45 PM 37 225 1 263 0 228 11 239 0 0 0 0 1 0 36 37 539 Total 115 814 2 931 2 809 44 855 0 0 4 4 22 0 115 137 1927 Grand Total 250 1675 5 1930 8 1622 97 1727 0 2 12 14 38 2 201 241 3912 Apprch % 13 86.8 0.3 0.5 93.9 5.6 0 14.3 85.7 15.8 0.8 83.4 Total % 6.4 42.8 0.1 49.3 0.2 41.5 2.5 44.1 0 0.1 0.3 0.4 1 0.1 5.1 6.2 Morrison, CO 80465 File Name : DrakeFullAccessNoon Site Code : IPO 175 Start Date : 6/11/2016 Page No : 2 Fort Collins, CO King Soopers Redevelopment Weekend Noon Peak Drake Rd Full Access Full Movement Access Drake Rd Drake Rd Full Movement Access Right 201 Thru 2 Left 38 Out In Total 349 241 590 Right 97 Thru 1622 Left 8 Out In Total 1725 1727 3452 Left 0 Thru 2 Right 12 Out In Total 15 14 29 Left 250 Thru 1675 Right 5 Out In Total 1823 1930 3753 6/11/2016 12:00 PM 6/11/2016 01:45 PM Unshifted North Morrison, CO 80465 File Name : DrakeFullAccessNoon Site Code : IPO 175 Start Date : 6/11/2016 Page No : 3 Fort Collins, CO King Soopers Redevelopment Weekend Noon Peak Drake Rd Full Access Drake Rd Eastbound Drake Rd Westbound Full Movement Access Northbound Full Movement Access Southbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 12:00 PM to 01:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 12:00 PM 12:00 PM 35 219 2 256 2 200 16 218 0 0 2 2 6 0 16 22 498 12:15 PM 40 239 0 279 1 214 15 230 0 1 5 6 3 0 20 23 538 12:30 PM 29 211 0 240 1 199 12 212 0 1 0 1 4 1 20 25 478 12:45 PM 31 192 1 224 2 200 10 212 0 0 1 1 3 1 30 34 471 Total Volume 135 861 3 999 6 813 53 872 0 2 8 10 16 2 86 104 1985 % App. Total 13.5 86.2 0.3 0.7 93.2 6.1 0 20 80 15.4 1.9 82.7 PHF .844 .901 .375 .895 .750 .950 .828 .948 .000 .500 .400 .417 .667 .500 .717 .765 .922 Full Movement Access Drake Rd Drake Rd Full Movement Access Right 86 File Name : DrakeCollegePM Site Code : IPO 175 Start Date : 6/9/2016 Page No : 1 Fort Collins, CO King Soopers Redevelopment PM Peak Drake Rd and College Ave (US287) Groups Printed- Unshifted Drake Rd Eastbound Drake Rd Westbound College Ave (US287) Northbound College Ave (US287) Southbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 04:00 PM 47 189 74 310 47 207 59 313 56 289 35 380 72 378 53 503 1506 04:15 PM 52 160 73 285 39 165 45 249 60 316 32 408 53 398 75 526 1468 04:30 PM 59 178 44 281 38 205 54 297 59 298 30 387 77 368 59 504 1469 04:45 PM 55 153 64 272 37 196 51 284 55 294 33 382 70 423 68 561 1499 Total 213 680 255 1148 161 773 209 1143 230 1197 130 1557 272 1567 255 2094 5942 05:00 PM 43 176 61 280 36 203 51 290 76 297 34 407 86 408 88 582 1559 05:15 PM 55 187 51 293 45 195 49 289 92 325 32 449 75 420 71 566 1597 05:30 PM 50 173 56 279 34 211 52 297 78 267 25 370 85 366 74 525 1471 05:45 PM 54 142 49 245 37 193 51 281 71 279 35 385 55 343 62 460 1371 Total 202 678 217 1097 152 802 203 1157 317 1168 126 1611 301 1537 295 2133 5998 Grand Total 415 1358 472 2245 313 1575 412 2300 547 2365 256 3168 573 3104 550 4227 11940 Apprch % 18.5 60.5 21 13.6 68.5 17.9 17.3 74.7 8.1 13.6 73.4 13 Total % 3.5 11.4 4 18.8 2.6 13.2 3.5 19.3 4.6 19.8 2.1 26.5 4.8 26 4.6 35.4 Morrison, CO 80465 File Name : DrakeCollegePM Site Code : IPO 175 Start Date : 6/9/2016 Page No : 2 Fort Collins, CO King Soopers Redevelopment PM Peak Drake Rd and College Ave (US287) College Ave (US287) Drake Rd Drake Rd College Ave (US287) Right 550 Thru 3104 Left 573 Out In Total 3192 4227 7419 Right 412 Thru 1575 Left 313 Out In Total 2187 2300 4487 Left 547 Thru 2365 Right 256 Out In Total 3889 3168 7057 Left 415 Thru 1358 Right 472 Out In Total 2672 2245 4917 6/9/2016 04:00 PM 6/9/2016 05:45 PM Unshifted North Morrison, CO 80465 File Name : DrakeCollegePM Site Code : IPO 175 Start Date : 6/9/2016 Page No : 3 Fort Collins, CO King Soopers Redevelopment PM Peak Drake Rd and College Ave (US287) Drake Rd Eastbound Drake Rd Westbound College Ave (US287) Northbound College Ave (US287) Southbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:45 PM 04:45 PM 55 153 64 272 37 196 51 284 55 294 33 382 70 423 68 561 1499 05:00 PM 43 176 61 280 36 203 51 290 76 297 34 407 86 408 88 582 1559 05:15 PM 55 187 51 293 45 195 49 289 92 325 32 449 75 420 71 566 1597 05:30 PM 50 173 56 279 34 211 52 297 78 267 25 370 85 366 74 525 1471 Total Volume 203 689 232 1124 152 805 203 1160 301 1183 124 1608 316 1617 301 2234 6126 % App. Total 18.1 61.3 20.6 13.1 69.4 17.5 18.7 73.6 7.7 14.1 72.4 13.5 PHF .923 .921 .906 .959 .844 .954 .976 .976 .818 .910 .912 .895 .919 .956 .855 .960 .959 College Ave (US287) Drake Rd Drake Rd College Ave (US287) Right 301 File Name : DrakeCollegeNoon Site Code : IPO 175 Start Date : 6/11/2016 Page No : 1 Fort Collins, CO King Soopers Redevelopment Weekend Noon Peak Drake Rd and College Ave (US287) Groups Printed- Unshifted Drake Rd Eastbound Drake Rd Westbound College Ave (US287) Northbound College Ave (US287) Southbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 12:00 PM 53 108 86 247 38 101 46 185 47 351 27 425 73 325 67 465 1322 12:15 PM 47 132 67 246 44 128 43 215 55 332 30 417 54 337 61 452 1330 12:30 PM 47 112 48 207 35 107 42 184 46 363 44 453 58 353 54 465 1309 12:45 PM 40 98 60 198 49 111 46 206 56 285 31 372 53 334 52 439 1215 Total 187 450 261 898 166 447 177 790 204 1331 132 1667 238 1349 234 1821 5176 01:00 PM 42 106 42 190 39 104 38 181 47 304 18 369 51 317 56 424 1164 01:15 PM 42 112 65 219 44 108 49 201 63 294 43 400 57 274 57 388 1208 01:30 PM 32 109 47 188 44 107 49 200 59 275 28 362 61 363 41 465 1215 01:45 PM 58 127 56 241 33 128 43 204 67 308 25 400 61 274 48 383 1228 Total 174 454 210 838 160 447 179 786 236 1181 114 1531 230 1228 202 1660 4815 Grand Total 361 904 471 1736 326 894 356 1576 440 2512 246 3198 468 2577 436 3481 9991 Apprch % 20.8 52.1 27.1 20.7 56.7 22.6 13.8 78.5 7.7 13.4 74 12.5 Total % 3.6 9 4.7 17.4 3.3 8.9 3.6 15.8 4.4 25.1 2.5 32 4.7 25.8 4.4 34.8 Morrison, CO 80465 File Name : DrakeCollegeNoon Site Code : IPO 175 Start Date : 6/11/2016 Page No : 2 Fort Collins, CO King Soopers Redevelopment Weekend Noon Peak Drake Rd and College Ave (US287) College Ave (US287) Drake Rd Drake Rd College Ave (US287) Right 436 Thru 2577 Left 468 Out In Total 3229 3481 6710 Right 356 Thru 894 Left 326 Out In Total 1618 1576 3194 Left 440 Thru 2512 Right 246 Out In Total 3374 3198 6572 Left 361 Thru 904 Right 471 Out In Total 1770 1736 3506 6/11/2016 12:00 PM 6/11/2016 01:45 PM Unshifted North Morrison, CO 80465 File Name : DrakeCollegeNoon Site Code : IPO 175 Start Date : 6/11/2016 Page No : 3 Fort Collins, CO King Soopers Redevelopment Weekend Noon Peak Drake Rd and College Ave (US287) Drake Rd Eastbound Drake Rd Westbound College Ave (US287) Northbound College Ave (US287) Southbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 12:00 PM to 01:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 12:00 PM 12:00 PM 53 108 86 247 38 101 46 185 47 351 27 425 73 325 67 465 1322 12:15 PM 47 132 67 246 44 128 43 215 55 332 30 417 54 337 61 452 1330 12:30 PM 47 112 48 207 35 107 42 184 46 363 44 453 58 353 54 465 1309 12:45 PM 40 98 60 198 49 111 46 206 56 285 31 372 53 334 52 439 1215 Total Volume 187 450 261 898 166 447 177 790 204 1331 132 1667 238 1349 234 1821 5176 % App. Total 20.8 50.1 29.1 21 56.6 22.4 12.2 79.8 7.9 13.1 74.1 12.9 PHF .882 .852 .759 .909 .847 .873 .962 .919 .911 .917 .750 .920 .815 .955 .873 .979 .973 College Ave (US287) Drake Rd Drake Rd College Ave (US287) Right King Soopers #146 / 096083082 december 2016 APPENDIX C Background Traffic Information ROUTE REFPT ENDREFPT LENGTH UPDATEYR AADT AADTYR YR20FACTOR LOCATION 287C 342.809 343.187 0.375 2016 40000 2015 1.02 ON SH 287 COLLEGE AVE S/O HORSETOOTH RD FT COLLINS 287C 343.187 344.194 0.997 2016 41000 2015 1.02 ON SH 287 COLLEGE AVE N/O HORSETOOTH RD FT COLLINS 287C 344.194 345.212 1.002 2016 41000 2015 1.02 ON SH 287 COLLEGE AVE N/O DRAKE RD FT COLLINS 287C 345.212 345.717 0.501 2016 37000 2015 1.02 ON SH 287 COLLEGE AVE N/O PROSPECT ST FT COLLINS 287C 345.717 345.982 0.26 2016 32000 2015 1.02 ON SH 287 COLLEGE AVE N/O ELIZABETH ST FT COLLINS King Soopers #146 / 096083082 december 2016 APPENDIX D Trip Generation Calculations Project King Soopers #18 / #146 Subject Trip Generation for Free-Standing Discount Superstore Designed by CDR Date June 21, 2016 Job No. 096083.082 Checked by Date Sheet No. 1 of 1 TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 9th Edition, Average Rate Equations Land Use Code - Free-Standing Discount Superstore (813) Independant Variable - 1000 Square Feet Gross Leasable Area (X) Gross Leasable Area = 123,419 Square Feet X = 123.419 T = Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (Page 1441) Directional Distribution: 56% ent. 44% exit. T = 1.85 (X) T = 228 Average Vehicle Trip Ends T = 1.85 * 123.419 128 entering 100 exiting 128 + = 228 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (page 1442) Average Weekday Directional Distribution: 49% ent. 51% exit. T = 4.35 (X) T = 537 Average Vehicle Trip Ends T = 4.35 * 123.419 263 entering 274 exiting 263 + = 537 Weekday (page 1440) Average Weekday Directional Distribution: 50% entering, 50% exiting T = 50.75 (X) T = 6264 Average Vehicle Trip Ends T = 50.75 * 123.419 3132 entering 3132 exiting 3132 + 3132 = 6,264 Saturday Peak Hour of Generator (page 1446) Average Saturday Directional Distribution: 50% ent. 50% exit. T = 5.64 (X) T = 696 Average Vehicle Trip Ends T = 5.64 * 123.419 348 entering 348 exiting 348 + = 696 Non-Pass-by Trip Volumes (Trip Generation Handbook) June 2004 Handbook for Land Use Code 813 June 2004 Handbook for Land Use Code 815 Weekday = 28% Pass By Saturday = 23% Pass By In Out Total AM Peak 92 72 164 PM Peak Hour Pass-by Rate Applied to AM Peak Hour PM Peak 189 197 387 Daily 2,255 2,255 4,510 PM Peak Hour Pass-by Rate Applied to Daily Saturday Peak 268 268 536 100 274 348 King Soopers #146 / 096083082 december 2016 APPENDIX E Intersection Analysis Worksheets HCM 2010 Signalized Intersection Summary 2016 Existing Weekday PM.syn 1: College (US 287) & Columbia 7/20/2016 Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 107 49 89 36 41 30 81 1401 29 59 2006 95 Future Volume (veh/h) 107 49 89 36 41 30 81 1401 29 59 2006 95 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 0.99 0.97 0.99 0.98 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 1863 1976 1937 1937 1863 1863 1900 1788 1863 1863 Adj Flow Rate, veh/h 120 64 111 44 60 40 116 1490 36 80 2112 108 Adj No. of Lanes 1 1 1 0 1 1 1 3 0 1 3 1 Peak Hour Factor 0.89 0.77 0.80 0.82 0.68 0.75 0.70 0.94 0.81 0.74 0.95 0.88 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 217 338 280 145 181 292 195 3298 80 276 3242 1005 Arrive On Green 0.18 0.18 0.18 0.19 0.18 0.18 0.04 0.65 0.65 0.03 0.64 0.64 Sat Flow, veh/h 1280 1863 1543 562 997 1607 1774 5107 123 1703 5085 1577 Grp Volume(v), veh/h 120 64 111 104 0 40 116 989 537 80 2112 108 Grp Sat Flow(s),veh/h/ln 1280 1863 1543 1559 0 1607 1774 1695 1840 1703 1695 1577 Q Serve(g_s), s 10.9 3.5 7.6 3.6 0.0 2.5 2.7 17.5 17.5 2.0 30.9 3.2 Cycle Q Clear(g_c), s 18.0 3.5 7.6 7.1 0.0 2.5 2.7 17.5 17.5 2.0 30.9 3.2 Prop In Lane 1.00 1.00 0.42 1.00 1.00 0.07 1.00 1.00 Lane Grp Cap(c), veh/h 217 338 280 339 0 292 195 2189 1188 276 3242 1005 V/C Ratio(X) 0.55 0.19 0.40 0.31 0.00 0.14 0.59 0.45 0.45 0.29 0.65 0.11 Avail Cap(c_a), veh/h 262 404 334 394 0 348 259 2189 1188 308 3242 1005 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 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 51.0 41.6 43.3 42.8 0.0 41.2 18.2 10.6 10.6 8.4 13.5 8.5 Incr Delay (d2), s/veh 2.2 0.3 0.9 0.5 0.0 0.2 2.9 0.7 1.2 0.6 1.0 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 4.0 1.8 3.3 3.0 0.0 1.1 2.6 8.3 9.2 1.0 14.6 1.4 LnGrp Delay(d),s/veh 53.1 41.9 44.2 43.3 0.0 41.4 21.1 11.3 11.9 9.0 14.5 8.7 LnGrp LOS D D D D D C B B A B A Approach Vol, veh/h 295 144 1642 2300 Approach Delay, s/veh 47.3 42.8 12.2 14.1 Approach LOS D D B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 9.7 82.5 27.8 8.7 83.5 27.8 Change Period (Y+Rc), s 5.0 6.0 6.0 5.0 6.0 6.0 Max Green Setting (Gmax), s 9.0 68.0 26.0 6.0 71.0 26.0 Max Q Clear Time (g_c+I1), s 4.7 32.9 20.0 4.0 19.5 9.1 Green Ext Time (p_c), s 0.1 25.6 0.9 0.0 33.1 1.5 Intersection Summary HCM 2010 Ctrl Delay 16.5 HCM 2010 LOS B HCM 2010 Signalized Intersection Summary 2016 Existing Saturday Midday.syn 1: College (US 287) & Columbia 7/20/2016 Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 82 29 87 33 25 23 103 1454 25 26 1559 67 Future Volume (veh/h) 82 29 87 33 25 23 103 1454 25 26 1559 67 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 0.99 0.97 0.99 0.97 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 1863 1976 1937 1937 1863 1863 1900 1788 1863 1863 Adj Flow Rate, veh/h 100 36 112 48 44 32 108 1499 32 36 1772 88 Adj No. of Lanes 1 1 1 0 1 1 1 3 0 1 3 1 Peak Hour Factor 0.82 0.81 0.78 0.69 0.57 0.72 0.95 0.97 0.78 0.72 0.88 0.76 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 206 301 249 162 135 260 242 3450 74 274 3357 1041 Arrive On Green 0.16 0.16 0.16 0.17 0.16 0.16 0.04 0.67 0.67 0.02 0.66 0.66 Sat Flow, veh/h 1307 1863 1541 718 832 1605 1774 5124 109 1703 5085 1577 Grp Volume(v), veh/h 100 36 112 92 0 32 108 992 539 36 1772 88 Grp Sat Flow(s),veh/h/ln 1307 1863 1541 1549 0 1605 1774 1695 1843 1703 1695 1577 Q Serve(g_s), s 8.8 2.0 7.9 4.1 0.0 2.0 2.4 16.2 16.2 0.8 21.8 2.4 Cycle Q Clear(g_c), s 14.9 2.0 7.9 6.1 0.0 2.0 2.4 16.2 16.2 0.8 21.8 2.4 Prop In Lane 1.00 1.00 0.52 1.00 1.00 0.06 1.00 1.00 Lane Grp Cap(c), veh/h 206 301 249 309 0 260 242 2283 1241 274 3357 1041 V/C Ratio(X) 0.49 0.12 0.45 0.30 0.00 0.12 0.45 0.43 0.43 0.13 0.53 0.08 Avail Cap(c_a), veh/h 299 435 359 418 0 374 355 2283 1241 320 3357 1041 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 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 51.3 43.0 45.5 44.3 0.0 43.0 9.4 9.1 9.1 7.1 10.6 7.3 Incr Delay (d2), s/veh 1.8 0.2 1.3 0.5 0.0 0.2 1.3 0.6 1.1 0.2 0.6 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 3.3 1.0 3.4 2.7 0.0 0.9 1.2 7.8 8.6 0.4 10.4 1.1 LnGrp Delay(d),s/veh 53.1 43.2 46.7 44.9 0.0 43.2 10.7 9.7 10.2 7.4 11.2 7.5 LnGrp LOS D D D D D B A B A B A Approach Vol, veh/h 248 124 1639 1896 Approach Delay, s/veh 48.8 44.4 9.9 11.0 Approach LOS D D A B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 9.4 85.2 25.4 7.8 86.8 25.4 Change Period (Y+Rc), s 5.0 6.0 6.0 5.0 6.0 6.0 Max Green Setting (Gmax), s 12.0 63.0 28.0 6.0 69.0 28.0 Max Q Clear Time (g_c+I1), s 4.4 23.8 16.9 2.8 18.2 8.1 Green Ext Time (p_c), s 0.1 24.0 1.0 0.0 27.6 1.3 Intersection Summary HCM 2010 Ctrl Delay 14.0 HCM 2010 LOS B HCM 2010 Signalized Intersection Summary 2018 Background Weekday PM.syn 1: College (US 287) & Columbia 7/20/2016 Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 107 49 89 37 41 31 81 1429 30 60 2046 95 Future Volume (veh/h) 107 49 89 37 41 31 81 1429 30 60 2046 95 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 0.99 0.97 0.99 0.98 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 1863 1976 1937 1937 1863 1863 1900 1788 1863 1863 Adj Flow Rate, veh/h 120 64 111 45 60 41 116 1520 37 81 2154 108 Adj No. of Lanes 1 1 1 0 1 1 1 3 0 1 3 1 Peak Hour Factor 0.89 0.77 0.80 0.82 0.68 0.75 0.70 0.94 0.81 0.74 0.95 0.88 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 217 340 282 147 179 293 191 3290 80 270 3235 1003 Arrive On Green 0.18 0.18 0.18 0.19 0.18 0.18 0.04 0.64 0.64 0.03 0.64 0.64 Sat Flow, veh/h 1279 1863 1543 568 983 1607 1774 5106 124 1703 5085 1577 Grp Volume(v), veh/h 120 64 111 105 0 41 116 1009 548 81 2154 108 Grp Sat Flow(s),veh/h/ln 1279 1863 1543 1551 0 1607 1774 1695 1840 1703 1695 1577 Q Serve(g_s), s 10.9 3.5 7.6 3.7 0.0 2.6 2.7 18.1 18.1 2.0 32.1 3.2 Cycle Q Clear(g_c), s 18.1 3.5 7.6 7.2 0.0 2.6 2.7 18.1 18.1 2.0 32.1 3.2 Prop In Lane 1.00 1.00 0.43 1.00 1.00 0.07 1.00 1.00 Lane Grp Cap(c), veh/h 217 340 282 339 0 293 191 2184 1186 270 3235 1003 V/C Ratio(X) 0.55 0.19 0.39 0.31 0.00 0.14 0.61 0.46 0.46 0.30 0.67 0.11 Avail Cap(c_a), veh/h 260 404 334 392 0 348 284 2184 1186 316 3235 1003 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 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 51.0 41.5 43.2 42.7 0.0 41.1 19.4 10.8 10.8 8.6 13.8 8.5 Incr Delay (d2), s/veh 2.2 0.3 0.9 0.5 0.0 0.2 3.1 0.7 1.3 0.6 1.1 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 4.0 1.8 3.3 3.1 0.0 1.2 2.6 8.6 9.6 1.0 15.3 1.4 LnGrp Delay(d),s/veh 53.2 41.8 44.1 43.2 0.0 41.4 22.5 11.5 12.1 9.2 14.9 8.7 LnGrp LOS D D D D D C B B A B A Approach Vol, veh/h 295 146 1673 2343 Approach Delay, s/veh 47.3 42.7 12.5 14.4 Approach LOS D D B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 9.8 82.3 27.9 8.8 83.3 27.9 Change Period (Y+Rc), s 5.0 6.0 6.0 5.0 6.0 6.0 Max Green Setting (Gmax), s 11.0 66.0 26.0 7.0 70.0 26.0 Max Q Clear Time (g_c+I1), s 4.7 34.1 20.1 4.0 20.1 9.2 Green Ext Time (p_c), s 0.1 24.3 0.9 0.0 33.4 1.5 Intersection Summary HCM 2010 Ctrl Delay 16.8 HCM 2010 LOS B HCM 2010 Signalized Intersection Summary 2018 Background Saturday Midday.syn 1: College (US 287) & Columbia 7/20/2016 Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 82 29 87 34 25 23 103 1483 26 27 1590 67 Future Volume (veh/h) 82 29 87 34 25 23 103 1483 26 27 1590 67 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 0.99 0.97 0.99 0.97 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 1863 1976 1937 1937 1863 1863 1900 1788 1863 1863 Adj Flow Rate, veh/h 100 36 112 49 44 32 108 1529 33 38 1807 88 Adj No. of Lanes 1 1 1 0 1 1 1 3 0 1 3 1 Peak Hour Factor 0.82 0.81 0.78 0.69 0.57 0.72 0.95 0.97 0.78 0.72 0.88 0.76 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 205 303 251 163 133 261 237 3441 74 268 3352 1040 Arrive On Green 0.16 0.16 0.16 0.17 0.16 0.16 0.04 0.67 0.67 0.02 0.66 0.66 Sat Flow, veh/h 1307 1863 1541 724 819 1605 1774 5122 111 1703 5085 1577 Grp Volume(v), veh/h 100 36 112 93 0 32 108 1012 550 38 1807 88 Grp Sat Flow(s),veh/h/ln 1307 1863 1541 1543 0 1605 1774 1695 1843 1703 1695 1577 Q Serve(g_s), s 8.8 2.0 7.9 4.2 0.0 2.0 2.4 16.8 16.8 0.9 22.5 2.4 Cycle Q Clear(g_c), s 15.0 2.0 7.9 6.2 0.0 2.0 2.4 16.8 16.8 0.9 22.5 2.4 Prop In Lane 1.00 1.00 0.53 1.00 1.00 0.06 1.00 1.00 Lane Grp Cap(c), veh/h 205 303 251 310 0 261 237 2277 1238 268 3352 1040 V/C Ratio(X) 0.49 0.12 0.45 0.30 0.00 0.12 0.46 0.44 0.44 0.14 0.54 0.08 Avail Cap(c_a), veh/h 298 435 360 417 0 374 349 2277 1238 313 3352 1040 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 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 51.3 42.9 45.4 44.3 0.0 42.9 9.8 9.2 9.2 7.3 10.8 7.4 Incr Delay (d2), s/veh 1.8 0.2 1.2 0.5 0.0 0.2 1.4 0.6 1.2 0.2 0.6 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 3.3 1.0 3.4 2.7 0.0 0.9 1.3 7.9 8.8 0.4 10.6 1.1 LnGrp Delay(d),s/veh 53.1 43.1 46.6 44.8 0.0 43.1 11.2 9.8 10.4 7.5 11.4 7.5 LnGrp LOS D D D D D B A B A B A Approach Vol, veh/h 248 125 1670 1933 Approach Delay, s/veh 48.7 44.4 10.1 11.2 Approach LOS D D B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 9.4 85.1 25.5 7.9 86.6 25.5 Change Period (Y+Rc), s 5.0 6.0 6.0 5.0 6.0 6.0 Max Green Setting (Gmax), s 12.0 63.0 28.0 6.0 69.0 28.0 Max Q Clear Time (g_c+I1), s 4.4 24.5 17.0 2.9 18.8 8.2 Green Ext Time (p_c), s 0.1 24.4 1.0 0.0 28.4 1.3 Intersection Summary HCM 2010 Ctrl Delay 14.1 HCM 2010 LOS B HCM 2010 Signalized Intersection Summary 2018 Total Weekday PM.syn 1: College (US 287) & Columbia 12/7/2016 Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 154 57 89 45 43 31 81 1412 32 60 2072 97 Future Volume (veh/h) 154 57 89 45 43 31 81 1412 32 60 2072 97 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 0.99 0.98 0.99 0.98 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 1863 1976 1937 1937 1863 1863 1900 1788 1863 1863 Adj Flow Rate, veh/h 173 74 111 55 63 41 116 1502 40 81 2181 110 Adj No. of Lanes 1 1 1 0 1 1 1 3 0 1 3 1 Peak Hour Factor 0.89 0.77 0.80 0.82 0.68 0.75 0.70 0.94 0.81 0.74 0.95 0.88 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 254 419 348 182 194 362 181 3056 81 256 3007 932 Arrive On Green 0.22 0.22 0.22 0.23 0.22 0.22 0.04 0.60 0.60 0.03 0.59 0.59 Sat Flow, veh/h 1278 1863 1547 616 864 1611 1774 5093 136 1703 5085 1577 Grp Volume(v), veh/h 173 74 111 118 0 41 116 1000 542 81 2181 110 Grp Sat Flow(s),veh/h/ln 1278 1863 1547 1479 0 1611 1774 1695 1838 1703 1695 1577 Q Serve(g_s), s 15.9 3.8 7.2 4.9 0.0 2.4 3.1 20.1 20.1 2.2 36.8 3.7 Cycle Q Clear(g_c), s 24.7 3.8 7.2 8.7 0.0 2.4 3.1 20.1 20.1 2.2 36.8 3.7 Prop In Lane 1.00 1.00 0.47 1.00 1.00 0.07 1.00 1.00 Lane Grp Cap(c), veh/h 254 419 348 389 0 362 181 2035 1103 256 3007 932 V/C Ratio(X) 0.68 0.18 0.32 0.30 0.00 0.11 0.64 0.49 0.49 0.32 0.73 0.12 Avail Cap(c_a), veh/h 265 435 361 402 0 376 239 2035 1103 298 3007 932 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 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 49.9 37.5 38.8 39.2 0.0 37.0 22.9 13.6 13.6 10.9 17.6 10.8 Incr Delay (d2), s/veh 6.6 0.2 0.5 0.4 0.0 0.1 3.8 0.9 1.6 0.7 1.6 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 6.1 2.0 3.1 3.3 0.0 1.1 2.5 9.5 10.6 1.1 17.6 1.7 LnGrp Delay(d),s/veh 56.5 37.7 39.4 39.7 0.0 37.1 26.7 14.5 15.2 11.6 19.1 11.0 LnGrp LOS E D D D D C B B B B B Approach Vol, veh/h 358 159 1658 2372 Approach Delay, s/veh 47.3 39.0 15.5 18.5 Approach LOS D D B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 10.1 77.0 33.0 9.0 78.0 33.0 Change Period (Y+Rc), s 5.0 6.0 6.0 5.0 6.0 6.0 Max Green Setting (Gmax), s 9.0 66.0 28.0 7.0 68.0 28.0 Max Q Clear Time (g_c+I1), s 5.1 38.8 26.7 4.2 22.1 10.7 Green Ext Time (p_c), s 0.1 21.5 0.3 0.0 31.8 1.8 Intersection Summary HCM 2010 Ctrl Delay 20.4 HCM 2010 LOS C HCM 2010 Signalized Intersection Summary 2018 Total Saturday Midday.syn 1: College (US 287) & Columbia 12/7/2016 Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 144 40 87 45 28 23 103 1462 29 27 1628 70 Future Volume (veh/h) 144 40 87 45 28 23 103 1462 29 27 1628 70 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 0.99 0.98 0.99 0.98 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 1863 1976 1937 1937 1863 1863 1900 1788 1863 1863 Adj Flow Rate, veh/h 176 49 112 65 49 32 108 1507 37 38 1850 92 Adj No. of Lanes 1 1 1 0 1 1 1 3 0 1 3 1 Peak Hour Factor 0.82 0.81 0.78 0.69 0.57 0.72 0.95 0.97 0.78 0.72 0.88 0.76 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 263 418 347 220 154 362 213 3114 76 244 3019 936 Arrive On Green 0.22 0.22 0.22 0.23 0.22 0.22 0.04 0.61 0.61 0.02 0.59 0.59 Sat Flow, veh/h 1304 1863 1547 770 685 1611 1774 5105 125 1703 5085 1577 Grp Volume(v), veh/h 176 49 112 114 0 32 108 1001 543 38 1850 92 Grp Sat Flow(s),veh/h/ln 1304 1863 1547 1455 0 1611 1774 1695 1840 1703 1695 1577 Q Serve(g_s), s 15.8 2.5 7.3 5.8 0.0 1.9 2.8 19.6 19.6 1.0 27.9 3.0 Cycle Q Clear(g_c), s 24.1 2.5 7.3 8.3 0.0 1.9 2.8 19.6 19.6 1.0 27.9 3.0 Prop In Lane 1.00 1.00 0.57 1.00 1.00 0.07 1.00 1.00 Lane Grp Cap(c), veh/h 263 418 347 386 0 362 213 2068 1122 244 3019 936 V/C Ratio(X) 0.67 0.12 0.32 0.30 0.00 0.09 0.51 0.48 0.48 0.16 0.61 0.10 Avail Cap(c_a), veh/h 307 481 400 436 0 416 305 2068 1122 288 3019 936 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 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 49.5 37.1 38.9 39.1 0.0 36.8 14.7 13.0 13.0 10.4 15.6 10.5 Incr Delay (d2), s/veh 4.5 0.1 0.5 0.4 0.0 0.1 1.9 0.8 1.5 0.3 0.9 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 6.0 1.3 3.2 3.2 0.0 0.8 1.7 9.4 10.4 0.5 13.3 1.4 LnGrp Delay(d),s/veh 53.9 37.2 39.4 39.5 0.0 36.9 16.6 13.8 14.4 10.7 16.5 10.7 LnGrp LOS D D D D D B B B B B B Approach Vol, veh/h 337 146 1652 1980 Approach Delay, s/veh 46.7 39.0 14.2 16.1 Approach LOS D D B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 9.8 77.2 32.9 7.9 79.2 32.9 Change Period (Y+Rc), s 5.0 6.0 6.0 5.0 6.0 6.0 Max Green Setting (Gmax), s 11.0 61.0 31.0 6.0 66.0 31.0 Max Q Clear Time (g_c+I1), s 4.8 29.9 26.1 3.0 21.6 10.3 Green Ext Time (p_c), s 0.1 21.5 0.9 0.0 26.9 1.7 Intersection Summary HCM 2010 Ctrl Delay 18.7 HCM 2010 LOS B HCM 2010 Signalized Intersection Summary 2035 Background Weekday PM.syn 1: College (US 287) & Columbia 7/20/2016 Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 107 49 89 43 41 36 81 1693 35 71 2423 95 Future Volume (veh/h) 107 49 89 43 41 36 81 1693 35 71 2423 95 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 0.99 0.98 0.99 0.98 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 1863 1976 1937 1937 1863 1863 1900 1788 1863 1863 Adj Flow Rate, veh/h 120 64 111 52 60 48 116 1801 43 96 2551 108 Adj No. of Lanes 1 1 1 0 1 1 1 3 0 1 3 1 Peak Hour Factor 0.89 0.77 0.80 0.82 0.68 0.75 0.70 0.94 0.81 0.74 0.95 0.88 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 214 352 292 159 169 304 159 3236 77 225 3202 993 Arrive On Green 0.19 0.19 0.19 0.20 0.19 0.19 0.04 0.63 0.63 0.04 0.63 0.63 Sat Flow, veh/h 1272 1863 1544 610 893 1608 1774 5109 122 1703 5085 1577 Grp Volume(v), veh/h 120 64 111 112 0 48 116 1195 649 96 2551 108 Grp Sat Flow(s),veh/h/ln 1272 1863 1544 1503 0 1608 1774 1695 1841 1703 1695 1577 Q Serve(g_s), s 11.0 3.5 7.5 4.7 0.0 3.0 2.8 23.9 24.0 2.4 44.7 3.3 Cycle Q Clear(g_c), s 19.2 3.5 7.5 8.2 0.0 3.0 2.8 23.9 24.0 2.4 44.7 3.3 Prop In Lane 1.00 1.00 0.46 1.00 1.00 0.07 1.00 1.00 Lane Grp Cap(c), veh/h 214 352 292 341 0 304 159 2147 1166 225 3202 993 V/C Ratio(X) 0.56 0.18 0.38 0.33 0.00 0.16 0.73 0.56 0.56 0.43 0.80 0.11 Avail Cap(c_a), veh/h 249 404 335 383 0 348 192 2147 1166 292 3202 993 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 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 51.2 40.8 42.5 42.5 0.0 40.7 27.0 12.5 12.5 11.0 16.5 8.8 Incr Delay (d2), s/veh 2.3 0.2 0.8 0.6 0.0 0.2 10.8 1.0 1.9 1.3 2.2 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 4.0 1.8 3.3 3.3 0.0 1.3 2.9 11.4 12.7 1.2 21.4 1.5 LnGrp Delay(d),s/veh 53.5 41.1 43.3 43.1 0.0 40.9 37.8 13.5 14.4 12.2 18.7 9.1 LnGrp LOS D D D D D D B B B B A Approach Vol, veh/h 295 160 1960 2755 Approach Delay, s/veh 47.0 42.4 15.2 18.1 Approach LOS D D B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 9.7 81.6 28.7 9.3 82.0 28.7 Change Period (Y+Rc), s 5.0 6.0 6.0 5.0 6.0 6.0 Max Green Setting (Gmax), s 7.0 70.0 26.0 9.0 68.0 26.0 Max Q Clear Time (g_c+I1), s 4.8 46.7 21.2 4.4 26.0 10.2 Green Ext Time (p_c), s 0.1 21.1 0.8 0.1 35.5 1.5 Intersection Summary HCM 2010 Ctrl Delay 19.4 HCM 2010 LOS B HCM 2010 Signalized Intersection Summary 2035 Background Saturday Midday.syn 1: College (US 287) & Columbia 7/20/2016 Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 82 29 87 40 25 28 103 1757 30 31 1883 67 Future Volume (veh/h) 82 29 87 40 25 28 103 1757 30 31 1883 67 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 0.99 0.97 0.99 0.98 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 1863 1976 1937 1937 1863 1863 1900 1788 1863 1863 Adj Flow Rate, veh/h 100 36 112 58 44 39 108 1811 38 43 2140 88 Adj No. of Lanes 1 1 1 0 1 1 1 3 0 1 3 1 Peak Hour Factor 0.82 0.81 0.78 0.69 0.57 0.72 0.95 0.97 0.78 0.72 0.88 0.76 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 202 316 261 178 123 272 193 3401 71 218 3317 1029 Arrive On Green 0.17 0.17 0.17 0.18 0.17 0.17 0.04 0.66 0.66 0.03 0.65 0.65 Sat Flow, veh/h 1299 1863 1542 772 723 1606 1774 5126 108 1703 5085 1577 Grp Volume(v), veh/h 100 36 112 102 0 39 108 1197 652 43 2140 88 Grp Sat Flow(s),veh/h/ln 1299 1863 1542 1495 0 1606 1774 1695 1843 1703 1695 1577 Q Serve(g_s), s 8.9 2.0 7.8 5.3 0.0 2.5 2.4 22.1 22.1 1.0 30.3 2.5 Cycle Q Clear(g_c), s 16.2 2.0 7.8 7.2 0.0 2.5 2.4 22.1 22.1 1.0 30.3 2.5 Prop In Lane 1.00 1.00 0.57 1.00 1.00 0.06 1.00 1.00 Lane Grp Cap(c), veh/h 202 316 261 313 0 272 193 2249 1223 218 3317 1029 V/C Ratio(X) 0.50 0.11 0.43 0.33 0.00 0.14 0.56 0.53 0.53 0.20 0.65 0.09 Avail Cap(c_a), veh/h 263 404 334 383 0 348 261 2249 1223 260 3317 1029 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 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 51.6 42.2 44.6 44.1 0.0 42.4 16.5 10.5 10.5 8.6 12.5 7.7 Incr Delay (d2), s/veh 1.9 0.2 1.1 0.6 0.0 0.2 2.5 0.9 1.7 0.4 1.0 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 3.3 1.0 3.4 3.0 0.0 1.1 2.5 10.4 11.6 0.5 14.4 1.1 LnGrp Delay(d),s/veh 53.5 42.4 45.7 44.7 0.0 42.7 19.0 11.4 12.2 9.0 13.5 7.8 LnGrp LOS D D D D D B B B A B A Approach Vol, veh/h 248 141 1957 2271 Approach Delay, s/veh 48.4 44.1 12.1 13.2 Approach LOS D D B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 9.4 84.3 26.3 8.0 85.6 26.3 Change Period (Y+Rc), s 5.0 6.0 6.0 5.0 6.0 6.0 Max Green Setting (Gmax), s 9.0 68.0 26.0 6.0 71.0 26.0 Max Q Clear Time (g_c+I1), s 4.4 32.3 18.2 3.0 24.1 9.2 Green Ext Time (p_c), s 0.1 28.1 0.9 0.0 34.6 1.3 Intersection Summary HCM 2010 Ctrl Delay 15.6 HCM 2010 LOS B HCM 2010 Signalized Intersection Summary 2035 Total Weekday PM.syn 1: College (US 287) & Columbia 12/7/2016 Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 154 57 89 51 43 36 81 1676 37 71 2449 97 Future Volume (veh/h) 154 57 89 51 43 36 81 1676 37 71 2449 97 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 0.99 0.98 0.99 0.98 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 1863 1976 1937 1937 1863 1863 1900 1788 1863 1863 Adj Flow Rate, veh/h 173 74 111 62 63 48 116 1783 46 96 2578 110 Adj No. of Lanes 1 1 1 0 1 1 1 3 0 1 3 1 Peak Hour Factor 0.89 0.77 0.80 0.82 0.68 0.75 0.70 0.94 0.81 0.74 0.95 0.88 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 231 404 335 184 173 349 153 3081 79 219 3054 947 Arrive On Green 0.22 0.22 0.22 0.22 0.22 0.22 0.04 0.60 0.60 0.04 0.60 0.60 Sat Flow, veh/h 1269 1863 1547 641 798 1610 1774 5098 131 1703 5085 1577 Grp Volume(v), veh/h 173 74 111 125 0 48 116 1185 644 96 2578 110 Grp Sat Flow(s),veh/h/ln 1269 1863 1547 1439 0 1610 1774 1695 1839 1703 1695 1577 Q Serve(g_s), s 16.2 3.9 7.3 5.9 0.0 2.9 3.0 25.5 25.6 2.6 49.3 3.6 Cycle Q Clear(g_c), s 26.0 3.9 7.3 9.8 0.0 2.9 3.0 25.5 25.6 2.6 49.3 3.6 Prop In Lane 1.00 1.00 0.50 1.00 1.00 0.07 1.00 1.00 Lane Grp Cap(c), veh/h 231 404 335 369 0 349 153 2049 1111 219 3054 947 V/C Ratio(X) 0.75 0.18 0.33 0.34 0.00 0.14 0.76 0.58 0.58 0.44 0.84 0.12 Avail Cap(c_a), veh/h 231 404 335 369 0 349 169 2049 1111 283 3054 947 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 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 52.0 38.3 39.7 40.6 0.0 37.9 27.9 14.4 14.5 12.7 19.4 10.3 Incr Delay (d2), s/veh 12.6 0.2 0.6 0.5 0.0 0.2 16.1 1.2 2.2 1.4 3.1 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 6.5 2.0 3.2 3.6 0.0 1.3 3.0 12.2 13.6 1.3 23.8 1.6 LnGrp Delay(d),s/veh 64.6 38.6 40.2 41.1 0.0 38.1 43.9 15.6 16.7 14.1 22.5 10.5 LnGrp LOS E D D D D D B B B C B Approach Vol, veh/h 358 173 1945 2784 Approach Delay, s/veh 51.7 40.3 17.7 21.7 Approach LOS D D B C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 9.9 78.1 32.0 9.5 78.5 32.0 Change Period (Y+Rc), s 5.0 6.0 6.0 5.0 6.0 6.0 Max Green Setting (Gmax), s 6.0 71.0 26.0 9.0 68.0 26.0 Max Q Clear Time (g_c+I1), s 5.0 51.3 28.0 4.6 27.6 11.8 Green Ext Time (p_c), s 0.0 18.1 0.0 0.1 34.4 1.7 Intersection Summary HCM 2010 Ctrl Delay 22.9 HCM 2010 LOS C HCM 2010 Signalized Intersection Summary 2035 Total Saturday Midday.syn 1: College (US 287) & Columbia 12/7/2016 Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 144 40 87 51 28 28 103 1736 33 31 1921 70 Future Volume (veh/h) 144 40 87 51 28 28 103 1736 33 31 1921 70 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 0.99 0.98 0.99 0.98 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 1863 1976 1937 1937 1863 1863 1900 1788 1863 1863 Adj Flow Rate, veh/h 176 49 112 74 49 39 108 1790 42 43 2183 92 Adj No. of Lanes 1 1 1 0 1 1 1 3 0 1 3 1 Peak Hour Factor 0.82 0.81 0.78 0.69 0.57 0.72 0.95 0.97 0.78 0.72 0.88 0.76 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 256 425 353 232 142 368 177 3090 72 198 2999 930 Arrive On Green 0.23 0.23 0.23 0.24 0.23 0.23 0.04 0.60 0.60 0.03 0.59 0.59 Sat Flow, veh/h 1296 1863 1548 804 623 1611 1774 5111 120 1703 5085 1577 Grp Volume(v), veh/h 176 49 112 123 0 39 108 1187 645 43 2183 92 Grp Sat Flow(s),veh/h/ln 1296 1863 1548 1426 0 1611 1774 1695 1841 1703 1695 1577 Q Serve(g_s), s 16.0 2.5 7.2 6.7 0.0 2.3 2.9 25.6 25.6 1.2 37.0 3.1 Cycle Q Clear(g_c), s 25.2 2.5 7.2 9.2 0.0 2.3 2.9 25.6 25.6 1.2 37.0 3.1 Prop In Lane 1.00 1.00 0.60 1.00 1.00 0.07 1.00 1.00 Lane Grp Cap(c), veh/h 256 425 353 386 0 368 177 2049 1113 198 2999 930 V/C Ratio(X) 0.69 0.12 0.32 0.32 0.00 0.11 0.61 0.58 0.58 0.22 0.73 0.10 Avail Cap(c_a), veh/h 263 435 361 393 0 376 224 2049 1113 240 2999 930 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 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 50.0 36.7 38.5 39.2 0.0 36.6 22.4 14.4 14.4 12.0 17.7 10.7 Incr Delay (d2), s/veh 7.1 0.1 0.5 0.5 0.0 0.1 3.4 1.2 2.2 0.5 1.6 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 6.2 1.3 3.1 3.4 0.0 1.0 2.3 12.2 13.6 0.6 17.6 1.4 LnGrp Delay(d),s/veh 57.1 36.8 39.0 39.6 0.0 36.7 25.8 15.6 16.6 12.5 19.3 10.9 LnGrp LOS E D D D D C B B B B B Approach Vol, veh/h 337 162 1940 2318 Approach Delay, s/veh 48.1 38.9 16.5 18.8 Approach LOS D D B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 9.8 76.8 33.4 8.0 78.5 33.4 Change Period (Y+Rc), s 5.0 6.0 6.0 5.0 6.0 6.0 Max Green Setting (Gmax), s 8.0 67.0 28.0 6.0 69.0 28.0 Max Q Clear Time (g_c+I1), s 4.9 39.0 27.2 3.2 27.6 11.2 Green Ext Time (p_c), s 0.1 23.3 0.2 0.0 31.9 1.7 Intersection Summary HCM 2010 Ctrl Delay 20.6 HCM 2010 LOS C HCM 2010 TWSC 2016 Existing Weekday PM.syn 2: College (US 287) & Access 7/20/2016 Synchro 9 Report Page 1 Intersection Int Delay, s/veh 1.2 Movement EBL EBR NBL NBT SBT SBR Traffic Vol, veh/h 1 46 26 1582 2236 17 Future Vol, veh/h 1 46 26 1582 2236 17 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 200 - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 25 82 81 96 98 53 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 4 56 32 1648 2282 32 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 3005 1141 2282 0 - 0 Stage 1 2282 - - - - - Stage 2 723 - - - - - Critical Hdwy 5.74 7.14 5.34 - - - Critical Hdwy Stg 1 6.64 - - - - - Critical Hdwy Stg 2 6.04 - - - - - Follow-up Hdwy 3.82 3.92 3.12 - - - Pot Cap-1 Maneuver 26 167 90 - - - Stage 1 37 - - - - - Stage 2 401 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 17 167 90 - - - Mov Cap-2 Maneuver 37 - - - - - Stage 1 37 - - - - - Stage 2 258 - - - - - Approach EB NB SB HCM Control Delay, s 42.2 1.3 0 HCM LOS E Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 90 - 37 167 - - HCM Lane V/C Ratio 0.357 - 0.108 0.336 - - HCM Control Delay (s) 65.7 - 113.8 37.1 - - HCM Lane LOS F - F E - - HCM 95th %tile Q(veh) 1.4 - 0.3 1.4 - - HCM 2010 TWSC 2016 Existing Saturday Midday.syn 2: College (US 287) & Access 7/20/2016 Synchro 9 Report Page 1 Intersection Int Delay, s/veh 1 Movement EBL EBR NBL NBT SBT SBR Traffic Vol, veh/h 3 36 23 1644 1821 14 Future Vol, veh/h 3 36 23 1644 1821 14 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 200 - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 38 82 64 96 96 70 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 8 44 36 1713 1897 20 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 2654 948 1897 0 - 0 Stage 1 1897 - - - - - Stage 2 757 - - - - - Critical Hdwy 5.74 7.14 5.34 - - - Critical Hdwy Stg 1 6.64 - - - - - Critical Hdwy Stg 2 6.04 - - - - - Follow-up Hdwy 3.82 3.92 3.12 - - - Pot Cap-1 Maneuver 41 225 141 - - - Stage 1 66 - - - - - Stage 2 385 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 31 225 141 - - - Mov Cap-2 Maneuver 31 - - - - - Stage 1 66 - - - - - Stage 2 287 - - - - - Approach EB NB SB HCM Control Delay, s 44.9 0.8 0 HCM LOS E Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 141 - 31 225 - - HCM Lane V/C Ratio 0.255 - 0.255 0.195 - - HCM Control Delay (s) 39 - 157 24.8 - - HCM Lane LOS E - F C - - HCM 95th %tile Q(veh) 1 - 0.8 0.7 - - HCM 2010 TWSC 2018 Background Weekday PM.syn 2: College (US 287) & Access 7/20/2016 Synchro 9 Report Page 1 Intersection Int Delay, s/veh 1.4 Movement EBL EBR NBL NBT SBT SBR Traffic Vol, veh/h 1 46 26 1614 2281 17 Future Vol, veh/h 1 46 26 1614 2281 17 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 200 - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 25 82 81 96 98 53 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 4 56 32 1681 2328 32 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 3065 1164 2328 0 - 0 Stage 1 2328 - - - - - Stage 2 737 - - - - - Critical Hdwy 5.74 7.14 5.34 - - - Critical Hdwy Stg 1 6.64 - - - - - Critical Hdwy Stg 2 6.04 - - - - - Follow-up Hdwy 3.82 3.92 3.12 - - - Pot Cap-1 Maneuver 24 161 85 - - - Stage 1 35 - - - - - Stage 2 394 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 15 161 85 - - - Mov Cap-2 Maneuver 15 - - - - - Stage 1 35 - - - - - Stage 2 246 - - - - - Approach EB NB SB HCM Control Delay, s 57.4 1.3 0 HCM LOS F Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 85 - 15 161 - - HCM Lane V/C Ratio 0.378 - 0.267 0.348 - - HCM Control Delay (s) 71 -$ 316.7 38.9 - - HCM Lane LOS F - F E - - HCM 95th %tile Q(veh) 1.5 - 0.7 1.4 - - HCM 2010 TWSC 2018 Background Saturday Midday.syn 2: College (US 287) & Access 7/20/2016 Synchro 9 Report Page 1 Intersection Int Delay, s/veh 1 Movement EBL EBR NBL NBT SBT SBR Traffic Vol, veh/h 3 36 23 1677 1858 14 Future Vol, veh/h 3 36 23 1677 1858 14 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 200 - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 38 82 64 96 96 70 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 8 44 36 1747 1935 20 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 2706 968 1935 0 - 0 Stage 1 1935 - - - - - Stage 2 771 - - - - - Critical Hdwy 5.74 7.14 5.34 - - - Critical Hdwy Stg 1 6.64 - - - - - Critical Hdwy Stg 2 6.04 - - - - - Follow-up Hdwy 3.82 3.92 3.12 - - - Pot Cap-1 Maneuver 38 218 135 - - - Stage 1 63 - - - - - Stage 2 378 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 28 218 135 - - - Mov Cap-2 Maneuver 28 - - - - - Stage 1 63 - - - - - Stage 2 277 - - - - - Approach EB NB SB HCM Control Delay, s 48.8 0.8 0 HCM LOS E Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 135 - 28 218 - - HCM Lane V/C Ratio 0.266 - 0.282 0.201 - - HCM Control Delay (s) 41.1 - 178 25.6 - - HCM Lane LOS E - F D - - HCM 95th %tile Q(veh) 1 - 0.9 0.7 - - HCM 2010 TWSC 2018 Total Weekday PM.syn 2: College (US 287) & Access 12/7/2016 Synchro 9 Report Page 1 Intersection Int Delay, s/veh 5.7 Movement EBL EBR NBL NBT SBT SBR Traffic Vol, veh/h 5 134 52 1595 2255 77 Future Vol, veh/h 5 134 52 1595 2255 77 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 200 - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 96 98 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 5 146 57 1661 2301 84 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 3079 1151 2301 0 - 0 Stage 1 2301 - - - - - Stage 2 778 - - - - - Critical Hdwy 5.74 7.14 5.34 - - - Critical Hdwy Stg 1 6.64 - - - - - Critical Hdwy Stg 2 6.04 - - - - - Follow-up Hdwy 3.82 3.92 3.12 - - - Pot Cap-1 Maneuver 24 164 88 - - - Stage 1 36 - - - - - Stage 2 375 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 8 164 88 - - - Mov Cap-2 Maneuver 8 - - - - - Stage 1 36 - - - - - Stage 2 132 - - - - - Approach EB NB SB HCM Control Delay, s 122.6 3.3 0 HCM LOS F Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 88 - 8 164 - - HCM Lane V/C Ratio 0.642 - 0.679 0.888 - - HCM Control Delay (s) 100.7 -$ 760.7 98.8 - - HCM Lane LOS F - F F - - HCM 95th %tile Q(veh) 3 - 1.3 6.3 - - HCM 2010 TWSC 2018 Total Saturday Midday.syn 2: College (US 287) & Access 12/7/2016 Synchro 9 Report Page 1 Intersection Int Delay, s/veh 3 Movement EBL EBR NBL NBT SBT SBR Traffic Vol, veh/h 8 143 58 1653 1830 90 Future Vol, veh/h 8 143 58 1653 1830 90 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 200 - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 96 96 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 9 155 63 1722 1906 98 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 2721 953 1906 0 - 0 Stage 1 1906 - - - - - Stage 2 815 - - - - - Critical Hdwy 5.74 7.14 5.34 - - - Critical Hdwy Stg 1 6.64 - - - - - Critical Hdwy Stg 2 6.04 - - - - - Follow-up Hdwy 3.82 3.92 3.12 - - - Pot Cap-1 Maneuver 38 223 140 - - - Stage 1 65 - - - - - Stage 2 359 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 21 223 140 - - - Mov Cap-2 Maneuver 65 - - - - - Stage 1 65 - - - - - Stage 2 197 - - - - - Approach EB NB SB HCM Control Delay, s 52.4 1.8 0 HCM LOS F Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 140 - 65 223 - - HCM Lane V/C Ratio 0.45 - 0.134 0.697 - - HCM Control Delay (s) 50.2 - 68.8 51.5 - - HCM Lane LOS F - F F - - HCM 95th %tile Q(veh) 2 - 0.4 4.5 - - HCM 2010 TWSC 2035 Background Weekday PM.syn 2: College (US 287) & Access 7/20/2016 Synchro 9 Report Page 1 Intersection Int Delay, s/veh 3 Movement EBL EBR NBL NBT SBT SBR Traffic Vol, veh/h 1 46 26 1911 2701 17 Future Vol, veh/h 1 46 26 1911 2701 17 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 200 - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 25 82 81 96 98 53 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 4 56 32 1991 2756 32 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 3616 1378 2756 0 - 0 Stage 1 2756 - - - - - Stage 2 860 - - - - - Critical Hdwy 5.74 7.14 5.34 - - - Critical Hdwy Stg 1 6.64 - - - - - Critical Hdwy Stg 2 6.04 - - - - - Follow-up Hdwy 3.82 3.92 3.12 - - - Pot Cap-1 Maneuver 12 115 51 - - - Stage 1 18 - - - - - Stage 2 339 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 4 115 51 - - - Mov Cap-2 Maneuver 4 - - - - - Stage 1 18 - - - - - Stage 2 126 - - - - - Approach EB NB SB HCM Control Delay, s 161.4 2.5 0 HCM LOS F Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 51 - 4 115 - - HCM Lane V/C Ratio 0.629 - 1 0.488 - - HCM Control Delay (s) 156.4 $ - 1541.4 63 - - HCM Lane LOS F - F F - - HCM 95th %tile Q(veh) 2.5 - 1.2 2.2 - - HCM 2010 TWSC 2035 Background Saturday Midday.syn 2: College (US 287) & Access 7/20/2016 Synchro 9 Report Page 1 Intersection Int Delay, s/veh 1.8 Movement EBL EBR NBL NBT SBT SBR Traffic Vol, veh/h 3 36 23 1986 2200 14 Future Vol, veh/h 3 36 23 1986 2200 14 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 200 - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 38 82 64 96 96 70 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 8 44 36 2069 2292 20 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 3191 1146 2292 0 - 0 Stage 1 2292 - - - - - Stage 2 899 - - - - - Critical Hdwy 5.74 7.14 5.34 - - - Critical Hdwy Stg 1 6.64 - - - - - Critical Hdwy Stg 2 6.04 - - - - - Follow-up Hdwy 3.82 3.92 3.12 - - - Pot Cap-1 Maneuver 20 166 89 - - - Stage 1 37 - - - - - Stage 2 324 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 12 166 89 - - - Mov Cap-2 Maneuver 12 - - - - - Stage 1 37 - - - - - Stage 2 193 - - - - - Approach EB NB SB HCM Control Delay, s 110.7 1.2 0 HCM LOS F Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 89 - 12 166 - - HCM Lane V/C Ratio 0.404 - 0.658 0.264 - - HCM Control Delay (s) 70.5 -$ 535.8 34.3 - - HCM Lane LOS F - F D - - HCM 95th %tile Q(veh) 1.6 - 1.5 1 - - HCM 2010 TWSC 2035 Total Weekday PM.syn 2: College (US 287) & Access 12/7/2016 Synchro 9 Report Page 1 Intersection Int Delay, s/veh 10 Movement EBL EBR NBL NBT SBT SBR Traffic Vol, veh/h 5 134 52 1892 2675 77 Future Vol, veh/h 5 134 52 1892 2675 77 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 200 - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 96 98 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 5 146 57 1971 2730 84 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 3631 1365 2730 0 - 0 Stage 1 2730 - - - - - Stage 2 901 - - - - - Critical Hdwy 5.74 7.14 5.34 - - - Critical Hdwy Stg 1 6.64 - - - - - Critical Hdwy Stg 2 6.04 - - - - - Follow-up Hdwy 3.82 3.92 3.12 - - - Pot Cap-1 Maneuver 11 ~ 118 ~ 53 - - - Stage 1 19 - - - - - Stage 2 323 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 11 ~ 118 ~ 53 - - - Mov Cap-2 Maneuver 19 - - - - - Stage 1 19 - - - - - Stage 2 323 - - - - - Approach EB NB SB HCM Control Delay, s 229.8 7.5 0 HCM LOS F Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) ~ 53 - 19 118 - - HCM Lane V/C Ratio 1.066 - 0.286 1.234 - - HCM Control Delay (s) 269 - 257.9 228.7 - - HCM Lane LOS F - F F - - HCM 95th %tile Q(veh) 4.8 - 0.8 9.3 - - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 2010 TWSC 2035 Total Saturday Midday.syn 2: College (US 287) & Access 12/7/2016 Synchro 9 Report Page 1 Intersection Int Delay, s/veh 7.4 Movement EBL EBR NBL NBT SBT SBR Traffic Vol, veh/h 8 143 58 1962 2172 90 Future Vol, veh/h 8 143 58 1962 2172 90 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 200 - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 96 96 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 9 155 63 2044 2263 98 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 3207 1131 2263 0 - 0 Stage 1 2263 - - - - - Stage 2 944 - - - - - Critical Hdwy 5.74 7.14 5.34 - - - Critical Hdwy Stg 1 6.64 - - - - - Critical Hdwy Stg 2 6.04 - - - - - Follow-up Hdwy 3.82 3.92 3.12 - - - Pot Cap-1 Maneuver 20 169 92 - - - Stage 1 38 - - - - - Stage 2 306 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver ~ 6 169 92 - - - Mov Cap-2 Maneuver ~ 6 - - - - - Stage 1 38 - - - - - Stage 2 96 - - - - - Approach EB NB SB HCM Control Delay, s 169.4 3.1 0 HCM LOS F Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 92 - 6 169 - - HCM Lane V/C Ratio 0.685 - 1.449 0.92 - - HCM Control Delay (s) 104 $ - 1339.7 103.9 - - HCM Lane LOS F - F F - - HCM 95th %tile Q(veh) 3.4 - 2 6.8 - - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 2010 Signalized Intersection Summary 2016 Existing Weekday PM.syn 3: Redwing & Drake 7/20/2016 Synchro 9 Report Page 1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 1062 6 51 1492 48 93 Future Volume (veh/h) 1062 6 51 1492 48 93 Number 2 12 1 6 3 18 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1900 1863 1863 1863 1863 Adj Flow Rate, veh/h 1180 8 68 1522 72 175 Adj No. of Lanes 2 0 1 2 1 1 Peak Hour Factor 0.90 0.75 0.75 0.98 0.67 0.53 Percent Heavy Veh, % 2 2 2 2 2 2 Cap, veh/h 2582 18 403 2789 228 203 Arrive On Green 0.72 0.72 0.08 1.00 0.13 0.13 Sat Flow, veh/h 3697 24 1774 3632 1774 1583 Grp Volume(v), veh/h 579 609 68 1522 72 175 Grp Sat Flow(s),veh/h/ln 1770 1858 1774 1770 1774 1583 Q Serve(g_s), s 16.6 16.6 1.1 0.0 4.4 13.0 Cycle Q Clear(g_c), s 16.6 16.6 1.1 0.0 4.4 13.0 Prop In Lane 0.01 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 1268 1332 403 2789 228 203 V/C Ratio(X) 0.46 0.46 0.17 0.55 0.32 0.86 Avail Cap(c_a), veh/h 1268 1332 469 2789 325 290 HCM Platoon Ratio 1.00 1.00 2.00 2.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.67 0.67 1.00 1.00 Uniform Delay (d), s/veh 7.2 7.2 4.5 0.0 47.5 51.2 Incr Delay (d2), s/veh 1.2 1.1 0.1 0.5 0.8 16.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 8.5 8.9 0.5 0.2 2.2 6.6 LnGrp Delay(d),s/veh 8.4 8.3 4.6 0.5 48.3 67.5 LnGrp LOS A A A A D E Approach Vol, veh/h 1188 1590 247 Approach Delay, s/veh 8.3 0.7 61.9 Approach LOS A A E Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 6 8 Phs Duration (G+Y+Rc), s 8.6 91.0 99.6 20.4 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 8.0 75.0 88.0 22.0 Max Q Clear Time (g_c+I1), s 3.1 18.6 2.0 15.0 Green Ext Time (p_c), s 0.0 37.2 47.3 0.4 Intersection Summary HCM 2010 Ctrl Delay 8.7 HCM 2010 LOS A HCM 2010 Signalized Intersection Summary 2016 Existing Saturday Midday.syn 3: Redwing & Drake 7/20/2016 Synchro 9 Report Page 1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 928 6 12 977 4 22 Future Volume (veh/h) 928 6 12 977 4 22 Number 2 12 1 6 3 18 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1900 1863 1863 1863 1863 Adj Flow Rate, veh/h 987 16 20 1028 8 32 Adj No. of Lanes 2 0 1 2 1 1 Peak Hour Factor 0.94 0.38 0.60 0.95 0.50 0.69 Percent Heavy Veh, % 2 2 2 2 2 2 Cap, veh/h 2964 48 537 3148 48 43 Arrive On Green 0.83 0.84 0.05 1.00 0.03 0.03 Sat Flow, veh/h 3658 58 1774 3632 1774 1583 Grp Volume(v), veh/h 490 513 20 1028 8 32 Grp Sat Flow(s),veh/h/ln 1770 1853 1774 1770 1774 1583 Q Serve(g_s), s 7.7 7.7 0.2 0.0 0.5 2.4 Cycle Q Clear(g_c), s 7.7 7.7 0.2 0.0 0.5 2.4 Prop In Lane 0.03 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 1471 1540 537 3148 48 43 V/C Ratio(X) 0.33 0.33 0.04 0.33 0.17 0.74 Avail Cap(c_a), veh/h 1471 1540 656 3148 207 185 HCM Platoon Ratio 1.00 1.00 2.00 2.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.86 0.86 1.00 1.00 Uniform Delay (d), s/veh 2.4 2.4 1.2 0.0 57.0 57.9 Incr Delay (d2), s/veh 0.6 0.6 0.0 0.2 1.6 21.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.9 4.1 0.1 0.1 0.3 1.3 LnGrp Delay(d),s/veh 3.0 2.9 1.3 0.2 58.6 79.6 LnGrp LOS A A A A E E Approach Vol, veh/h 1003 1048 40 Approach Delay, s/veh 2.9 0.3 75.4 Approach LOS A A E Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 6 8 Phs Duration (G+Y+Rc), s 6.9 104.8 111.7 8.3 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 10.0 81.0 96.0 14.0 Max Q Clear Time (g_c+I1), s 2.2 9.7 2.0 4.4 Green Ext Time (p_c), s 0.0 24.6 25.9 0.0 Intersection Summary HCM 2010 Ctrl Delay 3.0 HCM 2010 LOS A HCM 2010 Signalized Intersection Summary 2018 Background Weekday PM.syn 3: Redwing & Drake 7/20/2016 Synchro 9 Report Page 1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 1083 6 52 1522 49 95 Future Volume (veh/h) 1083 6 52 1522 49 95 Number 2 12 1 6 3 18 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1900 1863 1863 1863 1863 Adj Flow Rate, veh/h 1203 8 69 1553 73 179 Adj No. of Lanes 2 0 1 2 1 1 Peak Hour Factor 0.90 0.75 0.75 0.98 0.67 0.53 Percent Heavy Veh, % 2 2 2 2 2 2 Cap, veh/h 2573 17 394 2781 232 207 Arrive On Green 0.71 0.72 0.08 1.00 0.13 0.13 Sat Flow, veh/h 3697 24 1774 3632 1774 1583 Grp Volume(v), veh/h 591 620 69 1553 73 179 Grp Sat Flow(s),veh/h/ln 1770 1859 1774 1770 1774 1583 Q Serve(g_s), s 17.2 17.2 1.1 0.0 4.5 13.3 Cycle Q Clear(g_c), s 17.2 17.2 1.1 0.0 4.5 13.3 Prop In Lane 0.01 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 1264 1327 394 2781 232 207 V/C Ratio(X) 0.47 0.47 0.18 0.56 0.31 0.86 Avail Cap(c_a), veh/h 1264 1327 459 2781 325 290 HCM Platoon Ratio 1.00 1.00 2.00 2.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.66 0.66 1.00 1.00 Uniform Delay (d), s/veh 7.4 7.4 4.7 0.0 47.3 51.1 Incr Delay (d2), s/veh 1.2 1.2 0.1 0.5 0.8 17.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 8.8 9.2 0.5 0.2 2.2 6.8 LnGrp Delay(d),s/veh 8.6 8.5 4.8 0.5 48.0 68.2 LnGrp LOS A A A A D E Approach Vol, veh/h 1211 1622 252 Approach Delay, s/veh 8.6 0.7 62.3 Approach LOS A A E Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 6 8 Phs Duration (G+Y+Rc), s 8.6 90.7 99.3 20.7 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 8.0 75.0 88.0 22.0 Max Q Clear Time (g_c+I1), s 3.1 19.2 2.0 15.3 Green Ext Time (p_c), s 0.0 38.0 49.1 0.4 Intersection Summary HCM 2010 Ctrl Delay 8.8 HCM 2010 LOS A HCM 2010 Signalized Intersection Summary 2018 Background Saturday Midday.syn 3: Redwing & Drake 7/20/2016 Synchro 9 Report Page 1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 947 6 12 997 4 22 Future Volume (veh/h) 947 6 12 997 4 22 Number 2 12 1 6 3 18 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1900 1863 1863 1863 1863 Adj Flow Rate, veh/h 1007 16 20 1049 8 32 Adj No. of Lanes 2 0 1 2 1 1 Peak Hour Factor 0.94 0.38 0.60 0.95 0.50 0.69 Percent Heavy Veh, % 2 2 2 2 2 2 Cap, veh/h 2965 47 528 3148 48 43 Arrive On Green 0.83 0.84 0.05 1.00 0.03 0.03 Sat Flow, veh/h 3659 57 1774 3632 1774 1583 Grp Volume(v), veh/h 500 523 20 1049 8 32 Grp Sat Flow(s),veh/h/ln 1770 1853 1774 1770 1774 1583 Q Serve(g_s), s 8.0 7.9 0.2 0.0 0.5 2.4 Cycle Q Clear(g_c), s 8.0 7.9 0.2 0.0 0.5 2.4 Prop In Lane 0.03 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 1471 1541 528 3148 48 43 V/C Ratio(X) 0.34 0.34 0.04 0.33 0.17 0.74 Avail Cap(c_a), veh/h 1471 1541 647 3148 207 185 HCM Platoon Ratio 1.00 1.00 2.00 2.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.86 0.86 1.00 1.00 Uniform Delay (d), s/veh 2.4 2.4 1.3 0.0 57.0 57.9 Incr Delay (d2), s/veh 0.6 0.6 0.0 0.2 1.6 21.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.0 4.2 0.1 0.1 0.3 1.3 LnGrp Delay(d),s/veh 3.0 3.0 1.3 0.2 58.6 79.6 LnGrp LOS A A A A E E Approach Vol, veh/h 1023 1069 40 Approach Delay, s/veh 3.0 0.3 75.4 Approach LOS A A E Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 6 8 Phs Duration (G+Y+Rc), s 6.9 104.8 111.7 8.3 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 10.0 81.0 96.0 14.0 Max Q Clear Time (g_c+I1), s 2.2 10.0 2.0 4.4 Green Ext Time (p_c), s 0.0 25.6 27.1 0.0 Intersection Summary HCM 2010 Ctrl Delay 3.0 HCM 2010 LOS A HCM 2010 Signalized Intersection Summary 2018 Total Weekday PM.syn 3: Redwing & Drake 12/7/2016 Synchro 9 Report Page 1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 1121 6 56 1561 49 99 Future Volume (veh/h) 1121 6 56 1561 49 99 Number 2 12 1 6 3 18 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1900 1863 1863 1863 1863 Adj Flow Rate, veh/h 1246 8 75 1593 73 187 Adj No. of Lanes 2 0 1 2 1 1 Peak Hour Factor 0.90 0.75 0.75 0.98 0.67 0.53 Percent Heavy Veh, % 2 2 2 2 2 2 Cap, veh/h 2554 16 377 2763 241 215 Arrive On Green 0.71 0.72 0.08 1.00 0.14 0.14 Sat Flow, veh/h 3698 23 1774 3632 1774 1583 Grp Volume(v), veh/h 612 642 75 1593 73 187 Grp Sat Flow(s),veh/h/ln 1770 1859 1774 1770 1774 1583 Q Serve(g_s), s 18.5 18.5 1.2 0.0 4.5 13.9 Cycle Q Clear(g_c), s 18.5 18.5 1.2 0.0 4.5 13.9 Prop In Lane 0.01 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 1254 1317 377 2763 241 215 V/C Ratio(X) 0.49 0.49 0.20 0.58 0.30 0.87 Avail Cap(c_a), veh/h 1254 1317 441 2763 325 290 HCM Platoon Ratio 1.00 1.00 2.00 2.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.64 0.64 1.00 1.00 Uniform Delay (d), s/veh 7.8 7.8 5.1 0.0 46.7 50.8 Incr Delay (d2), s/veh 1.4 1.3 0.2 0.6 0.7 18.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 9.3 9.8 0.6 0.2 2.2 7.2 LnGrp Delay(d),s/veh 9.1 9.1 5.3 0.6 47.4 69.5 LnGrp LOS A A A A D E Approach Vol, veh/h 1254 1668 260 Approach Delay, s/veh 9.1 0.8 63.3 Approach LOS A A E Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 6 8 Phs Duration (G+Y+Rc), s 8.7 90.0 98.7 21.3 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 8.0 75.0 88.0 22.0 Max Q Clear Time (g_c+I1), s 3.2 20.5 2.0 15.9 Green Ext Time (p_c), s 0.1 38.8 51.9 0.4 Intersection Summary HCM 2010 Ctrl Delay 9.2 HCM 2010 LOS A HCM 2010 Signalized Intersection Summary 2018 Total Saturday Midday.syn 3: Redwing & Drake 12/7/2016 Synchro 9 Report Page 1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 1001 6 17 1051 4 27 Future Volume (veh/h) 1001 6 17 1051 4 27 Number 2 12 1 6 3 18 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1900 1863 1863 1863 1863 Adj Flow Rate, veh/h 1065 16 28 1106 8 39 Adj No. of Lanes 2 0 1 2 1 1 Peak Hour Factor 0.94 0.38 0.60 0.95 0.50 0.69 Percent Heavy Veh, % 2 2 2 2 2 2 Cap, veh/h 2934 44 503 3128 58 52 Arrive On Green 0.82 0.83 0.06 1.00 0.03 0.03 Sat Flow, veh/h 3662 54 1774 3632 1774 1583 Grp Volume(v), veh/h 528 553 28 1106 8 39 Grp Sat Flow(s),veh/h/ln 1770 1853 1774 1770 1774 1583 Q Serve(g_s), s 9.1 9.1 0.2 0.0 0.5 2.9 Cycle Q Clear(g_c), s 9.1 9.1 0.2 0.0 0.5 2.9 Prop In Lane 0.03 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 1455 1523 503 3128 58 52 V/C Ratio(X) 0.36 0.36 0.06 0.35 0.14 0.75 Avail Cap(c_a), veh/h 1455 1523 600 3128 207 185 HCM Platoon Ratio 1.00 1.00 2.00 2.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.85 0.85 1.00 1.00 Uniform Delay (d), s/veh 2.7 2.7 1.4 0.0 56.4 57.5 Incr Delay (d2), s/veh 0.7 0.7 0.0 0.3 1.1 19.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.7 4.9 0.1 0.1 0.3 1.6 LnGrp Delay(d),s/veh 3.4 3.4 1.5 0.3 57.4 76.8 LnGrp LOS A A A A E E Approach Vol, veh/h 1081 1134 47 Approach Delay, s/veh 3.4 0.3 73.5 Approach LOS A A E Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 6 8 Phs Duration (G+Y+Rc), s 7.4 103.6 111.1 8.9 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 9.0 82.0 96.0 14.0 Max Q Clear Time (g_c+I1), s 2.2 11.1 2.0 4.9 Green Ext Time (p_c), s 0.0 28.4 30.6 0.0 Intersection Summary HCM 2010 Ctrl Delay 3.3 HCM 2010 LOS A HCM 2010 Signalized Intersection Summary 2035 Background Weekday PM.syn 3: Redwing & Drake 7/20/2016 Synchro 9 Report Page 1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 1283 7 62 1802 58 112 Future Volume (veh/h) 1283 7 62 1802 58 112 Number 2 12 1 6 3 18 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1900 1863 1863 1863 1863 Adj Flow Rate, veh/h 1426 9 83 1839 87 211 Adj No. of Lanes 2 0 1 2 1 1 Peak Hour Factor 0.90 0.75 0.75 0.98 0.67 0.53 Percent Heavy Veh, % 2 2 2 2 2 2 Cap, veh/h 2501 16 316 2713 266 237 Arrive On Green 0.69 0.70 0.08 1.00 0.15 0.15 Sat Flow, veh/h 3699 23 1774 3632 1774 1583 Grp Volume(v), veh/h 700 735 83 1839 87 211 Grp Sat Flow(s),veh/h/ln 1770 1859 1774 1770 1774 1583 Q Serve(g_s), s 24.0 24.0 1.4 0.0 5.3 15.7 Cycle Q Clear(g_c), s 24.0 24.0 1.4 0.0 5.3 15.7 Prop In Lane 0.01 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 1228 1290 316 2713 266 237 V/C Ratio(X) 0.57 0.57 0.26 0.68 0.33 0.89 Avail Cap(c_a), veh/h 1228 1290 350 2713 310 277 HCM Platoon Ratio 1.00 1.00 2.00 2.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.56 0.56 1.00 1.00 Uniform Delay (d), s/veh 9.3 9.3 7.0 0.0 45.6 50.0 Incr Delay (d2), s/veh 1.9 1.8 0.2 0.8 0.7 25.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 12.3 12.9 0.7 0.3 2.6 8.5 LnGrp Delay(d),s/veh 11.2 11.1 7.2 0.8 46.3 75.2 LnGrp LOS B B A A D E Approach Vol, veh/h 1435 1922 298 Approach Delay, s/veh 11.2 1.1 66.8 Approach LOS B A E Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 6 8 Phs Duration (G+Y+Rc), s 8.7 88.3 97.0 23.0 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 6.0 78.0 89.0 21.0 Max Q Clear Time (g_c+I1), s 3.4 26.0 2.0 17.7 Green Ext Time (p_c), s 0.0 43.5 65.4 0.3 Intersection Summary HCM 2010 Ctrl Delay 10.4 HCM 2010 LOS B HCM 2010 Signalized Intersection Summary 2035 Background Saturday Midday.syn 3: Redwing & Drake 7/20/2016 Synchro 9 Report Page 1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 1121 7 14 1180 5 27 Future Volume (veh/h) 1121 7 14 1180 5 27 Number 2 12 1 6 3 18 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1900 1863 1863 1863 1863 Adj Flow Rate, veh/h 1193 18 23 1242 10 39 Adj No. of Lanes 2 0 1 2 1 1 Peak Hour Factor 0.94 0.38 0.60 0.95 0.50 0.69 Percent Heavy Veh, % 2 2 2 2 2 2 Cap, veh/h 2940 44 448 3126 59 53 Arrive On Green 0.82 0.83 0.05 1.00 0.03 0.03 Sat Flow, veh/h 3662 54 1774 3632 1774 1583 Grp Volume(v), veh/h 591 620 23 1242 10 39 Grp Sat Flow(s),veh/h/ln 1770 1853 1774 1770 1774 1583 Q Serve(g_s), s 10.6 10.6 0.2 0.0 0.7 2.9 Cycle Q Clear(g_c), s 10.6 10.6 0.2 0.0 0.7 2.9 Prop In Lane 0.03 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 1458 1527 448 3126 59 53 V/C Ratio(X) 0.41 0.41 0.05 0.40 0.17 0.74 Avail Cap(c_a), veh/h 1458 1527 535 3126 192 172 HCM Platoon Ratio 1.00 1.00 2.00 2.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.84 0.84 1.00 1.00 Uniform Delay (d), s/veh 2.8 2.8 1.6 0.0 56.4 57.5 Incr Delay (d2), s/veh 0.8 0.8 0.0 0.3 1.3 18.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.4 5.7 0.1 0.1 0.3 1.5 LnGrp Delay(d),s/veh 3.6 3.6 1.6 0.3 57.7 75.5 LnGrp LOS A A A A E E Approach Vol, veh/h 1211 1265 49 Approach Delay, s/veh 3.6 0.3 71.9 Approach LOS A A E Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 6 8 Phs Duration (G+Y+Rc), s 7.1 103.9 111.0 9.0 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 8.0 84.0 97.0 13.0 Max Q Clear Time (g_c+I1), s 2.2 12.6 2.0 4.9 Green Ext Time (p_c), s 0.0 35.7 39.8 0.0 Intersection Summary HCM 2010 Ctrl Delay 3.3 HCM 2010 LOS A HCM 2010 Signalized Intersection Summary 2035 Total Weekday PM.syn 3: Redwing & Drake 12/7/2016 Synchro 9 Report Page 1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 1321 7 66 1841 58 116 Future Volume (veh/h) 1321 7 66 1841 58 116 Number 2 12 1 6 3 18 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1900 1863 1863 1863 1863 Adj Flow Rate, veh/h 1468 9 88 1879 87 219 Adj No. of Lanes 2 0 1 2 1 1 Peak Hour Factor 0.90 0.75 0.75 0.98 0.67 0.53 Percent Heavy Veh, % 2 2 2 2 2 2 Cap, veh/h 2482 15 303 2695 275 246 Arrive On Green 0.69 0.70 0.08 1.00 0.16 0.16 Sat Flow, veh/h 3699 22 1774 3632 1774 1583 Grp Volume(v), veh/h 720 757 88 1879 87 219 Grp Sat Flow(s),veh/h/ln 1770 1859 1774 1770 1774 1583 Q Serve(g_s), s 25.7 25.7 1.6 0.0 5.2 16.3 Cycle Q Clear(g_c), s 25.7 25.7 1.6 0.0 5.2 16.3 Prop In Lane 0.01 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 1218 1279 303 2695 275 246 V/C Ratio(X) 0.59 0.59 0.29 0.70 0.32 0.89 Avail Cap(c_a), veh/h 1218 1279 335 2695 325 290 HCM Platoon Ratio 1.00 1.00 2.00 2.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.56 0.56 1.00 1.00 Uniform Delay (d), s/veh 9.8 9.8 7.7 0.0 45.0 49.7 Incr Delay (d2), s/veh 2.1 2.0 0.3 0.9 0.7 24.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 13.1 13.7 0.8 0.3 2.6 8.8 LnGrp Delay(d),s/veh 12.0 11.9 8.0 0.9 45.7 74.2 LnGrp LOS B B A A D E Approach Vol, veh/h 1477 1967 306 Approach Delay, s/veh 11.9 1.2 66.1 Approach LOS B A E Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 6 8 Phs Duration (G+Y+Rc), s 8.8 87.6 96.4 23.6 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 6.0 77.0 88.0 22.0 Max Q Clear Time (g_c+I1), s 3.6 27.7 2.0 18.3 Green Ext Time (p_c), s 0.0 42.4 66.9 0.4 Intersection Summary HCM 2010 Ctrl Delay 10.7 HCM 2010 LOS B HCM 2010 Signalized Intersection Summary 2035 Total Saturday Midday.syn 3: Redwing & Drake 12/7/2016 Synchro 9 Report Page 1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 1175 7 19 1234 5 32 Future Volume (veh/h) 1175 7 19 1234 5 32 Number 2 12 1 6 3 18 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1900 1863 1863 1863 1863 Adj Flow Rate, veh/h 1250 18 32 1299 10 46 Adj No. of Lanes 2 0 1 2 1 1 Peak Hour Factor 0.94 0.38 0.60 0.95 0.50 0.69 Percent Heavy Veh, % 2 2 2 2 2 2 Cap, veh/h 2909 42 428 3107 69 61 Arrive On Green 0.81 0.82 0.06 1.00 0.04 0.04 Sat Flow, veh/h 3665 51 1774 3632 1774 1583 Grp Volume(v), veh/h 619 649 32 1299 10 46 Grp Sat Flow(s),veh/h/ln 1770 1854 1774 1770 1774 1583 Q Serve(g_s), s 12.0 12.0 0.3 0.0 0.7 3.5 Cycle Q Clear(g_c), s 12.0 12.0 0.3 0.0 0.7 3.5 Prop In Lane 0.03 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 1441 1510 428 3107 69 61 V/C Ratio(X) 0.43 0.43 0.07 0.42 0.15 0.75 Avail Cap(c_a), veh/h 1441 1510 508 3107 177 158 HCM Platoon Ratio 1.00 1.00 2.00 2.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.83 0.83 1.00 1.00 Uniform Delay (d), s/veh 3.2 3.2 1.9 0.0 55.8 57.1 Incr Delay (d2), s/veh 0.9 0.9 0.1 0.3 1.0 16.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 6.1 6.3 0.1 0.1 0.3 1.8 LnGrp Delay(d),s/veh 4.1 4.1 1.9 0.3 56.7 73.7 LnGrp LOS A A A A E E Approach Vol, veh/h 1268 1331 56 Approach Delay, s/veh 4.1 0.4 70.6 Approach LOS A A E Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 6 8 Phs Duration (G+Y+Rc), s 7.6 102.7 110.4 9.6 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 8.0 85.0 98.0 12.0 Max Q Clear Time (g_c+I1), s 2.3 14.0 2.0 5.5 Green Ext Time (p_c), s 0.0 38.7 44.2 0.0 Intersection Summary HCM 2010 Ctrl Delay 3.6 HCM 2010 LOS A HCM 2010 Signalized Intersection Summary 2016 Existing Weekday PM.syn 4: McClelland & Drake 7/20/2016 Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 1106 73 47 1397 0 109 8 132 0 7 0 Future Volume (veh/h) 0 1106 73 47 1397 0 109 8 132 0 7 0 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 0 1863 1900 1863 1863 0 1863 1863 1900 1900 1863 1900 Adj Flow Rate, veh/h 0 1229 96 60 1518 0 136 12 155 0 8 0 Adj No. of Lanes 0 2 0 1 2 0 1 1 0 0 1 0 Peak Hour Factor 0.85 0.90 0.76 0.78 0.92 0.85 0.80 0.67 0.85 0.85 0.88 0.85 Percent Heavy Veh, % 0 2 2 2 2 0 2 2 2 2 2 2 Cap, veh/h 0 1514 118 248 1863 0 603 45 580 0 727 0 Arrive On Green 0.00 0.91 0.93 0.06 1.00 0.00 0.39 0.39 0.40 0.00 0.39 0.00 Sat Flow, veh/h 0 3420 259 1774 3632 0 1402 115 1486 0 1863 0 Grp Volume(v), veh/h 0 653 672 60 1518 0 136 0 167 0 8 0 Grp Sat Flow(s),veh/h/ln 0 1770 1817 1774 1770 0 1402 0 1601 0 1863 0 Q Serve(g_s), s 0.0 15.2 15.1 2.1 0.0 0.0 7.9 0.0 8.4 0.0 0.3 0.0 Cycle Q Clear(g_c), s 0.0 15.2 15.1 2.1 0.0 0.0 8.2 0.0 8.4 0.0 0.3 0.0 Prop In Lane 0.00 0.14 1.00 0.00 1.00 0.93 0.00 0.00 Lane Grp Cap(c), veh/h 0 805 827 248 1863 0 603 0 624 0 727 0 V/C Ratio(X) 0.00 0.81 0.81 0.24 0.81 0.00 0.23 0.00 0.27 0.00 0.01 0.00 Avail Cap(c_a), veh/h 0 1018 1045 314 2418 0 603 0 624 0 727 0 HCM Platoon Ratio 1.00 2.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 0.88 0.88 1.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Uniform Delay (d), s/veh 0.0 3.6 3.5 16.3 0.0 0.0 24.9 0.0 24.6 0.0 22.4 0.0 Incr Delay (d2), s/veh 0.0 3.6 3.5 0.5 1.7 0.0 0.9 0.0 1.0 0.0 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 0.0 7.0 7.1 1.0 0.4 0.0 3.2 0.0 3.9 0.0 0.2 0.0 LnGrp Delay(d),s/veh 0.0 7.2 7.1 16.8 1.7 0.0 25.8 0.0 25.6 0.0 22.4 0.0 LnGrp LOS A A B A C C C Approach Vol, veh/h 1325 1578 303 8 Approach Delay, s/veh 7.1 2.3 25.7 22.4 Approach LOS A A C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 3 4 6 8 Phs Duration (G+Y+Rc), s 51.8 8.6 59.6 51.8 68.2 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 28.0 8.0 69.0 28.0 82.0 Max Q Clear Time (g_c+I1), s 2.3 4.1 17.2 10.4 2.0 Green Ext Time (p_c), s 1.5 0.0 37.4 1.3 49.7 Intersection Summary HCM 2010 Ctrl Delay 6.5 HCM 2010 LOS A HCM 2010 Signalized Intersection Summary 2016 Existing Saturday Midday.syn 4: McClelland & Drake 7/20/2016 Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 887 79 32 885 0 85 7 124 0 5 0 Future Volume (veh/h) 0 887 79 32 885 0 85 7 124 0 5 0 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 0 1863 1900 1863 1863 0 1863 1863 1900 1900 1863 1900 Adj Flow Rate, veh/h 0 954 96 48 903 0 108 12 139 0 8 0 Adj No. of Lanes 0 2 0 1 2 0 1 1 0 0 1 0 Peak Hour Factor 0.85 0.93 0.82 0.67 0.98 0.85 0.79 0.58 0.89 0.85 0.63 0.85 Percent Heavy Veh, % 0 2 2 2 2 0 2 2 2 2 2 2 Cap, veh/h 0 1189 120 201 1537 0 733 61 712 0 899 0 Arrive On Green 0.00 0.73 0.75 0.04 0.58 0.00 0.48 0.48 0.49 0.00 0.48 0.00 Sat Flow, veh/h 0 3341 327 1774 3632 0 1402 127 1475 0 1863 0 Grp Volume(v), veh/h 0 520 530 48 903 0 108 0 151 0 8 0 Grp Sat Flow(s),veh/h/ln 0 1770 1805 1774 1770 0 1402 0 1602 0 1863 0 Q Serve(g_s), s 0.0 22.9 22.8 2.0 19.6 0.0 5.2 0.0 6.4 0.0 0.3 0.0 Cycle Q Clear(g_c), s 0.0 22.9 22.8 2.0 19.6 0.0 5.5 0.0 6.4 0.0 0.3 0.0 Prop In Lane 0.00 0.18 1.00 0.00 1.00 0.92 0.00 0.00 Lane Grp Cap(c), veh/h 0 648 661 201 1537 0 733 0 773 0 899 0 V/C Ratio(X) 0.00 0.80 0.80 0.24 0.59 0.00 0.15 0.00 0.20 0.00 0.01 0.00 Avail Cap(c_a), veh/h 0 959 978 302 2359 0 733 0 773 0 899 0 HCM Platoon Ratio 1.00 2.00 2.00 1.33 1.33 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 0.96 0.96 1.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Uniform Delay (d), s/veh 0.0 13.3 13.1 24.1 18.5 0.0 17.6 0.0 17.5 0.0 16.1 0.0 Incr Delay (d2), s/veh 0.0 2.9 2.9 0.6 0.4 0.0 0.4 0.0 0.6 0.0 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 0.0 11.2 11.4 1.0 9.5 0.0 2.1 0.0 2.9 0.0 0.1 0.0 LnGrp Delay(d),s/veh 0.0 16.2 16.0 24.7 18.8 0.0 18.0 0.0 18.0 0.0 16.2 0.0 LnGrp LOS B B C B B B B Approach Vol, veh/h 1050 951 259 8 Approach Delay, s/veh 16.1 19.1 18.0 16.2 Approach LOS B B B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 3 4 6 8 Phs Duration (G+Y+Rc), s 62.9 8.2 48.9 62.9 57.1 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 30.0 10.0 65.0 30.0 80.0 Max Q Clear Time (g_c+I1), s 2.3 4.0 24.9 8.4 21.6 Green Ext Time (p_c), s 1.3 0.0 19.0 1.2 21.8 Intersection Summary HCM 2010 Ctrl Delay 17.6 HCM 2010 LOS B HCM 2010 Signalized Intersection Summary 2018 Background Weekday PM.syn 4: McClelland & Drake 7/20/2016 Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 1128 74 48 1425 0 111 8 135 0 7 0 Future Volume (veh/h) 0 1128 74 48 1425 0 111 8 135 0 7 0 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 0 1863 1900 1863 1863 0 1863 1863 1900 1900 1863 1900 Adj Flow Rate, veh/h 0 1253 97 62 1549 0 139 12 159 0 8 0 Adj No. of Lanes 0 2 0 1 2 0 1 1 0 0 1 0 Peak Hour Factor 0.85 0.90 0.76 0.78 0.92 0.85 0.80 0.67 0.85 0.85 0.88 0.85 Percent Heavy Veh, % 0 2 2 2 2 0 2 2 2 2 2 2 Cap, veh/h 0 1538 119 253 1889 0 593 43 570 0 713 0 Arrive On Green 0.00 0.92 0.94 0.06 1.00 0.00 0.38 0.38 0.39 0.00 0.38 0.00 Sat Flow, veh/h 0 3423 257 1774 3632 0 1402 112 1488 0 1863 0 Grp Volume(v), veh/h 0 665 685 62 1549 0 139 0 171 0 8 0 Grp Sat Flow(s),veh/h/ln 0 1770 1817 1774 1770 0 1402 0 1600 0 1863 0 Q Serve(g_s), s 0.0 13.8 13.7 2.1 0.0 0.0 8.2 0.0 8.8 0.0 0.3 0.0 Cycle Q Clear(g_c), s 0.0 13.8 13.7 2.1 0.0 0.0 8.5 0.0 8.8 0.0 0.3 0.0 Prop In Lane 0.00 0.14 1.00 0.00 1.00 0.93 0.00 0.00 Lane Grp Cap(c), veh/h 0 817 839 253 1889 0 593 0 613 0 713 0 V/C Ratio(X) 0.00 0.81 0.82 0.24 0.82 0.00 0.23 0.00 0.28 0.00 0.01 0.00 Avail Cap(c_a), veh/h 0 1032 1060 318 2448 0 593 0 613 0 713 0 HCM Platoon Ratio 1.00 2.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 0.88 0.88 1.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Uniform Delay (d), s/veh 0.0 3.0 2.9 15.7 0.0 0.0 25.6 0.0 25.2 0.0 23.0 0.0 Incr Delay (d2), s/veh 0.0 3.6 3.6 0.5 1.8 0.0 0.9 0.0 1.1 0.0 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 0.0 6.3 6.5 1.1 0.5 0.0 3.3 0.0 4.1 0.0 0.2 0.0 LnGrp Delay(d),s/veh 0.0 6.6 6.5 16.2 1.8 0.0 26.5 0.0 26.4 0.0 23.0 0.0 LnGrp LOS A A B A C C C Approach Vol, veh/h 1350 1611 310 8 Approach Delay, s/veh 6.5 2.4 26.4 23.0 Approach LOS A A C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 3 4 6 8 Phs Duration (G+Y+Rc), s 50.9 8.6 60.4 50.9 69.1 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 27.0 8.0 70.0 27.0 83.0 Max Q Clear Time (g_c+I1), s 2.3 4.1 15.8 10.8 2.0 Green Ext Time (p_c), s 1.5 0.0 39.6 1.3 51.8 Intersection Summary HCM 2010 Ctrl Delay 6.4 HCM 2010 LOS A HCM 2010 Signalized Intersection Summary 2018 Background Saturday Midday.syn 4: McClelland & Drake 7/20/2016 Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 905 81 33 903 0 87 7 126 0 5 0 Future Volume (veh/h) 0 905 81 33 903 0 87 7 126 0 5 0 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 0 1863 1900 1863 1863 0 1863 1863 1900 1900 1863 1900 Adj Flow Rate, veh/h 0 973 99 49 921 0 110 12 142 0 8 0 Adj No. of Lanes 0 2 0 1 2 0 1 1 0 0 1 0 Peak Hour Factor 0.85 0.93 0.82 0.67 0.98 0.85 0.79 0.58 0.89 0.85 0.63 0.85 Percent Heavy Veh, % 0 2 2 2 2 0 2 2 2 2 2 2 Cap, veh/h 0 1209 123 203 1562 0 723 59 702 0 885 0 Arrive On Green 0.00 0.75 0.76 0.05 0.88 0.00 0.48 0.48 0.48 0.00 0.48 0.00 Sat Flow, veh/h 0 3337 330 1774 3632 0 1402 125 1477 0 1863 0 Grp Volume(v), veh/h 0 531 541 49 921 0 110 0 154 0 8 0 Grp Sat Flow(s),veh/h/ln 0 1770 1805 1774 1770 0 1402 0 1602 0 1863 0 Q Serve(g_s), s 0.0 22.9 22.8 2.0 7.6 0.0 5.4 0.0 6.6 0.0 0.3 0.0 Cycle Q Clear(g_c), s 0.0 22.9 22.8 2.0 7.6 0.0 5.7 0.0 6.6 0.0 0.3 0.0 Prop In Lane 0.00 0.18 1.00 0.00 1.00 0.92 0.00 0.00 Lane Grp Cap(c), veh/h 0 660 673 203 1562 0 723 0 761 0 885 0 V/C Ratio(X) 0.00 0.80 0.80 0.24 0.59 0.00 0.15 0.00 0.20 0.00 0.01 0.00 Avail Cap(c_a), veh/h 0 973 992 303 2389 0 723 0 761 0 885 0 HCM Platoon Ratio 1.00 2.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 0.95 0.95 1.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Uniform Delay (d), s/veh 0.0 12.5 12.3 23.2 4.4 0.0 18.1 0.0 18.0 0.0 16.6 0.0 Incr Delay (d2), s/veh 0.0 3.0 2.9 0.6 0.4 0.0 0.4 0.0 0.6 0.0 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 0.0 11.2 11.3 1.0 3.4 0.0 2.2 0.0 3.0 0.0 0.1 0.0 LnGrp Delay(d),s/veh 0.0 15.5 15.3 23.8 4.7 0.0 18.5 0.0 18.6 0.0 16.6 0.0 LnGrp LOS B B C A B B B Approach Vol, veh/h 1072 970 264 8 Approach Delay, s/veh 15.4 5.7 18.6 16.6 Approach LOS B A B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 3 4 6 8 Phs Duration (G+Y+Rc), s 62.0 8.2 49.7 62.0 58.0 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 29.0 10.0 66.0 29.0 81.0 Max Q Clear Time (g_c+I1), s 2.3 4.0 24.9 8.6 9.6 Green Ext Time (p_c), s 1.3 0.0 19.8 1.2 23.9 Intersection Summary HCM 2010 Ctrl Delay 11.7 HCM 2010 LOS B HCM 2010 Signalized Intersection Summary 2018 Total Weekday PM.syn 4: McClelland & Drake 12/7/2016 Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 1170 74 54 1468 0 111 8 141 0 7 0 Future Volume (veh/h) 0 1170 74 54 1468 0 111 8 141 0 7 0 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 0 1863 1900 1863 1863 0 1863 1863 1900 1900 1863 1900 Adj Flow Rate, veh/h 0 1300 97 69 1596 0 139 12 166 0 8 0 Adj No. of Lanes 0 2 0 1 2 0 1 1 0 0 1 0 Peak Hour Factor 0.85 0.90 0.76 0.78 0.92 0.85 0.80 0.67 0.85 0.85 0.88 0.85 Percent Heavy Veh, % 0 2 2 2 2 0 2 2 2 2 2 2 Cap, veh/h 0 1569 117 259 1926 0 578 40 555 0 694 0 Arrive On Green 0.00 0.94 0.96 0.07 1.00 0.00 0.37 0.37 0.38 0.00 0.37 0.00 Sat Flow, veh/h 0 3433 249 1774 3632 0 1402 108 1492 0 1863 0 Grp Volume(v), veh/h 0 687 710 69 1596 0 139 0 178 0 8 0 Grp Sat Flow(s),veh/h/ln 0 1770 1819 1774 1770 0 1402 0 1600 0 1863 0 Q Serve(g_s), s 0.0 12.6 12.5 2.4 0.0 0.0 8.3 0.0 9.3 0.0 0.3 0.0 Cycle Q Clear(g_c), s 0.0 12.6 12.5 2.4 0.0 0.0 8.7 0.0 9.3 0.0 0.3 0.0 Prop In Lane 0.00 0.14 1.00 0.00 1.00 0.93 0.00 0.00 Lane Grp Cap(c), veh/h 0 832 855 259 1926 0 578 0 596 0 694 0 V/C Ratio(X) 0.00 0.83 0.83 0.27 0.83 0.00 0.24 0.00 0.30 0.00 0.01 0.00 Avail Cap(c_a), veh/h 0 1032 1061 289 2389 0 578 0 596 0 694 0 HCM Platoon Ratio 1.00 2.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 0.86 0.86 1.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Uniform Delay (d), s/veh 0.0 2.3 2.2 15.0 0.0 0.0 26.5 0.0 26.2 0.0 23.7 0.0 Incr Delay (d2), s/veh 0.0 4.0 4.1 0.5 2.1 0.0 1.0 0.0 1.3 0.0 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 0.0 5.5 5.6 1.2 0.6 0.0 3.4 0.0 4.3 0.0 0.2 0.0 LnGrp Delay(d),s/veh 0.0 6.3 6.3 15.5 2.1 0.0 27.4 0.0 27.5 0.0 23.8 0.0 LnGrp LOS A A B A C C C Approach Vol, veh/h 1397 1665 317 8 Approach Delay, s/veh 6.3 2.7 27.5 23.8 Approach LOS A A C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 3 4 6 8 Phs Duration (G+Y+Rc), s 49.7 8.9 61.4 49.7 70.3 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 29.0 6.0 70.0 29.0 81.0 Max Q Clear Time (g_c+I1), s 2.3 4.4 14.6 11.3 2.0 Green Ext Time (p_c), s 1.6 0.0 41.8 1.4 53.7 Intersection Summary HCM 2010 Ctrl Delay 6.5 HCM 2010 LOS A HCM 2010 Signalized Intersection Summary 2018 Total Saturday Midday.syn 4: McClelland & Drake 12/7/2016 Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 964 81 41 962 0 87 7 134 0 5 0 Future Volume (veh/h) 0 964 81 41 962 0 87 7 134 0 5 0 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 0 1863 1900 1863 1863 0 1863 1863 1900 1900 1863 1900 Adj Flow Rate, veh/h 0 1037 99 61 982 0 110 12 151 0 8 0 Adj No. of Lanes 0 2 0 1 2 0 1 1 0 0 1 0 Peak Hour Factor 0.85 0.93 0.82 0.67 0.98 0.85 0.79 0.58 0.89 0.85 0.63 0.85 Percent Heavy Veh, % 0 2 2 2 2 0 2 2 2 2 2 2 Cap, veh/h 0 1275 122 216 1643 0 691 53 671 0 843 0 Arrive On Green 0.00 0.78 0.80 0.06 0.93 0.00 0.45 0.45 0.46 0.00 0.45 0.00 Sat Flow, veh/h 0 3359 312 1774 3632 0 1402 118 1483 0 1863 0 Grp Volume(v), veh/h 0 562 574 61 982 0 110 0 163 0 8 0 Grp Sat Flow(s),veh/h/ln 0 1770 1808 1774 1770 0 1402 0 1601 0 1863 0 Q Serve(g_s), s 0.0 22.9 22.8 2.4 5.4 0.0 5.6 0.0 7.4 0.0 0.3 0.0 Cycle Q Clear(g_c), s 0.0 22.9 22.8 2.4 5.4 0.0 5.9 0.0 7.4 0.0 0.3 0.0 Prop In Lane 0.00 0.17 1.00 0.00 1.00 0.93 0.00 0.00 Lane Grp Cap(c), veh/h 0 691 706 216 1643 0 691 0 724 0 843 0 V/C Ratio(X) 0.00 0.81 0.81 0.28 0.60 0.00 0.16 0.00 0.22 0.00 0.01 0.00 Avail Cap(c_a), veh/h 0 988 1009 292 2389 0 691 0 724 0 843 0 HCM Platoon Ratio 1.00 2.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 0.94 0.94 1.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Uniform Delay (d), s/veh 0.0 10.5 10.4 21.7 2.5 0.0 19.7 0.0 19.7 0.0 18.1 0.0 Incr Delay (d2), s/veh 0.0 3.3 3.3 0.7 0.4 0.0 0.5 0.0 0.7 0.0 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 0.0 11.2 11.4 1.2 2.3 0.0 2.3 0.0 3.4 0.0 0.2 0.0 LnGrp Delay(d),s/veh 0.0 13.9 13.7 22.4 2.8 0.0 20.2 0.0 20.4 0.0 18.1 0.0 LnGrp LOS B B C A C C B Approach Vol, veh/h 1136 1043 273 8 Approach Delay, s/veh 13.8 4.0 20.3 18.1 Approach LOS B A C B Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 3 4 6 8 Phs Duration (G+Y+Rc), s 59.3 8.9 51.8 59.3 60.7 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 29.0 9.0 67.0 29.0 81.0 Max Q Clear Time (g_c+I1), s 2.3 4.4 24.9 9.4 7.4 Green Ext Time (p_c), s 1.4 0.0 22.0 1.3 27.2 Intersection Summary HCM 2010 Ctrl Delay 10.4 HCM 2010 LOS B HCM 2010 Signalized Intersection Summary 2035 Background Weekday PM.syn 4: McClelland & Drake 7/20/2016 Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 1336 88 57 1688 0 132 10 159 0 8 0 Future Volume (veh/h) 0 1336 88 57 1688 0 132 10 159 0 8 0 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 0 1863 1900 1863 1863 0 1863 1863 1900 1900 1863 1900 Adj Flow Rate, veh/h 0 1484 116 73 1835 0 165 15 187 0 9 0 Adj No. of Lanes 0 2 0 1 2 0 1 1 0 0 1 0 Peak Hour Factor 0.85 0.90 0.76 0.78 0.92 0.85 0.80 0.67 0.85 0.85 0.88 0.85 Percent Heavy Veh, % 0 2 2 2 2 0 2 2 2 2 2 2 Cap, veh/h 0 1661 129 274 2031 0 536 41 508 0 638 0 Arrive On Green 0.00 1.00 1.00 0.07 1.00 0.00 0.34 0.34 0.35 0.00 0.34 0.00 Sat Flow, veh/h 0 3421 259 1774 3632 0 1400 119 1482 0 1863 0 Grp Volume(v), veh/h 0 785 815 73 1835 0 165 0 202 0 9 0 Grp Sat Flow(s),veh/h/ln 0 1770 1817 1774 1770 0 1400 0 1601 0 1863 0 Q Serve(g_s), s 0.0 0.9 0.8 2.3 0.0 0.0 10.6 0.0 11.3 0.0 0.4 0.0 Cycle Q Clear(g_c), s 0.0 0.9 0.8 2.3 0.0 0.0 11.0 0.0 11.3 0.0 0.4 0.0 Prop In Lane 0.00 0.14 1.00 0.00 1.00 0.93 0.00 0.00 Lane Grp Cap(c), veh/h 0 883 907 274 2031 0 536 0 549 0 638 0 V/C Ratio(X) 0.00 0.89 0.90 0.27 0.90 0.00 0.31 0.00 0.37 0.00 0.01 0.00 Avail Cap(c_a), veh/h 0 1047 1075 304 2418 0 536 0 549 0 638 0 HCM Platoon Ratio 1.00 2.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 0.79 0.79 1.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Uniform Delay (d), s/veh 0.0 0.1 0.0 12.3 0.0 0.0 29.7 0.0 29.3 0.0 26.0 0.0 Incr Delay (d2), s/veh 0.0 6.9 7.4 0.5 4.7 0.0 1.5 0.0 1.9 0.0 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 0.0 1.7 1.9 1.2 1.3 0.0 4.3 0.0 5.3 0.0 0.2 0.0 LnGrp Delay(d),s/veh 0.0 7.0 7.5 12.9 4.7 0.0 31.2 0.0 31.2 0.0 26.1 0.0 LnGrp LOS A A B A C C C Approach Vol, veh/h 1600 1908 367 9 Approach Delay, s/veh 7.2 5.0 31.2 26.1 Approach LOS A A C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 3 4 6 8 Phs Duration (G+Y+Rc), s 46.1 9.0 64.9 46.1 73.9 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 28.0 6.0 71.0 28.0 82.0 Max Q Clear Time (g_c+I1), s 2.4 4.3 2.9 13.3 2.0 Green Ext Time (p_c), s 1.8 0.0 57.0 1.5 65.1 Intersection Summary HCM 2010 Ctrl Delay 8.4 HCM 2010 LOS A HCM 2010 Signalized Intersection Summary 2035 Background Saturday Midday.syn 4: McClelland & Drake 7/20/2016 Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 1072 95 39 1069 0 103 8 150 0 6 0 Future Volume (veh/h) 0 1072 95 39 1069 0 103 8 150 0 6 0 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 0 1863 1900 1863 1863 0 1863 1863 1900 1900 1863 1900 Adj Flow Rate, veh/h 0 1153 116 58 1091 0 130 14 169 0 10 0 Adj No. of Lanes 0 2 0 1 2 0 1 1 0 0 1 0 Peak Hour Factor 0.85 0.93 0.82 0.67 0.98 0.85 0.79 0.58 0.89 0.85 0.63 0.85 Percent Heavy Veh, % 0 2 2 2 2 0 2 2 2 2 2 2 Cap, veh/h 0 1377 138 217 1753 0 645 52 623 0 785 0 Arrive On Green 0.00 0.85 0.86 0.06 0.99 0.00 0.42 0.42 0.43 0.00 0.42 0.00 Sat Flow, veh/h 0 3342 326 1774 3632 0 1399 123 1479 0 1863 0 Grp Volume(v), veh/h 0 627 642 58 1091 0 130 0 183 0 10 0 Grp Sat Flow(s),veh/h/ln 0 1770 1805 1774 1770 0 1399 0 1602 0 1863 0 Q Serve(g_s), s 0.0 22.3 22.2 2.2 0.9 0.0 7.2 0.0 8.9 0.0 0.4 0.0 Cycle Q Clear(g_c), s 0.0 22.3 22.2 2.2 0.9 0.0 7.5 0.0 8.9 0.0 0.4 0.0 Prop In Lane 0.00 0.18 1.00 0.00 1.00 0.92 0.00 0.00 Lane Grp Cap(c), veh/h 0 750 765 217 1753 0 645 0 675 0 785 0 V/C Ratio(X) 0.00 0.84 0.84 0.27 0.62 0.00 0.20 0.00 0.27 0.00 0.01 0.00 Avail Cap(c_a), veh/h 0 1018 1038 282 2418 0 645 0 675 0 785 0 HCM Platoon Ratio 1.00 2.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 0.92 0.92 1.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Uniform Delay (d), s/veh 0.0 7.0 6.8 19.6 0.3 0.0 22.4 0.0 22.4 0.0 20.2 0.0 Incr Delay (d2), s/veh 0.0 4.2 4.3 0.7 0.4 0.0 0.7 0.0 1.0 0.0 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 0.0 11.0 10.8 1.1 0.3 0.0 2.9 0.0 4.1 0.0 0.2 0.0 LnGrp Delay(d),s/veh 0.0 11.2 11.1 20.3 0.7 0.0 23.1 0.0 23.3 0.0 20.2 0.0 LnGrp LOS B B C A C C C Approach Vol, veh/h 1269 1149 313 10 Approach Delay, s/veh 11.1 1.6 23.2 20.2 Approach LOS B A C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 3 4 6 8 Phs Duration (G+Y+Rc), s 55.6 8.6 55.9 55.6 64.4 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 28.0 8.0 69.0 28.0 82.0 Max Q Clear Time (g_c+I1), s 2.4 4.2 24.3 10.9 2.9 Green Ext Time (p_c), s 1.6 0.0 26.6 1.4 34.7 Intersection Summary HCM 2010 Ctrl Delay 8.6 HCM 2010 LOS A HCM 2010 Signalized Intersection Summary 2035 Total Weekday PM.syn 4: McClelland & Drake 12/7/2016 Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 1378 88 63 1731 0 132 10 165 0 8 0 Future Volume (veh/h) 0 1378 88 63 1731 0 132 10 165 0 8 0 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 0 1863 1900 1863 1863 0 1863 1863 1900 1900 1863 1900 Adj Flow Rate, veh/h 0 1531 116 81 1882 0 165 15 194 0 9 0 Adj No. of Lanes 0 2 0 1 2 0 1 1 0 0 1 0 Peak Hour Factor 0.85 0.90 0.76 0.78 0.92 0.85 0.80 0.67 0.85 0.85 0.88 0.85 Percent Heavy Veh, % 0 2 2 2 2 0 2 2 2 2 2 2 Cap, veh/h 0 1698 128 277 2075 0 518 38 491 0 616 0 Arrive On Green 0.00 1.00 1.00 0.07 1.00 0.00 0.33 0.33 0.34 0.00 0.33 0.00 Sat Flow, veh/h 0 3430 251 1774 3632 0 1400 115 1486 0 1863 0 Grp Volume(v), veh/h 0 808 839 81 1882 0 165 0 209 0 9 0 Grp Sat Flow(s),veh/h/ln 0 1770 1818 1774 1770 0 1400 0 1601 0 1863 0 Q Serve(g_s), s 0.0 0.0 0.0 2.5 0.0 0.0 10.8 0.0 12.0 0.0 0.4 0.0 Cycle Q Clear(g_c), s 0.0 0.0 0.0 2.5 0.0 0.0 11.2 0.0 12.0 0.0 0.4 0.0 Prop In Lane 0.00 0.14 1.00 0.00 1.00 0.93 0.00 0.00 Lane Grp Cap(c), veh/h 0 900 925 277 2075 0 518 0 529 0 616 0 V/C Ratio(X) 0.00 0.90 0.91 0.29 0.91 0.00 0.32 0.00 0.40 0.00 0.01 0.00 Avail Cap(c_a), veh/h 0 1047 1076 332 2477 0 518 0 529 0 616 0 HCM Platoon Ratio 1.00 2.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 0.76 0.76 1.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Uniform Delay (d), s/veh 0.0 0.0 0.0 11.7 0.0 0.0 30.8 0.0 30.5 0.0 27.0 0.0 Incr Delay (d2), s/veh 0.0 7.3 7.9 0.6 4.7 0.0 1.6 0.0 2.2 0.0 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 0.0 1.8 2.0 1.3 1.4 0.0 4.4 0.0 5.6 0.0 0.2 0.0 LnGrp Delay(d),s/veh 0.0 7.3 7.9 12.3 4.7 0.0 32.4 0.0 32.7 0.0 27.1 0.0 LnGrp LOS A A B A C C C Approach Vol, veh/h 1647 1963 374 9 Approach Delay, s/veh 7.6 5.1 32.6 27.1 Approach LOS A A C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 3 4 6 8 Phs Duration (G+Y+Rc), s 44.7 9.3 66.1 44.7 75.3 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 26.0 8.0 71.0 26.0 84.0 Max Q Clear Time (g_c+I1), s 2.4 4.5 2.0 14.0 2.0 Green Ext Time (p_c), s 1.8 0.0 59.1 1.4 68.3 Intersection Summary HCM 2010 Ctrl Delay 8.7 HCM 2010 LOS A HCM 2010 Signalized Intersection Summary 2035 Total Saturday Midday.syn 4: McClelland & Drake 12/7/2016 Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 1131 95 47 1128 0 103 8 158 0 6 0 Future Volume (veh/h) 0 1131 95 47 1128 0 103 8 158 0 6 0 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 0 1863 1900 1863 1863 0 1863 1863 1900 1900 1863 1900 Adj Flow Rate, veh/h 0 1216 116 70 1151 0 130 14 178 0 10 0 Adj No. of Lanes 0 2 0 1 2 0 1 1 0 0 1 0 Peak Hour Factor 0.85 0.93 0.82 0.67 0.98 0.85 0.79 0.58 0.89 0.85 0.63 0.85 Percent Heavy Veh, % 0 2 2 2 2 0 2 2 2 2 2 2 Cap, veh/h 0 1429 136 226 1818 0 619 47 598 0 751 0 Arrive On Green 0.00 0.88 0.89 0.07 1.00 0.00 0.40 0.40 0.41 0.00 0.40 0.00 Sat Flow, veh/h 0 3360 311 1774 3632 0 1399 117 1484 0 1863 0 Grp Volume(v), veh/h 0 658 674 70 1151 0 130 0 192 0 10 0 Grp Sat Flow(s),veh/h/ln 0 1770 1808 1774 1770 0 1399 0 1601 0 1863 0 Q Serve(g_s), s 0.0 21.7 21.7 2.5 0.0 0.0 7.4 0.0 9.7 0.0 0.4 0.0 Cycle Q Clear(g_c), s 0.0 21.7 21.7 2.5 0.0 0.0 7.8 0.0 9.7 0.0 0.4 0.0 Prop In Lane 0.00 0.17 1.00 0.00 1.00 0.93 0.00 0.00 Lane Grp Cap(c), veh/h 0 774 791 226 1818 0 619 0 645 0 751 0 V/C Ratio(X) 0.00 0.85 0.85 0.31 0.63 0.00 0.21 0.00 0.30 0.00 0.01 0.00 Avail Cap(c_a), veh/h 0 1018 1040 283 2418 0 619 0 645 0 751 0 HCM Platoon Ratio 1.00 2.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 0.91 0.91 1.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Uniform Delay (d), s/veh 0.0 5.6 5.4 18.5 0.0 0.0 23.8 0.0 23.9 0.0 21.5 0.0 Incr Delay (d2), s/veh 0.0 4.9 5.0 0.8 0.4 0.0 0.8 0.0 1.2 0.0 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 0.0 10.6 10.8 1.3 0.1 0.0 3.0 0.0 4.5 0.0 0.2 0.0 LnGrp Delay(d),s/veh 0.0 10.5 10.4 19.2 0.4 0.0 24.6 0.0 25.1 0.0 21.5 0.0 LnGrp LOS B B B A C C C Approach Vol, veh/h 1332 1221 322 10 Approach Delay, s/veh 10.5 1.5 24.9 21.5 Approach LOS B A C C Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 3 4 6 8 Phs Duration (G+Y+Rc), s 53.4 9.1 57.5 53.4 66.6 Change Period (Y+Rc), s 5.0 5.0 5.0 5.0 5.0 Max Green Setting (Gmax), s 28.0 8.0 69.0 28.0 82.0 Max Q Clear Time (g_c+I1), s 2.4 4.5 23.7 11.7 2.0 Green Ext Time (p_c), s 1.6 0.0 28.8 1.4 38.7 Intersection Summary HCM 2010 Ctrl Delay 8.3 HCM 2010 LOS A HCM 2010 TWSC 2016 Existing Weekday PM.syn 5: Drake & RIRO 7/20/2016 Synchro 9 Report Page 1 Intersection Int Delay, s/veh 0.2 Movement EBL EBT WBT WBR SBL SBR Traffic Vol, veh/h 0 1238 1422 6 0 22 Future Vol, veh/h 0 1238 1422 6 0 22 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 91 92 50 85 69 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 1360 1546 12 0 32 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 1558 0 - 0 2232 779 Stage 1 - - - - 1552 - Stage 2 - - - - 680 - Critical Hdwy 4.14 - - - 6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy 2.22 - - - 3.52 3.32 Pot Cap-1 Maneuver 421 - - - 36 339 Stage 1 - - - - 160 - Stage 2 - - - - 465 - Platoon blocked, % - - - Mov Cap-1 Maneuver 421 - - - 36 339 Mov Cap-2 Maneuver - - - - 36 - Stage 1 - - - - 160 - Stage 2 - - - - 465 - Approach EB WB SB HCM Control Delay, s 0 0 16.7 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 421 - - - 339 HCM Lane V/C Ratio - - - - 0.094 HCM Control Delay (s) 0 - - - 16.7 HCM Lane LOS A - - - C HCM 95th %tile Q(veh) 0 - - - 0.3 HCM 2010 TWSC 2016 Existing Saturday Midday.syn 5: Drake & RIRO 7/20/2016 Synchro 9 Report Page 1 Intersection Int Delay, s/veh 0.2 Movement EBL EBT WBT WBR SBL SBR Traffic Vol, veh/h 0 1011 897 5 0 20 Future Vol, veh/h 0 1011 897 5 0 20 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 91 92 50 85 69 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 1111 975 10 0 29 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 985 0 - 0 1535 493 Stage 1 - - - - 980 - Stage 2 - - - - 555 - Critical Hdwy 4.14 - - - 6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy 2.22 - - - 3.52 3.32 Pot Cap-1 Maneuver 697 - - - 107 522 Stage 1 - - - - 324 - Stage 2 - - - - 539 - Platoon blocked, % - - - Mov Cap-1 Maneuver 697 - - - 107 522 Mov Cap-2 Maneuver - - - - 107 - Stage 1 - - - - 324 - Stage 2 - - - - 539 - Approach EB WB SB HCM Control Delay, s 0 0 12.3 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 697 - - - 522 HCM Lane V/C Ratio - - - - 0.056 HCM Control Delay (s) 0 - - - 12.3 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0 - - - 0.2 HCM 2010 TWSC 2018 Background Weekday PM.syn 5: Drake & RIRO 7/20/2016 Synchro 9 Report Page 1 Intersection Int Delay, s/veh 0.2 Movement EBL EBT WBT WBR SBL SBR Traffic Vol, veh/h 0 1263 1451 6 0 22 Future Vol, veh/h 0 1263 1451 6 0 22 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 91 92 50 85 69 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 1388 1577 12 0 32 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 1589 0 - 0 2277 795 Stage 1 - - - - 1583 - Stage 2 - - - - 694 - Critical Hdwy 4.14 - - - 6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy 2.22 - - - 3.52 3.32 Pot Cap-1 Maneuver 409 - - - 34 330 Stage 1 - - - - 154 - Stage 2 - - - - 457 - Platoon blocked, % - - - Mov Cap-1 Maneuver 409 - - - 34 330 Mov Cap-2 Maneuver - - - - 34 - Stage 1 - - - - 154 - Stage 2 - - - - 457 - Approach EB WB SB HCM Control Delay, s 0 0 17.1 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 409 - - - 330 HCM Lane V/C Ratio - - - - 0.097 HCM Control Delay (s) 0 - - - 17.1 HCM Lane LOS A - - - C HCM 95th %tile Q(veh) 0 - - - 0.3 HCM 2010 TWSC 2018 Background Saturday Midday.syn 5: Drake & RIRO 7/20/2016 Synchro 9 Report Page 1 Intersection Int Delay, s/veh 0.2 Movement EBL EBT WBT WBR SBL SBR Traffic Vol, veh/h 0 1031 915 5 0 20 Future Vol, veh/h 0 1031 915 5 0 20 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 91 92 50 85 69 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 1133 995 10 0 29 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 1005 0 - 0 1566 502 Stage 1 - - - - 1000 - Stage 2 - - - - 566 - Critical Hdwy 4.14 - - - 6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy 2.22 - - - 3.52 3.32 Pot Cap-1 Maneuver 685 - - - 102 515 Stage 1 - - - - 317 - Stage 2 - - - - 532 - Platoon blocked, % - - - Mov Cap-1 Maneuver 685 - - - 102 515 Mov Cap-2 Maneuver - - - - 102 - Stage 1 - - - - 317 - Stage 2 - - - - 532 - Approach EB WB SB HCM Control Delay, s 0 0 12.4 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 685 - - - 515 HCM Lane V/C Ratio - - - - 0.056 HCM Control Delay (s) 0 - - - 12.4 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0 - - - 0.2 HCM 2010 TWSC 2018 Total Weekday PM.syn 5: Drake & RIRO 12/7/2016 Synchro 9 Report Page 1 Intersection Int Delay, s/veh 0.2 Movement EBL EBT WBT WBR SBL SBR Traffic Vol, veh/h 0 1310 1490 10 0 32 Future Vol, veh/h 0 1310 1490 10 0 32 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 91 92 92 85 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 1440 1620 11 0 35 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 1630 0 - 0 2345 815 Stage 1 - - - - 1625 - Stage 2 - - - - 720 - Critical Hdwy 4.14 - - - 6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy 2.22 - - - 3.52 3.32 Pot Cap-1 Maneuver 394 - - - 30 321 Stage 1 - - - - 146 - Stage 2 - - - - 443 - Platoon blocked, % - - - Mov Cap-1 Maneuver 394 - - - 30 321 Mov Cap-2 Maneuver - - - - 30 - Stage 1 - - - - 146 - Stage 2 - - - - 443 - Approach EB WB SB HCM Control Delay, s 0 0 17.6 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 394 - - - 321 HCM Lane V/C Ratio - - - - 0.108 HCM Control Delay (s) 0 - - - 17.6 HCM Lane LOS A - - - C HCM 95th %tile Q(veh) 0 - - - 0.4 HCM 2010 TWSC 2018 Total Saturday Midday.syn 5: Drake & RIRO 12/7/2016 Synchro 9 Report Page 1 Intersection Int Delay, s/veh 0.2 Movement EBL EBT WBT WBR SBL SBR Traffic Vol, veh/h 0 1098 969 10 0 33 Future Vol, veh/h 0 1098 969 10 0 33 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 91 92 92 85 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 1207 1053 11 0 36 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 1064 0 - 0 1662 532 Stage 1 - - - - 1059 - Stage 2 - - - - 603 - Critical Hdwy 4.14 - - - 6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy 2.22 - - - 3.52 3.32 Pot Cap-1 Maneuver 651 - - - 88 492 Stage 1 - - - - 295 - Stage 2 - - - - 509 - Platoon blocked, % - - - Mov Cap-1 Maneuver 651 - - - 88 492 Mov Cap-2 Maneuver - - - - 88 - Stage 1 - - - - 295 - Stage 2 - - - - 509 - Approach EB WB SB HCM Control Delay, s 0 0 12.9 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 651 - - - 492 HCM Lane V/C Ratio - - - - 0.073 HCM Control Delay (s) 0 - - - 12.9 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0 - - - 0.2 HCM 2010 TWSC 2035 Background Weekday PM.syn 5: Drake & RIRO 7/20/2016 Synchro 9 Report Page 1 Intersection Int Delay, s/veh 0.2 Movement EBL EBT WBT WBR SBL SBR Traffic Vol, veh/h 0 1496 1718 6 0 22 Future Vol, veh/h 0 1496 1718 6 0 22 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 91 92 50 85 69 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 1644 1867 12 0 32 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 1879 0 - 0 2695 940 Stage 1 - - - - 1873 - Stage 2 - - - - 822 - Critical Hdwy 4.14 - - - 6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy 2.22 - - - 3.52 3.32 Pot Cap-1 Maneuver 316 - - - 17 265 Stage 1 - - - - 107 - Stage 2 - - - - 392 - Platoon blocked, % - - - Mov Cap-1 Maneuver 316 - - - 17 265 Mov Cap-2 Maneuver - - - - 17 - Stage 1 - - - - 107 - Stage 2 - - - - 392 - Approach EB WB SB HCM Control Delay, s 0 0 20.4 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 316 - - - 265 HCM Lane V/C Ratio - - - - 0.12 HCM Control Delay (s) 0 - - - 20.4 HCM Lane LOS A - - - C HCM 95th %tile Q(veh) 0 - - - 0.4 HCM 2010 TWSC 2035 Background Saturday Midday.syn 5: Drake & RIRO 7/20/2016 Synchro 9 Report Page 1 Intersection Int Delay, s/veh 0.2 Movement EBL EBT WBT WBR SBL SBR Traffic Vol, veh/h 0 1221 1084 5 0 20 Future Vol, veh/h 0 1221 1084 5 0 20 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 91 92 50 85 69 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 1342 1178 10 0 29 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 1188 0 - 0 1854 594 Stage 1 - - - - 1183 - Stage 2 - - - - 671 - Critical Hdwy 4.14 - - - 6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy 2.22 - - - 3.52 3.32 Pot Cap-1 Maneuver 583 - - - 65 448 Stage 1 - - - - 253 - Stage 2 - - - - 470 - Platoon blocked, % - - - Mov Cap-1 Maneuver 583 - - - 65 448 Mov Cap-2 Maneuver - - - - 65 - Stage 1 - - - - 253 - Stage 2 - - - - 470 - Approach EB WB SB HCM Control Delay, s 0 0 13.6 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 583 - - - 448 HCM Lane V/C Ratio - - - - 0.065 HCM Control Delay (s) 0 - - - 13.6 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0 - - - 0.2 HCM 2010 TWSC 2035 Total Weekday PM.syn 5: Drake & RIRO 12/7/2016 Synchro 9 Report Page 1 Intersection Int Delay, s/veh 0.2 Movement EBL EBT WBT WBR SBL SBR Traffic Vol, veh/h 0 1543 1757 10 0 32 Future Vol, veh/h 0 1543 1757 10 0 32 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 91 92 92 85 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 1696 1910 11 0 35 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 1921 0 - 0 2763 960 Stage 1 - - - - 1915 - Stage 2 - - - - 848 - Critical Hdwy 4.14 - - - 6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy 2.22 - - - 3.52 3.32 Pot Cap-1 Maneuver 304 - - - 16 257 Stage 1 - - - - 101 - Stage 2 - - - - 380 - Platoon blocked, % - - - Mov Cap-1 Maneuver 304 - - - 16 257 Mov Cap-2 Maneuver - - - - 16 - Stage 1 - - - - 101 - Stage 2 - - - - 380 - Approach EB WB SB HCM Control Delay, s 0 0 21.2 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 304 - - - 257 HCM Lane V/C Ratio - - - - 0.135 HCM Control Delay (s) 0 - - - 21.2 HCM Lane LOS A - - - C HCM 95th %tile Q(veh) 0 - - - 0.5 HCM 2010 TWSC 2035 Total Saturday Midday.syn 5: Drake & RIRO 12/7/2016 Synchro 9 Report Page 1 Intersection Int Delay, s/veh 0.2 Movement EBL EBT WBT WBR SBL SBR Traffic Vol, veh/h 0 1288 1138 10 0 33 Future Vol, veh/h 0 1288 1138 10 0 33 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 91 92 92 85 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 1415 1237 11 0 36 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 1248 0 - 0 1950 624 Stage 1 - - - - 1242 - Stage 2 - - - - 708 - Critical Hdwy 4.14 - - - 6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy 2.22 - - - 3.52 3.32 Pot Cap-1 Maneuver 553 - - - 56 428 Stage 1 - - - - 236 - Stage 2 - - - - 449 - Platoon blocked, % - - - Mov Cap-1 Maneuver 553 - - - 56 428 Mov Cap-2 Maneuver - - - - 56 - Stage 1 - - - - 236 - Stage 2 - - - - 449 - Approach EB WB SB HCM Control Delay, s 0 0 14.2 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 553 - - - 428 HCM Lane V/C Ratio - - - - 0.084 HCM Control Delay (s) 0 - - - 14.2 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0 - - - 0.3 HCM 2010 TWSC 2016 Existing Weekday PM.syn 6: Drake & Full 7/20/2016 Synchro 9 Report Page 1 Intersection Int Delay, s/veh 7.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Vol, veh/h 133 1119 0 4 1325 64 0 0 9 12 0 121 Future Vol, veh/h 133 1119 0 4 1325 64 0 0 9 12 0 121 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 75 - - 50 - - - - - - - 0 Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 90 96 85 50 94 89 85 85 56 60 85 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 148 1166 0 8 1410 72 0 0 16 20 0 132 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 1481 0 0 1166 0 0 2182 2958 583 2340 2923 741 Stage 1 - - - - - - 1461 1461 - 1462 1462 - Stage 2 - - - - - - 721 1497 - 878 1461 - Critical Hdwy 4.14 - - 4.14 - - 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 - - - - - - 6.54 5.54 - 6.54 5.54 - Critical Hdwy Stg 2 - - - - - - 6.54 5.54 - 6.54 5.54 - Follow-up Hdwy 2.22 - - 2.22 - - 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 450 - - 595 - - 26 14 456 ~ 19 15 359 Stage 1 - - - - - - 135 192 - 135 192 - Stage 2 - - - - - - 385 184 - 309 192 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 450 - - 595 - - 12 9 456 ~ 14 10 359 Mov Cap-2 Maneuver - - - - - - 12 9 - ~ 14 10 - Stage 1 - - - - - - 91 129 - 91 189 - Stage 2 - - - - - - 241 182 - 200 129 - Approach EB WB NB SB HCM Control Delay, s 1.9 0.1 13.2 120.4 HCM LOS B F Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 456 450 - - 595 - - 14 359 HCM Lane V/C Ratio 0.035 0.328 - - 0.013 - - 1.429 0.366 HCM Control Delay (s) 13.2 16.9 - - 11.1 - -$ 776.4 20.7 HCM Lane LOS B C - - B - - F C HCM 95th %tile Q(veh) 0.1 1.4 - - 0 - - 3.1 1.6 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 2010 TWSC 2016 Existing Saturday Midday.syn 6: Drake & Full 7/20/2016 Synchro 9 Report Page 1 Intersection Int Delay, s/veh 4.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Vol, veh/h 135 861 3 6 813 53 0 2 8 16 2 86 Future Vol, veh/h 135 861 3 6 813 53 0 2 8 16 2 86 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 75 - - 50 - - - - - - - 0 Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 84 90 38 75 95 83 85 50 40 67 50 72 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 161 957 8 8 856 64 0 4 20 24 4 119 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 920 0 0 965 0 0 1728 2218 482 1706 2190 460 Stage 1 - - - - - - 1282 1282 - 904 904 - Stage 2 - - - - - - 446 936 - 802 1286 - Critical Hdwy 4.14 - - 4.14 - - 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 - - - - - - 6.54 5.54 - 6.54 5.54 - Critical Hdwy Stg 2 - - - - - - 6.54 5.54 - 6.54 5.54 - Follow-up Hdwy 2.22 - - 2.22 - - 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 738 - - 709 - - 57 43 530 59 45 548 Stage 1 - - - - - - 175 234 - 298 354 - Stage 2 - - - - - - 561 342 - 344 233 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 738 - - 709 - - 34 33 530 43 35 548 Mov Cap-2 Maneuver - - - - - - 34 33 - 43 35 - Stage 1 - - - - - - 137 183 - 233 350 - Stage 2 - - - - - - 429 338 - 253 182 - Approach EB WB NB SB HCM Control Delay, s 1.6 0.1 33.3 47.2 HCM LOS D E Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 151 738 - - 709 - - 42 548 HCM Lane V/C Ratio 0.159 0.218 - - 0.011 - - 0.664 0.218 HCM Control Delay (s) 33.3 11.2 - - 10.1 - - 192.1 13.4 HCM Lane LOS D B - - B - - F B HCM 95th %tile Q(veh) 0.5 0.8 - - 0 - - 2.5 0.8 HCM 2010 TWSC 2018 Background Weekday PM.syn 6: Drake & Full 7/20/2016 Synchro 9 Report Page 1 Intersection Int Delay, s/veh 7.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Vol, veh/h 133 1141 0 4 1352 64 0 0 9 12 0 121 Future Vol, veh/h 133 1141 0 4 1352 64 0 0 9 12 0 121 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 75 - - 50 - - - - - - - 0 Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 90 96 85 50 94 89 85 85 56 60 85 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 148 1189 0 8 1438 72 0 0 16 20 0 132 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 1510 0 0 1189 0 0 2219 3010 594 2380 2974 755 Stage 1 - - - - - - 1484 1484 - 1490 1490 - Stage 2 - - - - - - 735 1526 - 890 1484 - Critical Hdwy 4.14 - - 4.14 - - 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 - - - - - - 6.54 5.54 - 6.54 5.54 - Critical Hdwy Stg 2 - - - - - - 6.54 5.54 - 6.54 5.54 - Follow-up Hdwy 2.22 - - 2.22 - - 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 439 - - 583 - - 24 13 448 ~ 18 14 351 Stage 1 - - - - - - 131 187 - 130 186 - Stage 2 - - - - - - 377 178 - 304 187 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 439 - - 583 - - 11 8 448 ~ 13 9 351 Mov Cap-2 Maneuver - - - - - - 11 8 - ~ 13 9 - Stage 1 - - - - - - 87 124 - 86 183 - Stage 2 - - - - - - 233 176 - 194 124 - Approach EB WB NB SB HCM Control Delay, s 1.9 0.1 13.3 131.7 HCM LOS B F Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 448 439 - - 583 - - 13 351 HCM Lane V/C Ratio 0.036 0.337 - - 0.014 - - 1.538 0.375 HCM Control Delay (s) 13.3 17.3 - - 11.3 - -$ 857.4 21.3 HCM Lane LOS B C - - B - - F C HCM 95th %tile Q(veh) 0.1 1.5 - - 0 - - 3.2 1.7 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 2010 TWSC 2018 Background Saturday Midday.syn 6: Drake & Full 7/20/2016 Synchro 9 Report Page 1 Intersection Int Delay, s/veh 4.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Vol, veh/h 135 878 3 6 829 53 0 2 8 16 2 86 Future Vol, veh/h 135 878 3 6 829 53 0 2 8 16 2 86 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 75 - - 50 - - - - - - - 0 Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 84 90 38 75 95 83 85 50 40 67 50 72 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 161 976 8 8 873 64 0 4 20 24 4 119 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 936 0 0 983 0 0 1755 2253 492 1732 2226 468 Stage 1 - - - - - - 1301 1301 - 921 921 - Stage 2 - - - - - - 454 952 - 811 1305 - Critical Hdwy 4.14 - - 4.14 - - 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 - - - - - - 6.54 5.54 - 6.54 5.54 - Critical Hdwy Stg 2 - - - - - - 6.54 5.54 - 6.54 5.54 - Follow-up Hdwy 2.22 - - 2.22 - - 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 727 - - 698 - - 54 41 522 56 43 542 Stage 1 - - - - - - 170 229 - 291 347 - Stage 2 - - - - - - 555 336 - 339 228 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 727 - - 698 - - 32 32 522 40 33 542 Mov Cap-2 Maneuver - - - - - - 32 32 - 40 33 - Stage 1 - - - - - - 132 178 - 227 343 - Stage 2 - - - - - - 423 332 - 248 178 - Approach EB WB NB SB HCM Control Delay, s 1.6 0.1 34.2 52 HCM LOS D F Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 147 727 - - 698 - - 39 542 HCM Lane V/C Ratio 0.163 0.221 - - 0.011 - - 0.715 0.22 HCM Control Delay (s) 34.2 11.4 - - 10.2 - - 217 13.5 HCM Lane LOS D B - - B - - F B HCM 95th %tile Q(veh) 0.6 0.8 - - 0 - - 2.6 0.8 HCM 2010 TWSC 2018 Total Weekday PM.syn 6: Drake & Full 12/7/2016 Synchro 9 Report Page 1 Intersection Int Delay, s/veh 35.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Vol, veh/h 195 1126 0 4 1341 133 0 0 9 36 0 175 Future Vol, veh/h 195 1126 0 4 1341 133 0 0 9 36 0 175 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 75 - - 50 - - - - - - - 0 Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 96 85 50 94 92 85 85 56 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 212 1173 0 8 1427 145 0 0 16 39 0 190 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 1571 0 0 1173 0 0 2326 3184 586 2525 3112 786 Stage 1 - - - - - - 1597 1597 - 1515 1515 - Stage 2 - - - - - - 729 1587 - 1010 1597 - Critical Hdwy 4.14 - - 4.14 - - 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 - - - - - - 6.54 5.54 - 6.54 5.54 - Critical Hdwy Stg 2 - - - - - - 6.54 5.54 - 6.54 5.54 - Follow-up Hdwy 2.22 - - 2.22 - - 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 416 - - 591 - - 20 10 454 ~ 14 11 335 Stage 1 - - - - - - 111 164 - 125 180 - Stage 2 - - - - - - 380 166 - 257 164 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 416 - - 591 - - 5 5 454 ~ 8 5 335 Mov Cap-2 Maneuver - - - - - - 5 5 - ~ 8 5 - Stage 1 - - - - - - 54 80 - 61 178 - Stage 2 - - - - - - 162 164 - 122 80 - Approach EB WB NB SB HCM Control Delay, s 3.4 0.1 13.2 $ 477.2 HCM LOS B F Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 454 416 - - 591 - - 8 335 HCM Lane V/C Ratio 0.035 0.51 - - 0.014 - - 4.891 0.568 HCM Control Delay (s) 13.2 22.3 - - 11.2 - $ - 2656.1 29 HCM Lane LOS B C - - B - - F D HCM 95th %tile Q(veh) 0.1 2.8 - - 0 - - 6.2 3.3 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 2010 TWSC 2018 Total Saturday Midday.syn 6: Drake & Full 12/7/2016 Synchro 9 Report Page 1 Intersection Int Delay, s/veh 23.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Vol, veh/h 218 862 3 6 822 143 0 2 8 47 2 152 Future Vol, veh/h 218 862 3 6 822 143 0 2 8 47 2 152 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 75 - - 50 - - - - - - - 0 Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 90 38 75 95 92 85 50 40 92 50 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 237 958 8 8 865 155 0 4 20 51 4 165 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 1021 0 0 966 0 0 1887 2473 483 1914 2399 510 Stage 1 - - - - - - 1436 1436 - 959 959 - Stage 2 - - - - - - 451 1037 - 955 1440 - Critical Hdwy 4.14 - - 4.14 - - 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 - - - - - - 6.54 5.54 - 6.54 5.54 - Critical Hdwy Stg 2 - - - - - - 6.54 5.54 - 6.54 5.54 - Follow-up Hdwy 2.22 - - 2.22 - - 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 675 - - 709 - - 43 30 530 ~ 41 33 509 Stage 1 - - - - - - 140 197 - 276 334 - Stage 2 - - - - - - 557 307 - 278 196 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 675 - - 709 - - 18 19 530 ~ 24 21 509 Mov Cap-2 Maneuver - - - - - - 18 19 - ~ 24 21 - Stage 1 - - - - - - 91 128 - 179 330 - Stage 2 - - - - - - 367 304 - 168 127 - Approach EB WB NB SB HCM Control Delay, s 2.6 0.1 53.9 245.6 HCM LOS F F Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 97 675 - - 709 - - 24 509 HCM Lane V/C Ratio 0.247 0.351 - - 0.011 - - 2.295 0.325 HCM Control Delay (s) 53.9 13.2 - - 10.1 - -$ 936.2 15.4 HCM Lane LOS F B - - B - - F C HCM 95th %tile Q(veh) 0.9 1.6 - - 0 - - 6.9 1.4 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 2010 TWSC 2035 Background Weekday PM.syn 6: Drake & Full 7/20/2016 Synchro 9 Report Page 1 Intersection Int Delay, s/veh 14.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Vol, veh/h 133 1352 0 4 1601 64 0 0 9 12 0 121 Future Vol, veh/h 133 1352 0 4 1601 64 0 0 9 12 0 121 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 75 - - 50 - - - - - - - 0 Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 90 96 85 50 94 89 85 85 56 60 85 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 148 1408 0 8 1703 72 0 0 16 20 0 132 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 1775 0 0 1408 0 0 2572 3495 704 2755 3459 888 Stage 1 - - - - - - 1704 1704 - 1755 1755 - Stage 2 - - - - - - 868 1791 - 1000 1704 - Critical Hdwy 4.14 - - 4.14 - - 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 - - - - - - 6.54 5.54 - 6.54 5.54 - Critical Hdwy Stg 2 - - - - - - 6.54 5.54 - 6.54 5.54 - Follow-up Hdwy 2.22 - - 2.22 - - 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 346 - - 481 - - 13 6 379 ~ 9 7 287 Stage 1 - - - - - - 95 145 - 88 137 - Stage 2 - - - - - - 314 132 - 261 145 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 346 - - 481 - - 5 3 379 ~ 6 4 287 Mov Cap-2 Maneuver - - - - - - 5 3 - ~ 6 4 - Stage 1 - - - - - - 54 83 - 50 135 - Stage 2 - - - - - - 167 130 - 143 83 - Approach EB WB NB SB HCM Control Delay, s 2.2 0.1 14.9 $ 316.3 HCM LOS B F Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 379 346 - - 481 - - 6 287 HCM Lane V/C Ratio 0.042 0.427 - - 0.017 - - 3.333 0.458 HCM Control Delay (s) 14.9 22.9 - - 12.6 - $ - 2214.3 27.7 HCM Lane LOS B C - - B - - F D HCM 95th %tile Q(veh) 0.1 2.1 - - 0.1 - - 3.8 2.3 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 2010 TWSC 2035 Background Saturday Midday.syn 6: Drake & Full 7/20/2016 Synchro 9 Report Page 1 Intersection Int Delay, s/veh 7.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Vol, veh/h 135 1040 3 6 982 53 0 2 8 16 2 86 Future Vol, veh/h 135 1040 3 6 982 53 0 2 8 16 2 86 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 75 - - 50 - - - - - - - 0 Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 84 90 38 75 95 83 85 50 40 67 50 72 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 161 1156 8 8 1034 64 0 4 20 24 4 119 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 1098 0 0 1163 0 0 2016 2595 582 1983 2567 549 Stage 1 - - - - - - 1481 1481 - 1082 1082 - Stage 2 - - - - - - 535 1114 - 901 1485 - Critical Hdwy 4.14 - - 4.14 - - 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 - - - - - - 6.54 5.54 - 6.54 5.54 - Critical Hdwy Stg 2 - - - - - - 6.54 5.54 - 6.54 5.54 - Follow-up Hdwy 2.22 - - 2.22 - - 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 631 - - 596 - - 34 25 456 36 26 480 Stage 1 - - - - - - 131 187 - 232 292 - Stage 2 - - - - - - 497 282 - 299 187 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 631 - - 596 - - 17 18 456 ~ 23 19 480 Mov Cap-2 Maneuver - - - - - - 17 18 - ~ 23 19 - Stage 1 - - - - - - 98 139 - 173 288 - Stage 2 - - - - - - 363 278 - 207 139 - Approach EB WB NB SB HCM Control Delay, s 1.5 0.1 59 114.4 HCM LOS F F Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 90 631 - - 596 - - 22 480 HCM Lane V/C Ratio 0.267 0.255 - - 0.013 - - 1.267 0.249 HCM Control Delay (s) 59 12.6 - - 11.1 - -$ 540.1 15 HCM Lane LOS F B - - B - - F C HCM 95th %tile Q(veh) 1 1 - - 0 - - 3.6 1 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 2010 TWSC 2035 Total Weekday PM.syn 6: Drake & Full 12/7/2016 Synchro 9 Report Page 1 Intersection Int Delay, s/veh 85.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Vol, veh/h 195 1337 0 4 1590 133 0 0 9 36 0 175 Future Vol, veh/h 195 1337 0 4 1590 133 0 0 9 36 0 175 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 75 - - 50 - - - - - - - 0 Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 96 85 50 94 92 85 85 56 92 85 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 212 1393 0 8 1691 145 0 0 16 39 0 190 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 1836 0 0 1393 0 0 2679 3669 696 2900 3597 918 Stage 1 - - - - - - 1817 1817 - 1780 1780 - Stage 2 - - - - - - 862 1852 - 1120 1817 - Critical Hdwy 4.14 - - 4.14 - - 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 - - - - - - 6.54 5.54 - 6.54 5.54 - Critical Hdwy Stg 2 - - - - - - 6.54 5.54 - 6.54 5.54 - Follow-up Hdwy 2.22 - - 2.22 - - 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 328 - - 487 - - 11 5 384 ~ 7 5 274 Stage 1 - - - - - - 81 128 - 85 133 - Stage 2 - - - - - - 316 123 - 220 128 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 328 - - 487 - - 2 2 384 ~ 3 2 274 Mov Cap-2 Maneuver - - - - - - 2 2 - ~ 3 2 - Stage 1 - - - - - - 29 45 - ~ 30 131 - Stage 2 - - - - - - 95 121 - 75 45 - Approach EB WB NB SB HCM Control Delay, s 4.5 0.1 14.8 $ 1351 HCM LOS B F Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 384 328 - - 487 - - 3 274 HCM Lane V/C Ratio 0.042 0.646 - - 0.016 - -13.043 0.694 HCM Control Delay (s) 14.8 34 - - 12.5 - $ - 7707.7 43.3 HCM Lane LOS B D - - B - - F E HCM 95th %tile Q(veh) 0.1 4.2 - - 0.1 - - 6.7 4.7 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 2010 TWSC 2035 Total Saturday Midday.syn 6: Drake & Full 12/7/2016 Synchro 9 Report Page 1 Intersection Int Delay, s/veh 47.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Vol, veh/h 218 1024 3 6 975 143 0 2 8 47 2 152 Future Vol, veh/h 218 1024 3 6 975 143 0 2 8 47 2 152 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 75 - - 50 - - - - - - - 0 Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 90 38 75 95 92 85 50 40 92 50 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 237 1138 8 8 1026 155 0 4 20 51 4 165 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 1182 0 0 1146 0 0 2147 2814 573 2165 2740 591 Stage 1 - - - - - - 1616 1616 - 1120 1120 - Stage 2 - - - - - - 531 1198 - 1045 1620 - Critical Hdwy 4.14 - - 4.14 - - 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 - - - - - - 6.54 5.54 - 6.54 5.54 - Critical Hdwy Stg 2 - - - - - - 6.54 5.54 - 6.54 5.54 - Follow-up Hdwy 2.22 - - 2.22 - - 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 587 - - 605 - - 27 18 463 ~ 26 20 450 Stage 1 - - - - - - 108 161 - 220 280 - Stage 2 - - - - - - 500 257 - 245 160 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 587 - - 605 - - 9 11 463 ~ 12 12 450 Mov Cap-2 Maneuver - - - - - - 9 11 - ~ 12 12 - Stage 1 - - - - - - 64 96 - 131 276 - Stage 2 - - - - - - 308 254 - 134 95 - Approach EB WB NB SB HCM Control Delay, s 2.6 0.1 102.8 $ 573.5 HCM LOS F F Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 59 587 - - 605 - - 12 450 HCM Lane V/C Ratio 0.407 0.404 - - 0.013 - - 4.591 0.367 HCM Control Delay (s) 102.8 15.2 - - 11 - $ - 2240.9 17.6 HCM Lane LOS F C - - B - - F C HCM 95th %tile Q(veh) 1.5 1.9 - - 0 - - 8 1.7 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 2010 Signalized Intersection Summary 2016 Existing Weekday PM.syn 7: College (US 287) & Drake 7/20/2016 Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 203 689 232 152 805 203 301 1183 124 316 1617 301 Future Volume (veh/h) 203 689 232 152 805 203 301 1183 124 316 1617 301 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 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 1863 1863 1863 1937 1863 1863 1937 1863 1863 1937 Adj Flow Rate, veh/h 221 749 255 181 847 207 367 1300 136 343 1684 350 Adj No. of Lanes 1 2 1 1 2 1 2 3 1 2 3 1 Peak Hour Factor 0.92 0.92 0.91 0.84 0.95 0.98 0.82 0.91 0.91 0.92 0.96 0.86 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 191 938 417 205 909 420 349 1915 618 373 1949 629 Arrive On Green 0.09 0.35 0.35 0.06 0.26 0.26 0.10 0.38 0.38 0.11 0.38 0.38 Sat Flow, veh/h 1774 3539 1574 1774 3539 1637 3442 5085 1641 3442 5085 1642 Grp Volume(v), veh/h 221 749 255 181 847 207 367 1300 136 343 1684 350 Grp Sat Flow(s),veh/h/ln 1774 1770 1574 1774 1770 1637 1721 1695 1641 1721 1695 1642 Q Serve(g_s), s 8.0 22.9 16.0 7.0 28.1 9.4 12.2 25.7 6.8 11.8 36.6 15.2 Cycle Q Clear(g_c), s 8.0 22.9 16.0 7.0 28.1 9.4 12.2 25.7 6.8 11.8 36.6 15.2 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 191 938 417 205 909 420 349 1915 618 373 1949 629 V/C Ratio(X) 1.16 0.80 0.61 0.88 0.93 0.49 1.05 0.68 0.22 0.92 0.86 0.56 Avail Cap(c_a), veh/h 191 944 420 205 914 423 349 1915 618 373 1949 629 HCM Platoon Ratio 1.33 1.33 1.33 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 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 37.7 35.9 33.7 39.4 43.6 20.2 53.9 31.3 25.4 53.0 34.1 16.6 Incr Delay (d2), s/veh 114.9 4.9 2.6 33.1 15.8 0.9 62.0 2.0 0.8 27.5 5.4 3.5 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 8.4 11.7 7.2 4.4 15.6 4.4 8.8 12.4 3.2 7.0 18.1 7.4 LnGrp Delay(d),s/veh 152.6 40.8 36.3 72.4 59.4 21.0 115.9 33.3 26.3 80.5 39.5 20.1 LnGrp LOS F D D E E C F C C F D C Approach Vol, veh/h 1225 1235 1803 2377 Approach Delay, s/veh 60.0 54.9 49.6 42.6 Approach LOS E D D D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 18.2 52.0 12.0 37.8 19.0 51.2 13.0 36.8 Change Period (Y+Rc), s 6.0 6.0 5.0 6.0 6.0 6.0 5.0 6.0 Max Green Setting (Gmax), s 12.0 46.0 7.0 32.0 13.0 45.0 8.0 31.0 Max Q Clear Time (g_c+I1), s 14.2 38.6 9.0 24.9 13.8 27.7 10.0 30.1 Green Ext Time (p_c), s 0.0 4.9 0.0 4.7 0.0 7.4 0.0 0.8 Intersection Summary HCM 2010 Ctrl Delay 50.0 HCM 2010 LOS D HCM 2010 Signalized Intersection Summary 2016 Existing Saturday Midday.syn 7: College (US 287) & Drake 7/20/2016 Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 187 450 261 166 447 177 204 1331 132 238 1349 234 Future Volume (veh/h) 187 450 261 166 447 177 204 1331 132 238 1349 234 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 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 1863 1863 1863 1937 1863 1863 1937 1863 1863 1937 Adj Flow Rate, veh/h 212 529 343 195 514 186 224 1447 176 290 1405 269 Adj No. of Lanes 1 2 1 1 2 1 2 3 1 2 3 1 Peak Hour Factor 0.88 0.85 0.76 0.85 0.87 0.95 0.91 0.92 0.75 0.82 0.96 0.87 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 319 878 390 296 848 392 337 1866 602 350 1886 609 Arrive On Green 0.10 0.25 0.25 0.09 0.24 0.24 0.10 0.37 0.37 0.07 0.25 0.25 Sat Flow, veh/h 1774 3539 1574 1774 3539 1636 3442 5085 1641 3442 5085 1641 Grp Volume(v), veh/h 212 529 343 195 514 186 224 1447 176 290 1405 269 Grp Sat Flow(s),veh/h/ln 1774 1770 1574 1774 1770 1636 1721 1695 1641 1721 1695 1641 Q Serve(g_s), s 10.8 15.9 25.1 9.9 15.5 8.7 7.5 30.2 9.1 10.0 30.6 11.8 Cycle Q Clear(g_c), s 10.8 15.9 25.1 9.9 15.5 8.7 7.5 30.2 9.1 10.0 30.6 11.8 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 319 878 390 296 848 392 337 1866 602 350 1886 609 V/C Ratio(X) 0.66 0.60 0.88 0.66 0.61 0.47 0.67 0.78 0.29 0.83 0.75 0.44 Avail Cap(c_a), veh/h 319 929 413 296 900 416 337 1866 602 402 1886 609 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.67 0.67 0.67 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 31.1 39.9 43.4 31.5 40.6 21.4 52.2 33.6 26.9 54.9 39.9 17.4 Incr Delay (d2), s/veh 5.1 1.0 18.4 5.3 1.1 0.9 4.9 3.2 1.2 12.1 2.7 2.3 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 5.7 7.8 12.9 5.3 7.7 4.0 3.8 14.6 4.4 5.3 14.8 5.7 LnGrp Delay(d),s/veh 36.2 40.9 61.7 36.8 41.6 22.3 57.1 36.8 28.2 67.0 42.6 19.7 LnGrp LOS D D E D D C E D C E D B Approach Vol, veh/h 1084 895 1847 1964 Approach Delay, s/veh 46.6 36.6 38.5 43.1 Approach LOS D D D D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 17.7 50.5 16.0 35.8 18.2 50.0 17.0 34.8 Change Period (Y+Rc), s 6.0 6.0 5.0 6.0 6.0 6.0 5.0 6.0 Max Green Setting (Gmax), s 10.0 44.5 11.0 31.5 14.0 40.5 12.0 30.5 Max Q Clear Time (g_c+I1), s 9.5 32.6 11.9 27.1 12.0 32.2 12.8 17.5 Green Ext Time (p_c), s 0.0 5.8 0.0 2.6 0.2 4.9 0.0 5.4 Intersection Summary HCM 2010 Ctrl Delay 41.2 HCM 2010 LOS D HCM 2010 Signalized Intersection Summary 2018 Background Weekday PM.syn 7: College (US 287) & Drake 7/20/2016 Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 207 703 237 155 821 207 307 1207 126 322 1650 307 Future Volume (veh/h) 207 703 237 155 821 207 307 1207 126 322 1650 307 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 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 1863 1863 1863 1937 1863 1863 1937 1863 1863 1937 Adj Flow Rate, veh/h 225 764 260 185 864 211 374 1326 138 350 1719 357 Adj No. of Lanes 1 2 1 1 2 1 2 3 1 2 3 1 Peak Hour Factor 0.92 0.92 0.91 0.84 0.95 0.98 0.82 0.91 0.91 0.92 0.96 0.86 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 217 943 419 232 913 422 374 1776 573 405 1822 588 Arrive On Green 0.11 0.35 0.35 0.08 0.26 0.26 0.11 0.35 0.35 0.12 0.36 0.36 Sat Flow, veh/h 1774 3539 1574 1774 3539 1637 3442 5085 1641 3442 5085 1641 Grp Volume(v), veh/h 225 764 260 185 864 211 374 1326 138 350 1719 357 Grp Sat Flow(s),veh/h/ln 1774 1770 1574 1774 1770 1637 1721 1695 1641 1721 1695 1641 Q Serve(g_s), s 10.0 23.5 16.4 9.0 28.8 9.5 13.0 27.5 7.2 12.0 39.3 15.8 Cycle Q Clear(g_c), s 10.0 23.5 16.4 9.0 28.8 9.5 13.0 27.5 7.2 12.0 39.3 15.8 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 217 943 419 232 913 422 374 1776 573 405 1822 588 V/C Ratio(X) 1.03 0.81 0.62 0.80 0.95 0.50 1.00 0.75 0.24 0.86 0.94 0.61 Avail Cap(c_a), veh/h 217 944 420 232 914 423 374 1776 573 430 1822 588 HCM Platoon Ratio 1.33 1.33 1.33 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 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 34.8 36.0 33.7 33.6 43.7 19.6 53.5 34.4 27.7 52.0 37.3 17.3 Incr Delay (d2), s/veh 70.4 5.4 2.8 17.6 18.1 0.9 46.5 2.9 1.0 15.8 11.4 4.6 Initial Q Delay(d3),s/veh 0.1 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 4.3 12.2 7.5 2.9 16.3 4.4 8.6 13.4 3.4 6.6 20.2 7.9 LnGrp Delay(d),s/veh 105.3 41.4 36.5 51.2 61.8 20.5 100.0 37.3 28.7 67.8 48.7 21.9 LnGrp LOS F D D D E C F D C E D C Approach Vol, veh/h 1249 1260 1838 2426 Approach Delay, s/veh 51.9 53.3 49.4 47.5 Approach LOS D D D D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 19.0 49.0 14.0 38.0 20.1 47.9 15.0 37.0 Change Period (Y+Rc), s 6.0 6.0 5.0 6.0 6.0 6.0 5.0 6.0 Max Green Setting (Gmax), s 13.0 43.0 9.0 32.0 15.0 41.0 10.0 31.0 Max Q Clear Time (g_c+I1), s 15.0 41.3 11.0 25.5 14.0 29.5 12.0 30.8 Green Ext Time (p_c), s 0.0 1.4 0.0 4.4 0.2 6.1 0.0 0.2 Intersection Summary HCM 2010 Ctrl Delay 49.9 HCM 2010 LOS D HCM 2010 Signalized Intersection Summary 2018 Background Saturday Midday.syn 7: College (US 287) & Drake 7/20/2016 Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 191 459 266 169 456 181 208 1358 135 243 1376 239 Future Volume (veh/h) 191 459 266 169 456 181 208 1358 135 243 1376 239 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 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 1863 1863 1863 1937 1863 1863 1937 1863 1863 1937 Adj Flow Rate, veh/h 217 540 350 199 524 191 229 1476 180 296 1433 275 Adj No. of Lanes 1 2 1 1 2 1 2 3 1 2 3 1 Peak Hour Factor 0.88 0.85 0.76 0.85 0.87 0.95 0.91 0.92 0.75 0.82 0.96 0.87 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 303 886 394 280 857 396 357 1892 611 353 1886 609 Arrive On Green 0.09 0.25 0.25 0.08 0.24 0.24 0.10 0.37 0.37 0.07 0.25 0.25 Sat Flow, veh/h 1774 3539 1574 1774 3539 1636 3442 5085 1641 3442 5085 1641 Grp Volume(v), veh/h 217 540 350 199 524 191 229 1476 180 296 1433 275 Grp Sat Flow(s),veh/h/ln 1774 1770 1574 1774 1770 1636 1721 1695 1641 1721 1695 1641 Q Serve(g_s), s 11.0 16.2 25.7 10.0 15.8 8.8 7.7 30.8 9.3 10.2 31.3 12.3 Cycle Q Clear(g_c), s 11.0 16.2 25.7 10.0 15.8 8.8 7.7 30.8 9.3 10.2 31.3 12.3 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 303 886 394 280 857 396 357 1892 611 353 1886 609 V/C Ratio(X) 0.72 0.61 0.89 0.71 0.61 0.48 0.64 0.78 0.29 0.84 0.76 0.45 Avail Cap(c_a), veh/h 303 929 413 280 900 416 357 1892 611 373 1886 609 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.67 0.67 0.67 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 32.0 39.8 43.4 32.5 40.5 20.9 51.6 33.3 26.6 54.9 40.1 18.1 Incr Delay (d2), s/veh 7.8 1.1 19.8 8.2 1.1 0.9 3.9 3.3 1.2 15.0 2.9 2.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.0 8.1 13.3 2.0 7.8 4.1 3.8 14.9 4.4 5.6 15.2 6.0 LnGrp Delay(d),s/veh 39.8 40.9 63.1 40.7 41.6 21.8 55.5 36.6 27.8 69.9 43.1 20.5 LnGrp LOS D D E D D C E D C E D C Approach Vol, veh/h 1107 914 1885 2004 Approach Delay, s/veh 47.7 37.3 38.0 43.9 Approach LOS D D D D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 18.5 50.5 15.0 36.0 18.3 50.7 16.0 35.0 Change Period (Y+Rc), s 6.0 6.0 5.0 6.0 6.0 6.0 5.0 6.0 Max Green Setting (Gmax), s 11.0 44.5 10.0 31.5 13.0 42.5 11.0 30.5 Max Q Clear Time (g_c+I1), s 9.7 33.3 12.0 27.7 12.2 32.8 13.0 17.8 Green Ext Time (p_c), s 0.7 5.7 0.0 2.3 0.1 5.6 0.0 5.4 Intersection Summary HCM 2010 Ctrl Delay 41.7 HCM 2010 LOS D HCM 2010 Signalized Intersection Summary 2018 Total Weekday PM.syn 7: College (US 287) & Drake 12/7/2016 Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 207 701 247 155 840 216 346 1205 126 354 1680 307 Future Volume (veh/h) 207 701 247 155 840 216 346 1205 126 354 1680 307 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 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 1863 1863 1863 1937 1863 1863 1937 1863 1863 1937 Adj Flow Rate, veh/h 225 762 271 185 884 220 422 1324 138 385 1750 357 Adj No. of Lanes 1 2 1 1 2 1 2 3 1 2 3 1 Peak Hour Factor 0.92 0.92 0.91 0.84 0.95 0.98 0.82 0.91 0.91 0.92 0.96 0.86 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 211 961 428 221 902 417 430 1735 560 444 1754 566 Arrive On Green 0.11 0.36 0.36 0.07 0.25 0.25 0.13 0.34 0.34 0.13 0.34 0.34 Sat Flow, veh/h 1774 3539 1575 1774 3539 1637 3442 5085 1641 3442 5085 1641 Grp Volume(v), veh/h 225 762 271 185 884 220 422 1324 138 385 1750 357 Grp Sat Flow(s),veh/h/ln 1774 1770 1575 1774 1770 1637 1721 1695 1641 1721 1695 1641 Q Serve(g_s), s 10.0 23.1 17.1 8.0 29.8 9.7 14.7 27.8 7.3 13.2 41.2 16.6 Cycle Q Clear(g_c), s 10.0 23.1 17.1 8.0 29.8 9.7 14.7 27.8 7.3 13.2 41.2 16.6 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 211 961 428 221 902 417 430 1735 560 444 1754 566 V/C Ratio(X) 1.06 0.79 0.63 0.84 0.98 0.53 0.98 0.76 0.25 0.87 1.00 0.63 Avail Cap(c_a), veh/h 211 961 428 221 903 417 430 1735 560 488 1754 566 HCM Platoon Ratio 1.33 1.33 1.33 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 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 34.4 35.3 33.4 36.8 44.4 18.7 52.4 35.2 28.4 51.3 39.2 18.9 Incr Delay (d2), s/veh 80.0 4.6 3.0 23.5 24.9 1.2 38.3 3.2 1.0 14.4 20.9 5.3 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 6.8 11.9 7.7 3.6 17.6 4.5 9.3 13.5 3.5 7.1 22.7 8.3 LnGrp Delay(d),s/veh 114.4 39.9 36.4 60.2 69.3 20.0 90.6 38.5 29.5 65.7 60.1 24.2 LnGrp LOS F D D E E B F D C E E C Approach Vol, veh/h 1258 1289 1884 2492 Approach Delay, s/veh 52.5 59.6 49.5 55.8 Approach LOS D E D E Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 21.0 47.4 13.0 38.6 21.5 46.9 15.0 36.6 Change Period (Y+Rc), s 6.0 6.0 5.0 6.0 6.0 6.0 5.0 6.0 Max Green Setting (Gmax), s 15.0 41.4 8.0 32.6 17.0 39.4 10.0 30.6 Max Q Clear Time (g_c+I1), s 16.7 43.2 10.0 25.1 15.2 29.8 12.0 31.8 Green Ext Time (p_c), s 0.0 0.0 0.0 5.0 0.3 5.5 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 54.2 HCM 2010 LOS D HCM 2010 Signalized Intersection Summary 2018 Total Saturday Midday.syn 7: College (US 287) & Drake 12/7/2016 Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 191 460 279 169 483 194 264 1355 135 282 1416 239 Future Volume (veh/h) 191 460 279 169 483 194 264 1355 135 282 1416 239 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 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 1863 1863 1863 1937 1863 1863 1937 1863 1863 1937 Adj Flow Rate, veh/h 217 541 367 199 555 204 290 1473 180 344 1475 275 Adj No. of Lanes 1 2 1 1 2 1 2 3 1 2 3 1 Peak Hour Factor 0.88 0.85 0.76 0.85 0.87 0.95 0.91 0.92 0.75 0.82 0.96 0.87 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 298 906 403 282 877 405 395 1793 579 400 1801 581 Arrive On Green 0.09 0.26 0.26 0.08 0.25 0.25 0.11 0.35 0.35 0.12 0.35 0.35 Sat Flow, veh/h 1774 3539 1574 1774 3539 1637 3442 5085 1641 3442 5085 1641 Grp Volume(v), veh/h 217 541 367 199 555 204 290 1473 180 344 1475 275 Grp Sat Flow(s),veh/h/ln 1774 1770 1574 1774 1770 1637 1721 1695 1641 1721 1695 1641 Q Serve(g_s), s 11.0 16.1 27.1 10.0 16.8 9.2 9.8 31.7 9.6 11.8 31.7 11.4 Cycle Q Clear(g_c), s 11.0 16.1 27.1 10.0 16.8 9.2 9.8 31.7 9.6 11.8 31.7 11.4 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 298 906 403 282 877 405 395 1793 579 400 1801 581 V/C Ratio(X) 0.73 0.60 0.91 0.70 0.63 0.50 0.73 0.82 0.31 0.86 0.82 0.47 Avail Cap(c_a), veh/h 298 929 413 282 900 416 395 1793 579 430 1801 581 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 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 31.6 39.2 43.3 31.9 40.3 19.8 51.3 35.4 28.2 52.1 35.3 16.0 Incr Delay (d2), s/veh 8.6 1.0 23.6 7.7 1.4 1.0 6.9 4.4 1.4 15.2 4.3 2.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 6.1 8.0 14.4 5.5 8.3 4.3 5.0 15.5 4.6 6.4 15.5 5.6 LnGrp Delay(d),s/veh 40.2 40.2 66.9 39.6 41.7 20.8 58.3 39.8 29.6 67.3 39.5 18.7 LnGrp LOS D D E D D C E D C E D B Approach Vol, veh/h 1125 958 1943 2094 Approach Delay, s/veh 48.9 36.8 41.6 41.4 Approach LOS D D D D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 19.8 48.5 15.0 36.7 20.0 48.3 16.0 35.7 Change Period (Y+Rc), s 6.0 6.0 5.0 6.0 6.0 6.0 5.0 6.0 Max Green Setting (Gmax), s 13.0 42.5 10.0 31.5 15.0 40.5 11.0 30.5 Max Q Clear Time (g_c+I1), s 11.8 33.7 12.0 29.1 13.8 33.7 13.0 18.8 Green Ext Time (p_c), s 0.3 5.0 0.0 1.6 0.2 4.4 0.0 5.4 Intersection Summary HCM 2010 Ctrl Delay 42.1 HCM 2010 LOS D HCM 2010 Signalized Intersection Summary 2035 Background Weekday PM.syn 7: College (US 287) & Drake 7/20/2016 Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 245 832 280 184 973 245 364 1429 150 382 1954 364 Future Volume (veh/h) 245 832 280 184 973 245 364 1429 150 382 1954 364 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 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 1863 1863 1863 1937 1863 1863 1937 1863 1863 1937 Adj Flow Rate, veh/h 266 904 308 219 1024 250 444 1570 165 415 2035 423 Adj No. of Lanes 1 2 1 1 2 1 2 3 1 2 3 1 Peak Hour Factor 0.92 0.92 0.91 0.84 0.95 0.98 0.82 0.91 0.91 0.92 0.96 0.86 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 193 944 420 201 944 437 344 1737 561 430 1865 602 Arrive On Green 0.10 0.35 0.35 0.08 0.27 0.27 0.10 0.34 0.34 0.13 0.37 0.37 Sat Flow, veh/h 1774 3539 1574 1774 3539 1637 3442 5085 1641 3442 5085 1641 Grp Volume(v), veh/h 266 904 308 219 1024 250 444 1570 165 415 2035 423 Grp Sat Flow(s),veh/h/ln 1774 1770 1574 1774 1770 1637 1721 1695 1641 1721 1695 1641 Q Serve(g_s), s 9.0 30.0 20.5 9.0 32.0 11.5 12.0 35.3 8.8 14.4 44.0 19.4 Cycle Q Clear(g_c), s 9.0 30.0 20.5 9.0 32.0 11.5 12.0 35.3 8.8 14.4 44.0 19.4 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 193 944 420 201 944 437 344 1737 561 430 1865 602 V/C Ratio(X) 1.38 0.96 0.73 1.09 1.08 0.57 1.29 0.90 0.29 0.96 1.09 0.70 Avail Cap(c_a), veh/h 193 944 420 201 944 437 344 1737 561 430 1865 602 HCM Platoon Ratio 1.33 1.33 1.33 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 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 34.2 38.1 35.0 35.8 44.0 20.1 54.0 37.6 28.9 52.2 38.0 17.6 Incr Delay (d2), s/veh 199.1 19.8 6.5 89.7 55.1 1.8 150.7 8.2 1.3 34.2 50.5 6.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 12.7 17.2 9.7 5.0 22.8 5.4 12.9 17.7 4.2 8.9 29.3 9.9 LnGrp Delay(d),s/veh 233.3 57.9 41.5 125.4 99.1 21.9 204.7 45.8 30.2 86.5 88.5 24.3 LnGrp LOS F E D F F C F D C F F C Approach Vol, veh/h 1478 1493 2179 2873 Approach Delay, s/veh 86.0 90.1 77.0 78.8 Approach LOS F F E E Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 18.0 50.0 14.0 38.0 21.0 47.0 14.0 38.0 Change Period (Y+Rc), s 6.0 6.0 5.0 6.0 6.0 6.0 5.0 6.0 Max Green Setting (Gmax), s 12.0 44.0 9.0 32.0 15.0 41.0 9.0 32.0 Max Q Clear Time (g_c+I1), s 14.0 46.0 11.0 32.0 16.4 37.3 11.0 34.0 Green Ext Time (p_c), s 0.0 0.0 0.0 0.0 0.0 2.9 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 81.7 HCM 2010 LOS F HCM 2010 Signalized Intersection Summary 2035 Background Saturday Midday.syn 7: College (US 287) & Drake 7/20/2016 Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 226 544 315 201 540 214 246 1608 159 288 1630 283 Future Volume (veh/h) 226 544 315 201 540 214 246 1608 159 288 1630 283 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 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 1863 1863 1863 1937 1863 1863 1937 1863 1863 1937 Adj Flow Rate, veh/h 257 640 414 236 621 225 270 1748 212 351 1698 325 Adj No. of Lanes 1 2 1 1 2 1 2 3 1 2 3 1 Peak Hour Factor 0.88 0.85 0.76 0.85 0.87 0.95 0.91 0.92 0.75 0.82 0.96 0.87 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 270 929 413 250 900 416 287 1843 595 373 1971 636 Arrive On Green 0.11 0.35 0.35 0.08 0.25 0.25 0.08 0.36 0.36 0.11 0.39 0.39 Sat Flow, veh/h 1774 3539 1574 1774 3539 1637 3442 5085 1641 3442 5085 1642 Grp Volume(v), veh/h 257 640 414 236 621 225 270 1748 212 351 1698 325 Grp Sat Flow(s),veh/h/ln 1774 1770 1574 1774 1770 1637 1721 1695 1641 1721 1695 1642 Q Serve(g_s), s 10.0 18.6 31.5 9.0 19.0 10.8 9.4 40.1 11.3 12.2 36.8 13.2 Cycle Q Clear(g_c), s 10.0 18.6 31.5 9.0 19.0 10.8 9.4 40.1 11.3 12.2 36.8 13.2 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 270 929 413 250 900 416 287 1843 595 373 1971 636 V/C Ratio(X) 0.95 0.69 1.00 0.94 0.69 0.54 0.94 0.95 0.36 0.94 0.86 0.51 Avail Cap(c_a), veh/h 270 929 413 250 900 416 287 1843 595 373 1971 636 HCM Platoon Ratio 1.33 1.33 1.33 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 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 37.5 34.9 39.1 38.7 40.5 22.0 54.7 37.2 28.0 53.1 33.8 14.9 Incr Delay (d2), s/veh 42.0 2.2 44.7 41.4 2.3 1.4 37.7 11.9 1.7 31.9 5.2 2.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 6.8 9.3 18.7 6.3 9.6 5.0 6.0 20.8 5.4 7.5 18.1 6.4 LnGrp Delay(d),s/veh 79.5 37.0 83.8 80.1 42.7 23.4 92.4 49.0 29.7 85.0 39.0 17.8 LnGrp LOS E D F F D C F D C F D B Approach Vol, veh/h 1311 1082 2230 2374 Approach Delay, s/veh 60.1 46.9 52.4 42.9 Approach LOS E D D D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 16.0 52.5 14.0 37.5 19.0 49.5 15.0 36.5 Change Period (Y+Rc), s 6.0 6.0 5.0 6.0 6.0 6.0 5.0 6.0 Max Green Setting (Gmax), s 10.0 46.5 9.0 31.5 13.0 43.5 10.0 30.5 Max Q Clear Time (g_c+I1), s 11.4 38.8 11.0 33.5 14.2 42.1 12.0 21.0 Green Ext Time (p_c), s 0.0 5.1 0.0 0.0 0.0 1.2 0.0 5.4 Intersection Summary HCM 2010 Ctrl Delay 49.8 HCM 2010 LOS D HCM 2010 Signalized Intersection Summary 2035 Background Weekday PM Imp.syn 7: College (US 287) & Drake 7/20/2016 Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 245 832 280 184 973 245 364 1429 150 382 1954 364 Future Volume (veh/h) 245 832 280 184 973 245 364 1429 150 382 1954 364 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 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 1863 1863 1863 1937 1863 1863 1937 1863 1863 1937 Adj Flow Rate, veh/h 266 904 308 219 1024 250 444 1570 165 415 2035 423 Adj No. of Lanes 2 2 1 2 2 1 2 3 1 2 3 1 Peak Hour Factor 0.92 0.92 0.91 0.84 0.95 0.98 0.82 0.91 0.91 0.92 0.96 0.86 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 201 944 420 201 944 437 373 1780 574 459 1907 616 Arrive On Green 0.12 0.53 0.53 0.06 0.27 0.27 0.11 0.35 0.35 0.18 0.50 0.50 Sat Flow, veh/h 3442 3539 1574 3442 3539 1637 3442 5085 1641 3442 5085 1641 Grp Volume(v), veh/h 266 904 308 219 1024 250 444 1570 165 415 2035 423 Grp Sat Flow(s),veh/h/ln 1721 1770 1574 1721 1770 1637 1721 1695 1641 1721 1695 1641 Q Serve(g_s), s 7.0 29.2 18.0 7.0 32.0 11.4 13.0 34.8 8.7 14.2 45.0 17.9 Cycle Q Clear(g_c), s 7.0 29.2 18.0 7.0 32.0 11.4 13.0 34.8 8.7 14.2 45.0 17.9 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 201 944 420 201 944 437 373 1780 574 459 1907 616 V/C Ratio(X) 1.32 0.96 0.73 1.09 1.08 0.57 1.19 0.88 0.29 0.90 1.07 0.69 Avail Cap(c_a), veh/h 201 944 420 201 944 437 373 1780 574 459 1907 616 HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.33 1.33 1.33 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 53.0 27.4 24.7 56.5 44.0 19.5 53.5 36.7 28.2 48.6 30.1 14.3 Incr Delay (d2), s/veh 176.5 19.8 6.5 89.9 55.1 1.8 109.5 6.7 1.3 21.1 41.2 6.2 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 8.2 16.7 8.5 5.8 22.8 5.4 11.8 17.4 4.1 8.0 28.2 9.1 LnGrp Delay(d),s/veh 229.5 47.2 31.3 146.4 99.1 21.3 163.0 43.4 29.4 69.8 71.3 20.4 LnGrp LOS F D C F F C F D C E F C Approach Vol, veh/h 1478 1493 2179 2873 Approach Delay, s/veh 76.7 93.0 66.7 63.6 Approach LOS E F E E Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 19.0 51.0 12.0 38.0 22.0 48.0 12.0 38.0 Change Period (Y+Rc), s 6.0 6.0 5.0 6.0 6.0 6.0 5.0 6.0 Max Green Setting (Gmax), s 13.0 45.0 7.0 32.0 16.0 42.0 7.0 32.0 Max Q Clear Time (g_c+I1), s 15.0 47.0 9.0 31.2 16.2 36.8 9.0 34.0 Green Ext Time (p_c), s 0.0 0.0 0.0 0.7 0.0 3.8 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 72.3 HCM 2010 LOS E HCM 2010 Signalized Intersection Summary 2035 Background Saturday Midday Imp.syn 7: College (US 287) & Drake 7/20/2016 Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 226 544 315 201 540 214 246 1608 159 288 1630 283 Future Volume (veh/h) 226 544 315 201 540 214 246 1608 159 288 1630 283 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 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 1863 1863 1863 1937 1863 1863 1937 1863 1863 1937 Adj Flow Rate, veh/h 257 640 414 236 621 225 270 1748 212 351 1698 325 Adj No. of Lanes 2 2 1 2 2 1 2 3 1 2 3 1 Peak Hour Factor 0.88 0.85 0.76 0.85 0.87 0.95 0.91 0.92 0.75 0.82 0.96 0.87 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 287 929 413 258 900 416 287 1843 595 373 1971 636 Arrive On Green 0.11 0.35 0.35 0.08 0.25 0.25 0.08 0.36 0.36 0.11 0.39 0.39 Sat Flow, veh/h 3442 3539 1574 3442 3539 1637 3442 5085 1641 3442 5085 1642 Grp Volume(v), veh/h 257 640 414 236 621 225 270 1748 212 351 1698 325 Grp Sat Flow(s),veh/h/ln 1721 1770 1574 1721 1770 1637 1721 1695 1641 1721 1695 1642 Q Serve(g_s), s 8.8 18.6 31.5 8.2 19.0 10.8 9.4 40.1 11.3 12.2 36.8 13.2 Cycle Q Clear(g_c), s 8.8 18.6 31.5 8.2 19.0 10.8 9.4 40.1 11.3 12.2 36.8 13.2 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 287 929 413 258 900 416 287 1843 595 373 1971 636 V/C Ratio(X) 0.90 0.69 1.00 0.91 0.69 0.54 0.94 0.95 0.36 0.94 0.86 0.51 Avail Cap(c_a), veh/h 287 929 413 258 900 416 287 1843 595 373 1971 636 HCM Platoon Ratio 1.33 1.33 1.33 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 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 52.8 34.9 39.1 55.1 40.5 22.0 54.7 37.2 28.0 53.1 33.8 14.9 Incr Delay (d2), s/veh 28.2 2.2 44.7 34.2 2.3 1.4 37.7 11.9 1.7 31.9 5.2 2.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.3 9.3 18.7 5.1 9.6 5.0 6.0 20.8 5.4 7.5 18.1 6.4 LnGrp Delay(d),s/veh 81.1 37.0 83.8 89.3 42.7 23.4 92.4 49.0 29.7 85.0 39.0 17.8 LnGrp LOS F D F F D C F D C F D B Approach Vol, veh/h 1311 1082 2230 2374 Approach Delay, s/veh 60.4 48.9 52.4 42.9 Approach LOS E D D D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 16.0 52.5 14.0 37.5 19.0 49.5 15.0 36.5 Change Period (Y+Rc), s 6.0 6.0 5.0 6.0 6.0 6.0 5.0 6.0 Max Green Setting (Gmax), s 10.0 46.5 9.0 31.5 13.0 43.5 10.0 30.5 Max Q Clear Time (g_c+I1), s 11.4 38.8 10.2 33.5 14.2 42.1 10.8 21.0 Green Ext Time (p_c), s 0.0 5.1 0.0 0.0 0.0 1.2 0.0 5.4 Intersection Summary HCM 2010 Ctrl Delay 50.2 HCM 2010 LOS D HCM 2010 Signalized Intersection Summary 2035 Total Weekday PM.syn 7: College (US 287) & Drake 12/7/2016 Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 245 830 290 184 992 254 403 1427 150 414 1984 364 Future Volume (veh/h) 245 830 290 184 992 254 403 1427 150 414 1984 364 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 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 1863 1863 1863 1937 1863 1863 1937 1863 1863 1937 Adj Flow Rate, veh/h 266 902 319 219 1044 259 491 1568 165 450 2067 423 Adj No. of Lanes 1 2 1 1 2 1 2 3 1 2 3 1 Peak Hour Factor 0.92 0.92 0.91 0.84 0.95 0.98 0.82 0.91 0.91 0.92 0.96 0.86 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 193 944 420 216 973 450 373 1653 533 459 1780 574 Arrive On Green 0.10 0.35 0.35 0.08 0.28 0.28 0.11 0.32 0.32 0.13 0.35 0.35 Sat Flow, veh/h 1774 3539 1574 1774 3539 1638 3442 5085 1641 3442 5085 1641 Grp Volume(v), veh/h 266 902 319 219 1044 259 491 1568 165 450 2067 423 Grp Sat Flow(s),veh/h/ln 1774 1770 1574 1774 1770 1638 1721 1695 1641 1721 1695 1641 Q Serve(g_s), s 9.0 29.9 21.5 10.0 33.0 11.6 13.0 36.1 9.1 15.6 42.0 19.8 Cycle Q Clear(g_c), s 9.0 29.9 21.5 10.0 33.0 11.6 13.0 36.1 9.1 15.6 42.0 19.8 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 193 944 420 216 973 450 373 1653 533 459 1780 574 V/C Ratio(X) 1.38 0.96 0.76 1.01 1.07 0.58 1.32 0.95 0.31 0.98 1.16 0.74 Avail Cap(c_a), veh/h 193 944 420 216 973 450 373 1653 533 459 1780 574 HCM Platoon Ratio 1.33 1.33 1.33 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 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 34.2 38.0 35.3 34.6 43.5 19.0 53.5 39.5 30.4 51.8 39.0 18.2 Incr Delay (d2), s/veh 199.1 19.4 7.9 64.9 50.4 1.8 160.4 12.9 1.5 36.8 79.3 8.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 12.7 17.1 10.3 3.9 22.9 5.5 14.5 18.8 4.3 9.8 32.7 10.2 LnGrp Delay(d),s/veh 233.3 57.4 43.2 99.6 93.9 20.8 213.9 52.4 31.9 88.7 118.3 26.4 LnGrp LOS F E D F F C F D C F F C Approach Vol, veh/h 1487 1522 2224 2940 Approach Delay, s/veh 85.8 82.3 86.6 100.5 Approach LOS F F F F Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 19.0 48.0 15.0 38.0 22.0 45.0 14.0 39.0 Change Period (Y+Rc), s 6.0 6.0 5.0 6.0 6.0 6.0 5.0 6.0 Max Green Setting (Gmax), s 13.0 42.0 10.0 32.0 16.0 39.0 9.0 33.0 Max Q Clear Time (g_c+I1), s 15.0 44.0 12.0 31.9 17.6 38.1 11.0 35.0 Green Ext Time (p_c), s 0.0 0.0 0.0 0.1 0.0 0.8 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 90.7 HCM 2010 LOS F HCM 2010 Signalized Intersection Summary 2035 Total Saturday Midday.syn 7: College (US 287) & Drake 12/7/2016 Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 226 545 328 201 567 227 302 1605 159 327 1670 283 Future Volume (veh/h) 226 545 328 201 567 227 302 1605 159 327 1670 283 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 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 1863 1863 1863 1937 1863 1863 1937 1863 1863 1937 Adj Flow Rate, veh/h 257 641 432 236 652 239 332 1745 212 399 1740 325 Adj No. of Lanes 1 2 1 1 2 1 2 3 1 2 3 1 Peak Hour Factor 0.88 0.85 0.76 0.85 0.87 0.95 0.91 0.92 0.75 0.82 0.96 0.87 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 246 900 400 240 900 416 344 1843 595 402 1928 622 Arrive On Green 0.08 0.25 0.25 0.08 0.25 0.25 0.10 0.36 0.36 0.12 0.38 0.38 Sat Flow, veh/h 1774 3539 1574 1774 3539 1637 3442 5085 1641 3442 5085 1641 Grp Volume(v), veh/h 257 641 432 236 652 239 332 1745 212 399 1740 325 Grp Sat Flow(s),veh/h/ln 1774 1770 1574 1774 1770 1637 1721 1695 1641 1721 1695 1641 Q Serve(g_s), s 9.0 19.8 30.5 9.0 20.2 11.2 11.5 40.0 11.3 13.9 38.7 13.5 Cycle Q Clear(g_c), s 9.0 19.8 30.5 9.0 20.2 11.2 11.5 40.0 11.3 13.9 38.7 13.5 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 246 900 400 240 900 416 344 1843 595 402 1928 622 V/C Ratio(X) 1.04 0.71 1.08 0.98 0.72 0.57 0.96 0.95 0.36 0.99 0.90 0.52 Avail Cap(c_a), veh/h 246 900 400 240 900 416 344 1843 595 402 1928 622 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 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 40.0 40.8 44.8 39.2 40.9 20.9 53.8 37.1 28.0 53.0 35.2 15.4 Incr Delay (d2), s/veh 69.2 2.7 68.1 53.6 2.9 1.9 39.0 11.7 1.7 43.2 7.4 3.1 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 8.5 10.0 20.8 7.0 10.2 5.3 7.4 20.6 5.4 9.0 19.4 6.6 LnGrp Delay(d),s/veh 109.2 43.4 112.8 92.8 43.8 22.9 92.8 48.8 29.7 96.1 42.5 18.5 LnGrp LOS F D F F D C F D C F D B Approach Vol, veh/h 1330 1127 2289 2464 Approach Delay, s/veh 78.7 49.6 53.4 48.1 Approach LOS E D D D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 18.0 51.5 14.0 36.5 20.0 49.5 14.0 36.5 Change Period (Y+Rc), s 6.0 6.0 5.0 6.0 6.0 6.0 5.0 6.0 Max Green Setting (Gmax), s 12.0 45.5 9.0 30.5 14.0 43.5 9.0 30.5 Max Q Clear Time (g_c+I1), s 13.5 40.7 11.0 32.5 15.9 42.0 11.0 22.2 Green Ext Time (p_c), s 0.0 3.5 0.0 0.0 0.0 1.3 0.0 5.1 Intersection Summary HCM 2010 Ctrl Delay 55.6 HCM 2010 LOS E HCM 2010 Signalized Intersection Summary 2035 Total Weekday PM Imp.syn 7: College (US 287) & Drake 12/7/2016 Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 245 830 290 184 992 254 403 1427 150 414 1984 364 Future Volume (veh/h) 245 830 290 184 992 254 403 1427 150 414 1984 364 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 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 1863 1863 1863 1937 1863 1863 1937 1863 1863 1937 Adj Flow Rate, veh/h 266 902 319 219 1044 259 491 1568 165 450 2067 423 Adj No. of Lanes 2 2 1 2 2 1 2 3 1 2 3 1 Peak Hour Factor 0.92 0.92 0.91 0.84 0.95 0.98 0.82 0.91 0.91 0.92 0.96 0.86 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 201 944 618 201 944 615 373 1822 684 430 1907 712 Arrive On Green 0.12 0.53 0.53 0.06 0.27 0.27 0.11 0.36 0.36 0.17 0.50 0.50 Sat Flow, veh/h 3442 3539 1574 3442 3539 1637 3442 5085 1641 3442 5085 1641 Grp Volume(v), veh/h 266 902 319 219 1044 259 491 1568 165 450 2067 423 Grp Sat Flow(s),veh/h/ln 1721 1770 1574 1721 1770 1637 1721 1695 1641 1721 1695 1641 Q Serve(g_s), s 7.0 29.1 15.8 7.0 32.0 2.3 13.0 34.3 7.8 15.0 45.0 11.9 Cycle Q Clear(g_c), s 7.0 29.1 15.8 7.0 32.0 2.3 13.0 34.3 7.8 15.0 45.0 11.9 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 201 944 618 201 944 615 373 1822 684 430 1907 712 V/C Ratio(X) 1.32 0.96 0.52 1.09 1.11 0.42 1.32 0.86 0.24 1.05 1.08 0.59 Avail Cap(c_a), veh/h 201 944 618 201 944 615 373 1822 684 430 1907 712 HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.33 1.33 1.33 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 53.0 27.3 17.2 56.5 44.0 13.6 53.5 35.7 22.7 50.0 30.1 7.9 Incr Delay (d2), s/veh 176.5 19.4 0.7 89.9 62.9 0.5 160.4 5.6 0.8 55.9 47.5 3.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 8.2 16.6 6.9 5.8 23.8 4.4 14.5 16.9 3.7 10.4 29.3 6.0 LnGrp Delay(d),s/veh 229.5 46.7 17.9 146.4 106.9 14.0 213.9 41.3 23.5 105.9 77.5 11.5 LnGrp LOS F D B F F B F D C F F B Approach Vol, veh/h 1487 1522 2224 2940 Approach Delay, s/veh 73.3 96.8 78.1 72.4 Approach LOS E F E E Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 19.0 51.0 12.0 38.0 21.0 49.0 12.0 38.0 Change Period (Y+Rc), s 6.0 6.0 5.0 6.0 6.0 6.0 5.0 6.0 Max Green Setting (Gmax), s 13.0 45.0 7.0 32.0 15.0 43.0 7.0 32.0 Max Q Clear Time (g_c+I1), s 15.0 47.0 9.0 31.1 17.0 36.3 9.0 34.0 Green Ext Time (p_c), s 0.0 0.0 0.0 0.8 0.0 4.8 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 78.6 HCM 2010 LOS E HCM 2010 Signalized Intersection Summary 2035 Total Saturday Midday Imp.syn 7: College (US 287) & Drake 12/7/2016 Synchro 9 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 226 545 328 201 567 227 302 1605 159 327 1670 283 Future Volume (veh/h) 226 545 328 201 567 227 302 1605 159 327 1670 283 Number 7 4 14 3 8 18 1 6 16 5 2 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 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 1863 1863 1863 1937 1863 1863 1937 1863 1863 1937 Adj Flow Rate, veh/h 257 641 432 236 652 239 332 1745 212 399 1740 325 Adj No. of Lanes 2 2 1 2 2 1 2 3 1 2 3 1 Peak Hour Factor 0.88 0.85 0.76 0.85 0.87 0.95 0.91 0.92 0.75 0.82 0.96 0.87 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 258 900 585 258 900 594 373 1843 718 402 1886 732 Arrive On Green 0.08 0.25 0.25 0.08 0.25 0.25 0.11 0.36 0.36 0.12 0.37 0.37 Sat Flow, veh/h 3442 3539 1574 3442 3539 1637 3442 5085 1641 3442 5085 1641 Grp Volume(v), veh/h 257 641 432 236 652 239 332 1745 212 399 1740 325 Grp Sat Flow(s),veh/h/ln 1721 1770 1574 1721 1770 1637 1721 1695 1641 1721 1695 1641 Q Serve(g_s), s 9.0 19.8 28.6 8.2 20.2 2.4 11.4 40.0 10.0 13.9 39.3 9.0 Cycle Q Clear(g_c), s 9.0 19.8 28.6 8.2 20.2 2.4 11.4 40.0 10.0 13.9 39.3 9.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 258 900 585 258 900 594 373 1843 718 402 1886 732 V/C Ratio(X) 1.00 0.71 0.74 0.91 0.72 0.40 0.89 0.95 0.30 0.99 0.92 0.44 Avail Cap(c_a), veh/h 258 900 585 258 900 594 373 1843 718 402 1886 732 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 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 55.5 40.8 32.7 55.1 40.9 13.4 52.8 37.1 21.8 53.0 36.1 8.8 Incr Delay (d2), s/veh 54.7 2.7 4.9 34.2 2.9 0.4 22.4 11.7 1.0 43.2 9.0 1.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 6.2 10.0 13.2 5.1 10.2 3.9 6.6 20.6 4.7 9.0 19.9 4.4 LnGrp Delay(d),s/veh 110.2 43.4 37.7 89.3 43.8 13.8 75.2 48.8 22.8 96.1 45.1 10.7 LnGrp LOS F D D F D B E D C F D B Approach Vol, veh/h 1330 1127 2289 2464 Approach Delay, s/veh 54.5 47.0 50.2 48.9 Approach LOS D D D D Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 19.0 50.5 14.0 36.5 20.0 49.5 14.0 36.5 Change Period (Y+Rc), s 6.0 6.0 5.0 6.0 6.0 6.0 5.0 6.0 Max Green Setting (Gmax), s 13.0 44.5 9.0 30.5 14.0 43.5 9.0 30.5 Max Q Clear Time (g_c+I1), s 13.4 41.3 10.2 30.6 15.9 42.0 11.0 22.2 Green Ext Time (p_c), s 0.0 2.5 0.0 0.0 0.0 1.3 0.0 5.1 Intersection Summary HCM 2010 Ctrl Delay 50.0 HCM 2010 LOS D King Soopers #146 / 096083082 december 2016 APPENDIX F Queuing Analysis Worksheets Queues 2016 Existing Weekday PM.syn 1: College (US 287) & Columbia 7/20/2016 Synchro 9 Report Page 1 Lane Group EBL EBT EBR WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph) 120 64 111 104 40 116 1526 80 2112 108 v/c Ratio 0.70 0.24 0.36 0.45 0.13 0.63 0.45 0.34 0.67 0.11 Control Delay 69.0 45.3 14.7 51.2 2.8 50.8 5.4 8.8 16.0 2.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 69.0 45.3 14.7 51.2 2.8 50.8 5.4 8.8 16.0 2.5 Queue Length 50th (ft) 90 45 12 75 0 47 24 13 353 1 Queue Length 95th (ft) 143 68 46 89 0 m48 m368 28 495 24 Internal Link Dist (ft) 196 370 1049 897 Turn Bay Length (ft) 100 75 150 275 Base Capacity (vph) 253 390 410 346 437 199 3421 239 3151 985 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.47 0.16 0.27 0.30 0.09 0.58 0.45 0.33 0.67 0.11 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Queues 2016 Existing Saturday Midday.syn 1: College (US 287) & Columbia 7/20/2016 Synchro 9 Report Page 1 Lane Group EBL EBT EBR WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph) 100 36 112 92 32 108 1531 36 1772 88 v/c Ratio 0.62 0.15 0.36 0.44 0.10 0.46 0.43 0.15 0.55 0.09 Control Delay 64.4 44.1 9.8 52.5 0.6 25.1 3.6 6.1 13.5 1.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 64.4 44.1 9.8 52.5 0.6 25.1 3.6 6.1 13.5 1.3 Queue Length 50th (ft) 75 25 0 67 0 30 21 5 242 0 Queue Length 95th (ft) 110 47 27 66 0 m35 342 15 391 5 Internal Link Dist (ft) 196 370 1049 897 Turn Bay Length (ft) 100 75 150 275 Base Capacity (vph) 280 420 452 366 499 281 3588 245 3206 1004 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.36 0.09 0.25 0.25 0.06 0.38 0.43 0.15 0.55 0.09 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Queues 2018 Background Weekday PM.syn 1: College (US 287) & Columbia 7/20/2016 Synchro 9 Report Page 1 Lane Group EBL EBT EBR WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph) 120 64 111 105 41 116 1557 81 2154 108 v/c Ratio 0.71 0.24 0.35 0.45 0.13 0.62 0.46 0.35 0.69 0.11 Control Delay 69.1 45.2 10.9 51.3 3.1 55.3 3.5 9.2 16.7 3.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 69.1 45.2 10.9 51.3 3.1 55.3 3.5 9.2 16.7 3.0 Queue Length 50th (ft) 90 45 1 75 0 50 26 13 366 2 Queue Length 95th (ft) 143 68 36 89 1 m58 m202 28 534 27 Internal Link Dist (ft) 196 370 1049 897 Turn Bay Length (ft) 100 75 150 275 Base Capacity (vph) 252 390 421 346 437 217 3410 239 3137 978 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.48 0.16 0.26 0.30 0.09 0.53 0.46 0.34 0.69 0.11 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Queues 2018 Background Saturday Midday.syn 1: College (US 287) & Columbia 7/20/2016 Synchro 9 Report Page 1 Lane Group EBL EBT EBR WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph) 100 36 112 93 32 108 1562 38 1807 88 v/c Ratio 0.62 0.15 0.36 0.44 0.10 0.47 0.44 0.16 0.56 0.09 Control Delay 64.4 44.1 9.8 52.7 0.6 26.1 3.7 6.3 13.8 1.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 64.4 44.1 9.8 52.7 0.6 26.1 3.7 6.3 13.8 1.3 Queue Length 50th (ft) 75 25 0 68 0 30 21 6 251 0 Queue Length 95th (ft) 110 47 27 67 0 m33 350 15 405 5 Internal Link Dist (ft) 196 370 1049 897 Turn Bay Length (ft) 100 75 150 275 Base Capacity (vph) 280 420 452 365 499 276 3588 238 3199 1002 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.36 0.09 0.25 0.25 0.06 0.39 0.44 0.16 0.56 0.09 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Queues 2018 Total Weekday PM.syn 1: College (US 287) & Columbia 12/7/2016 Synchro 9 Report Page 1 Lane Group EBL EBT EBR WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph) 173 74 111 118 41 116 1542 81 2181 110 v/c Ratio 0.83 0.22 0.30 0.41 0.11 0.65 0.48 0.36 0.73 0.12 Control Delay 76.5 41.3 9.6 46.0 2.8 57.7 4.3 10.8 19.9 3.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 76.5 41.3 9.6 46.0 2.8 57.7 4.3 10.8 19.9 3.3 Queue Length 50th (ft) 129 49 2 81 0 51 29 17 431 3 Queue Length 95th (ft) 202 75 35 97 1 m63 m127 30 546 28 Internal Link Dist (ft) 196 370 1049 897 Turn Bay Length (ft) 100 75 150 275 Base Capacity (vph) 263 420 445 366 465 191 3208 228 2970 932 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.66 0.18 0.25 0.32 0.09 0.61 0.48 0.36 0.73 0.12 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Queues 2018 Total Saturday Midday.syn 1: College (US 287) & Columbia 12/7/2016 Synchro 9 Report Page 1 Lane Group EBL EBT EBR WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph) 176 49 112 114 32 108 1544 38 1850 92 v/c Ratio 0.80 0.14 0.29 0.39 0.08 0.53 0.47 0.18 0.63 0.10 Control Delay 71.4 38.5 10.2 44.8 0.4 34.6 5.6 8.6 18.2 3.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 71.4 38.5 10.2 44.8 0.4 34.6 5.6 8.6 18.2 3.3 Queue Length 50th (ft) 131 32 5 78 0 34 111 8 321 0 Queue Length 95th (ft) 178 55 34 75 0 m38 394 18 443 17 Internal Link Dist (ft) 196 370 1049 897 Turn Bay Length (ft) 100 75 150 275 Base Capacity (vph) 297 465 478 394 507 235 3304 219 2930 917 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.59 0.11 0.23 0.29 0.06 0.46 0.47 0.17 0.63 0.10 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Queues 2035 Background Weekday PM.syn 1: College (US 287) & Columbia 7/20/2016 Synchro 9 Report Page 1 Lane Group EBL EBT EBR WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph) 120 64 111 112 48 116 1844 96 2551 108 v/c Ratio 0.72 0.24 0.35 0.48 0.15 0.64 0.56 0.50 0.81 0.11 Control Delay 71.5 45.1 12.1 52.5 4.7 50.9 5.1 17.1 20.1 3.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 71.5 45.1 12.1 52.5 4.7 50.9 5.1 17.1 20.1 3.2 Queue Length 50th (ft) 90 44 5 81 0 50 29 16 515 4 Queue Length 95th (ft) 144 68 39 95 6 m51 m474 32 673 28 Internal Link Dist (ft) 196 370 1049 897 Turn Bay Length (ft) 100 75 150 275 Base Capacity (vph) 244 390 417 341 437 182 3282 213 3147 978 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.49 0.16 0.27 0.33 0.11 0.64 0.56 0.45 0.81 0.11 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Queues 2035 Background Saturday Midday.syn 1: College (US 287) & Columbia 7/20/2016 Synchro 9 Report Page 1 Lane Group EBL EBT EBR WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph) 100 36 112 102 39 108 1849 43 2140 88 v/c Ratio 0.64 0.15 0.39 0.50 0.13 0.60 0.53 0.24 0.66 0.09 Control Delay 65.7 44.1 15.6 54.6 2.8 44.4 4.7 7.9 15.0 2.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 65.7 44.1 15.6 54.6 2.8 44.4 4.7 7.9 15.0 2.7 Queue Length 50th (ft) 75 25 12 75 0 45 25 6 336 1 Queue Length 95th (ft) 110 47 43 72 0 m37 m493 16 485 15 Internal Link Dist (ft) 196 370 1049 897 Turn Bay Length (ft) 100 75 150 275 Base Capacity (vph) 254 390 410 334 437 197 3505 184 3227 998 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.39 0.09 0.27 0.31 0.09 0.55 0.53 0.23 0.66 0.09 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Queues 2035 Total Weekday PM.syn 1: College (US 287) & Columbia 12/7/2016 Synchro 9 Report Page 1 Lane Group EBL EBT EBR WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph) 173 74 111 125 48 116 1829 96 2578 110 v/c Ratio 0.85 0.22 0.31 0.44 0.12 0.72 0.59 0.52 0.85 0.12 Control Delay 80.9 41.7 13.7 47.3 4.4 55.3 6.2 20.0 23.1 3.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 80.9 41.7 13.7 47.3 4.4 55.3 6.2 20.0 23.1 3.2 Queue Length 50th (ft) 128 48 13 85 0 49 122 21 593 5 Queue Length 95th (ft) #227 77 48 105 6 m51 m292 36 672 27 Internal Link Dist (ft) 196 370 1049 897 Turn Bay Length (ft) 100 75 150 275 Base Capacity (vph) 238 390 407 335 437 161 3086 201 3021 944 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.73 0.19 0.27 0.37 0.11 0.72 0.59 0.48 0.85 0.12 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Queues 2035 Total Saturday Midday.syn 1: College (US 287) & Columbia 12/7/2016 Synchro 9 Report Page 1 Lane Group EBL EBT EBR WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph) 176 49 112 123 39 108 1832 43 2183 92 v/c Ratio 0.84 0.14 0.30 0.43 0.10 0.64 0.57 0.26 0.73 0.10 Control Delay 78.1 39.2 12.7 46.5 2.3 44.8 7.7 10.1 19.6 3.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 78.1 39.2 12.7 46.5 2.3 44.8 7.7 10.1 19.6 3.2 Queue Length 50th (ft) 131 32 11 84 0 39 303 9 433 2 Queue Length 95th (ft) 186 57 42 83 0 m38 m456 18 513 17 Internal Link Dist (ft) 196 370 1049 897 Turn Bay Length (ft) 100 75 150 275 Base Capacity (vph) 259 420 434 352 465 177 3228 170 2979 928 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.68 0.12 0.26 0.35 0.08 0.61 0.57 0.25 0.73 0.10 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Queues 2016 Existing Weekday PM.syn 3: Redwing & Drake 7/20/2016 Synchro 9 Report Page 1 Lane Group EBT WBL WBT NBL NBR Lane Group Flow (vph) 1188 68 1522 72 175 v/c Ratio 0.44 0.17 0.52 0.48 0.60 Control Delay 6.8 2.8 5.9 62.2 16.1 Queue Delay 0.9 2.9 0.9 0.0 9.0 Total Delay 7.6 5.6 6.9 62.2 25.1 Queue Length 50th (ft) 165 8 279 54 0 Queue Length 95th (ft) 242 17 302 73 0 Internal Link Dist (ft) 299 43 176 Turn Bay Length (ft) 50 75 Base Capacity (vph) 2670 416 2943 324 433 Starvation Cap Reductn 0 269 1044 0 0 Spillback Cap Reductn 1089 0 0 0 218 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.75 0.46 0.80 0.22 0.81 Intersection Summary Queues 2016 Existing Saturday Midday.syn 3: Redwing & Drake 7/20/2016 Synchro 9 Report Page 1 Lane Group EBT WBL WBT NBL NBR Lane Group Flow (vph) 1003 20 1028 8 32 v/c Ratio 0.32 0.04 0.32 0.08 0.28 Control Delay 2.9 1.5 3.1 55.0 23.7 Queue Delay 0.4 0.7 0.3 0.0 10.4 Total Delay 3.3 2.2 3.4 55.0 34.1 Queue Length 50th (ft) 51 2 196 6 0 Queue Length 95th (ft) 147 4 224 13 19 Internal Link Dist (ft) 299 43 176 Turn Bay Length (ft) 50 75 Base Capacity (vph) 3103 562 3237 206 212 Starvation Cap Reductn 0 426 1355 0 0 Spillback Cap Reductn 1406 0 0 0 154 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.59 0.15 0.55 0.04 0.55 Intersection Summary Queues 2018 Background Weekday PM.syn 3: Redwing & Drake 7/20/2016 Synchro 9 Report Page 1 Lane Group EBT WBL WBT NBL NBR Lane Group Flow (vph) 1211 69 1553 73 179 v/c Ratio 0.45 0.18 0.53 0.48 0.60 Control Delay 6.9 2.8 6.0 62.1 15.9 Queue Delay 0.8 2.9 0.9 0.0 9.2 Total Delay 7.7 5.7 6.9 62.1 25.2 Queue Length 50th (ft) 171 8 283 55 0 Queue Length 95th (ft) 251 17 311 74 0 Internal Link Dist (ft) 299 43 176 Turn Bay Length (ft) 50 75 Base Capacity (vph) 2666 408 2940 324 436 Starvation Cap Reductn 0 260 1004 0 0 Spillback Cap Reductn 1054 0 0 0 218 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.75 0.47 0.80 0.23 0.82 Intersection Summary Queues 2018 Background Saturday Midday.syn 3: Redwing & Drake 7/20/2016 Synchro 9 Report Page 1 Lane Group EBT WBL WBT NBL NBR Lane Group Flow (vph) 1023 20 1049 8 32 v/c Ratio 0.33 0.04 0.32 0.08 0.28 Control Delay 2.9 1.5 3.1 55.0 23.7 Queue Delay 0.4 0.7 0.3 0.0 11.0 Total Delay 3.3 2.2 3.3 55.0 34.7 Queue Length 50th (ft) 52 2 200 6 0 Queue Length 95th (ft) 151 4 227 13 19 Internal Link Dist (ft) 299 43 176 Turn Bay Length (ft) 50 75 Base Capacity (vph) 3103 554 3237 206 212 Starvation Cap Reductn 0 417 1318 0 0 Spillback Cap Reductn 1379 0 0 0 155 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.59 0.15 0.55 0.04 0.56 Intersection Summary Queues 2018 Total Weekday PM.syn 3: Redwing & Drake 12/7/2016 Synchro 9 Report Page 1 Lane Group EBT WBL WBT NBL NBR Lane Group Flow (vph) 1254 75 1593 73 187 v/c Ratio 0.47 0.20 0.54 0.48 0.63 Control Delay 7.2 2.9 6.4 61.9 19.3 Queue Delay 1.1 3.1 1.1 0.0 6.9 Total Delay 8.2 6.0 7.5 61.9 26.3 Queue Length 50th (ft) 182 9 328 55 9 Queue Length 95th (ft) 267 m18 339 74 0 Internal Link Dist (ft) 299 43 176 Turn Bay Length (ft) 50 75 Base Capacity (vph) 2663 393 2938 324 432 Starvation Cap Reductn 0 241 1018 0 0 Spillback Cap Reductn 1069 0 0 0 195 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.79 0.49 0.83 0.23 0.79 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Queues 2018 Total Saturday Midday.syn 3: Redwing & Drake 12/7/2016 Synchro 9 Report Page 1 Lane Group EBT WBL WBT NBL NBR Lane Group Flow (vph) 1081 28 1106 8 39 v/c Ratio 0.36 0.06 0.34 0.08 0.32 Control Delay 3.6 1.5 3.2 54.8 23.3 Queue Delay 0.4 0.9 0.2 0.0 20.1 Total Delay 4.0 2.5 3.5 54.8 43.4 Queue Length 50th (ft) 117 2 222 6 0 Queue Length 95th (ft) 166 5 246 13 20 Internal Link Dist (ft) 299 43 176 Turn Bay Length (ft) 50 75 Base Capacity (vph) 3036 515 3234 206 219 Starvation Cap Reductn 0 376 1220 0 0 Spillback Cap Reductn 1272 0 0 0 164 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.61 0.20 0.55 0.04 0.71 Intersection Summary Queues 2035 Background Weekday PM.syn 3: Redwing & Drake 7/20/2016 Synchro 9 Report Page 1 Lane Group EBT WBL WBT NBL NBR Lane Group Flow (vph) 1435 83 1839 87 211 v/c Ratio 0.55 0.27 0.64 0.47 0.74 Control Delay 9.4 4.1 8.4 57.0 35.3 Queue Delay 1.8 6.0 2.1 0.0 39.0 Total Delay 11.2 10.1 10.5 57.0 74.3 Queue Length 50th (ft) 241 10 330 65 59 Queue Length 95th (ft) 383 m22 680 80 33 Internal Link Dist (ft) 299 43 176 Turn Bay Length (ft) 50 75 Base Capacity (vph) 2592 306 2868 309 385 Starvation Cap Reductn 0 174 836 0 0 Spillback Cap Reductn 937 0 0 0 179 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.87 0.63 0.91 0.28 1.02 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Queues 2035 Background Saturday Midday.syn 3: Redwing & Drake 7/20/2016 Synchro 9 Report Page 1 Lane Group EBT WBL WBT NBL NBR Lane Group Flow (vph) 1211 23 1242 10 39 v/c Ratio 0.41 0.06 0.40 0.10 0.32 Control Delay 4.2 1.5 3.7 55.4 23.2 Queue Delay 0.5 1.1 0.2 0.0 26.7 Total Delay 4.7 2.6 3.9 55.4 50.0 Queue Length 50th (ft) 138 2 223 8 0 Queue Length 95th (ft) 195 4 248 14 20 Internal Link Dist (ft) 299 43 176 Turn Bay Length (ft) 50 75 Base Capacity (vph) 2946 441 3142 191 206 Starvation Cap Reductn 0 328 1000 0 0 Spillback Cap Reductn 1137 0 0 0 155 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.67 0.20 0.58 0.05 0.76 Intersection Summary Queues 2035 Total Weekday PM.syn 3: Redwing & Drake 12/7/2016 Synchro 9 Report Page 1 Lane Group EBT WBL WBT NBL NBR Lane Group Flow (vph) 1477 88 1879 87 219 v/c Ratio 0.59 0.31 0.66 0.44 0.76 Control Delay 10.7 4.7 9.3 55.0 38.3 Queue Delay 2.5 6.0 2.1 0.0 64.0 Total Delay 13.2 10.6 11.4 55.0 102.3 Queue Length 50th (ft) 265 12 346 64 70 Queue Length 95th (ft) 414 m24 812 79 41 Internal Link Dist (ft) 299 43 176 Turn Bay Length (ft) 50 75 Base Capacity (vph) 2508 288 2848 324 393 Starvation Cap Reductn 0 151 784 0 0 Spillback Cap Reductn 870 0 0 0 197 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.90 0.64 0.91 0.27 1.12 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Queues 2035 Total Saturday Midday.syn 3: Redwing & Drake 12/7/2016 Synchro 9 Report Page 1 Lane Group EBT WBL WBT NBL NBR Lane Group Flow (vph) 1268 32 1299 10 46 v/c Ratio 0.43 0.08 0.41 0.10 0.35 Control Delay 4.4 1.6 3.9 55.2 22.9 Queue Delay 0.5 1.3 0.2 0.0 71.9 Total Delay 4.9 2.9 4.1 55.2 94.8 Queue Length 50th (ft) 150 2 245 8 0 Queue Length 95th (ft) 213 5 269 14 21 Internal Link Dist (ft) 299 43 176 Turn Bay Length (ft) 50 75 Base Capacity (vph) 2940 422 3139 177 199 Starvation Cap Reductn 0 293 917 0 0 Spillback Cap Reductn 1074 0 0 0 153 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.68 0.25 0.58 0.06 1.00 Intersection Summary Queues 2016 Existing Weekday PM.syn 4: McClelland & Drake 7/20/2016 Synchro 9 Report Page 1 Lane Group EBT WBL WBT NBL NBT SBT Lane Group Flow (vph) 1325 60 1518 136 167 8 v/c Ratio 0.74 0.31 0.72 0.30 0.27 0.01 Control Delay 20.5 10.5 9.8 35.4 7.9 32.6 Queue Delay 1.7 0.0 0.5 0.0 0.0 0.0 Total Delay 22.2 10.5 10.3 35.4 7.9 32.6 Queue Length 50th (ft) 234 10 143 80 6 4 Queue Length 95th (ft) 232 m11 m133 131 21 17 Internal Link Dist (ft) 43 128 190 542 Turn Bay Length (ft) 125 200 Base Capacity (vph) 2017 206 2418 453 623 602 Starvation Cap Reductn 489 0 143 0 0 0 Spillback Cap Reductn 0 0 422 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.87 0.29 0.76 0.30 0.27 0.01 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Queues 2016 Existing Saturday Midday.syn 4: McClelland & Drake 7/20/2016 Synchro 9 Report Page 1 Lane Group EBT WBL WBT NBL NBT SBT Lane Group Flow (vph) 1050 48 903 108 151 8 v/c Ratio 0.76 0.26 0.54 0.18 0.19 0.01 Control Delay 32.3 13.3 19.0 25.2 6.1 25.0 Queue Delay 0.8 0.0 0.1 0.0 0.0 0.0 Total Delay 33.1 13.3 19.0 25.2 6.1 25.0 Queue Length 50th (ft) 362 11 112 52 5 4 Queue Length 95th (ft) 214 m15 122 94 7 11 Internal Link Dist (ft) 43 128 190 542 Turn Bay Length (ft) 125 200 Base Capacity (vph) 1896 222 2359 616 784 819 Starvation Cap Reductn 495 0 0 0 0 0 Spillback Cap Reductn 0 0 289 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.75 0.22 0.44 0.18 0.19 0.01 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Queues 2018 Background Weekday PM.syn 4: McClelland & Drake 7/20/2016 Synchro 9 Report Page 1 Lane Group EBT WBL WBT NBL NBT SBT Lane Group Flow (vph) 1350 62 1549 139 171 8 v/c Ratio 0.74 0.31 0.72 0.32 0.28 0.01 Control Delay 19.6 11.0 10.3 36.7 8.1 33.6 Queue Delay 1.4 0.0 0.5 0.0 0.0 0.0 Total Delay 21.1 11.0 10.7 36.7 8.1 33.6 Queue Length 50th (ft) 232 10 145 83 7 4 Queue Length 95th (ft) 229 m12 m141 136 21 18 Internal Link Dist (ft) 43 128 190 542 Turn Bay Length (ft) 125 200 Base Capacity (vph) 2046 207 2447 438 610 582 Starvation Cap Reductn 467 0 118 0 0 0 Spillback Cap Reductn 0 0 425 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.85 0.30 0.77 0.32 0.28 0.01 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Queues 2018 Background Saturday Midday.syn 4: McClelland & Drake 7/20/2016 Synchro 9 Report Page 1 Lane Group EBT WBL WBT NBL NBT SBT Lane Group Flow (vph) 1072 49 921 110 154 8 v/c Ratio 0.76 0.26 0.53 0.18 0.20 0.01 Control Delay 31.3 12.6 18.0 26.1 6.3 25.8 Queue Delay 0.7 0.0 0.1 0.0 0.0 0.0 Total Delay 32.0 12.6 18.1 26.1 6.3 25.8 Queue Length 50th (ft) 367 11 113 54 5 4 Queue Length 95th (ft) 213 m15 123 96 6 11 Internal Link Dist (ft) 43 128 190 542 Turn Bay Length (ft) 125 200 Base Capacity (vph) 1925 224 2388 600 770 799 Starvation Cap Reductn 484 0 0 0 0 0 Spillback Cap Reductn 0 0 289 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.74 0.22 0.44 0.18 0.20 0.01 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Queues 2018 Total Weekday PM.syn 4: McClelland & Drake 12/7/2016 Synchro 9 Report Page 1 Lane Group EBT WBL WBT NBL NBT SBT Lane Group Flow (vph) 1397 69 1596 139 178 8 v/c Ratio 0.75 0.39 0.75 0.32 0.30 0.01 Control Delay 19.0 15.4 11.6 36.4 11.4 33.0 Queue Delay 2.3 0.0 0.7 0.0 0.0 0.0 Total Delay 21.3 15.4 12.3 36.4 11.4 33.0 Queue Length 50th (ft) 242 13 178 83 23 4 Queue Length 95th (ft) 244 m13 m150 134 38 17 Internal Link Dist (ft) 43 128 190 542 Turn Bay Length (ft) 125 200 Base Capacity (vph) 2048 175 2388 436 593 579 Starvation Cap Reductn 491 0 119 0 0 0 Spillback Cap Reductn 0 0 428 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.90 0.39 0.81 0.32 0.30 0.01 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Queues 2018 Total Saturday Midday.syn 4: McClelland & Drake 12/7/2016 Synchro 9 Report Page 1 Lane Group EBT WBL WBT NBL NBT SBT Lane Group Flow (vph) 1136 61 982 110 163 8 v/c Ratio 0.76 0.31 0.54 0.19 0.22 0.01 Control Delay 29.0 14.7 16.7 28.3 6.6 27.8 Queue Delay 1.0 0.0 0.1 0.0 0.0 0.0 Total Delay 30.0 14.7 16.8 28.3 6.6 27.8 Queue Length 50th (ft) 381 13 120 57 6 4 Queue Length 95th (ft) 213 m16 122 99 6 12 Internal Link Dist (ft) 43 128 190 542 Turn Bay Length (ft) 125 200 Base Capacity (vph) 1956 212 2388 565 737 752 Starvation Cap Reductn 514 0 0 0 0 0 Spillback Cap Reductn 0 0 292 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.79 0.29 0.47 0.19 0.22 0.01 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Queues 2035 Background Weekday PM.syn 4: McClelland & Drake 7/20/2016 Synchro 9 Report Page 1 Lane Group EBT WBL WBT NBL NBT SBT Lane Group Flow (vph) 1600 73 1835 165 202 9 v/c Ratio 0.78 0.45 0.79 0.45 0.40 0.02 Control Delay 16.0 18.4 8.6 43.3 18.7 35.5 Queue Delay 21.3 0.0 4.9 0.0 0.0 0.0 Total Delay 37.3 18.4 13.4 43.3 18.7 35.5 Queue Length 50th (ft) 252 12 162 109 51 5 Queue Length 95th (ft) 277 m13 m146 160 65 19 Internal Link Dist (ft) 43 128 190 542 Turn Bay Length (ft) 125 200 Base Capacity (vph) 2089 162 2418 363 504 483 Starvation Cap Reductn 540 0 232 0 0 0 Spillback Cap Reductn 0 0 513 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 1.03 0.45 0.96 0.45 0.40 0.02 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Queues 2035 Background Saturday Midday.syn 4: McClelland & Drake 7/20/2016 Synchro 9 Report Page 1 Lane Group EBT WBL WBT NBL NBT SBT Lane Group Flow (vph) 1269 58 1091 130 183 10 v/c Ratio 0.77 0.31 0.55 0.26 0.27 0.01 Control Delay 25.1 13.3 13.1 32.8 7.4 31.2 Queue Delay 0.9 0.0 0.1 0.0 0.0 0.0 Total Delay 25.9 13.3 13.2 32.8 7.4 31.2 Queue Length 50th (ft) 409 11 116 73 7 5 Queue Length 95th (ft) 211 m14 m122 122 5 14 Internal Link Dist (ft) 43 128 190 542 Turn Bay Length (ft) 125 200 Base Capacity (vph) 2013 197 2418 502 684 669 Starvation Cap Reductn 422 0 0 0 0 0 Spillback Cap Reductn 0 0 294 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.80 0.29 0.51 0.26 0.27 0.01 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Queues 2035 Total Weekday PM.syn 4: McClelland & Drake 12/7/2016 Synchro 9 Report Page 1 Lane Group EBT WBL WBT NBL NBT SBT Lane Group Flow (vph) 1647 81 1882 165 209 9 v/c Ratio 0.79 0.46 0.78 0.49 0.43 0.02 Control Delay 15.3 21.5 8.0 46.4 17.1 37.2 Queue Delay 24.7 0.0 6.1 0.0 0.0 0.0 Total Delay 40.0 21.5 14.1 46.4 17.1 37.2 Queue Length 50th (ft) 248 17 160 113 43 5 Queue Length 95th (ft) 275 m19 m146 164 56 20 Internal Link Dist (ft) 43 128 190 542 Turn Bay Length (ft) 125 200 Base Capacity (vph) 2109 186 2477 334 489 444 Starvation Cap Reductn 530 0 254 0 0 0 Spillback Cap Reductn 0 0 546 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 1.04 0.44 0.97 0.49 0.43 0.02 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Queues 2035 Total Saturday Midday.syn 4: McClelland & Drake 12/7/2016 Synchro 9 Report Page 1 Lane Group EBT WBL WBT NBL NBT SBT Lane Group Flow (vph) 1332 70 1151 130 192 10 v/c Ratio 0.77 0.37 0.56 0.27 0.29 0.02 Control Delay 23.8 16.1 12.1 34.7 8.4 32.7 Queue Delay 0.8 0.0 0.1 0.0 0.0 0.0 Total Delay 24.7 16.1 12.2 34.7 8.4 32.7 Queue Length 50th (ft) 422 13 122 76 11 5 Queue Length 95th (ft) 213 m15 m121 124 8 14 Internal Link Dist (ft) 43 128 190 542 Turn Bay Length (ft) 125 200 Base Capacity (vph) 2014 195 2418 474 656 631 Starvation Cap Reductn 363 0 0 0 0 0 Spillback Cap Reductn 0 0 297 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.81 0.36 0.54 0.27 0.29 0.02 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Queues 2016 Existing Weekday PM.syn 7: College (US 287) & Drake 7/20/2016 Synchro 9 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 221 749 255 181 847 207 367 1300 136 343 1684 350 v/c Ratio 1.26 0.82 0.44 1.07 0.96 0.37 1.11 0.71 0.20 0.96 0.89 0.49 Control Delay 188.2 36.7 7.0 121.3 66.1 8.7 131.3 34.4 5.8 77.2 32.3 12.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 188.2 36.7 7.0 121.3 66.1 8.7 131.3 34.4 5.8 77.2 32.3 12.4 Queue Length 50th (ft) ~170 170 14 ~107 341 11 ~167 310 4 138 464 153 Queue Length 95th (ft) #333 319 60 #210 #471 72 #230 365 46 #227 538 171 Internal Link Dist (ft) 296 1192 581 597 Turn Bay Length (ft) 225 200 225 225 250 200 225 250 Base Capacity (vph) 175 912 575 169 883 554 331 1843 682 359 1884 717 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.26 0.82 0.44 1.07 0.96 0.37 1.11 0.71 0.20 0.96 0.89 0.49 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Queues 2016 Existing Saturday Midday.syn 7: College (US 287) & Drake 7/20/2016 Synchro 9 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 213 529 343 195 514 186 224 1447 176 290 1405 269 v/c Ratio 0.81 0.75 0.69 0.80 0.75 0.40 0.81 0.76 0.25 0.71 0.67 0.32 Control Delay 58.9 33.8 12.4 54.0 52.1 7.8 76.7 36.3 8.9 49.5 22.8 6.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 58.9 33.8 12.4 54.0 52.1 7.8 76.7 36.3 8.9 49.5 22.8 6.9 Queue Length 50th (ft) 95 117 27 110 198 0 89 359 20 111 334 65 Queue Length 95th (ft) #165 142 36 #155 234 57 #153 447 47 128 427 96 Internal Link Dist (ft) 296 1192 581 597 Turn Bay Length (ft) 225 200 225 225 250 200 225 250 Base Capacity (vph) 264 898 565 244 869 547 276 1900 704 420 2094 841 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.81 0.59 0.61 0.80 0.59 0.34 0.81 0.76 0.25 0.69 0.67 0.32 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Queues 2018 Background Weekday PM.syn 7: College (US 287) & Drake 7/20/2016 Synchro 9 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 225 764 260 185 864 211 374 1326 138 350 1719 357 v/c Ratio 1.10 0.84 0.45 0.96 0.98 0.38 1.04 0.79 0.22 0.86 0.98 0.51 Control Delay 132.9 35.6 6.0 86.4 69.9 9.1 110.5 39.5 6.7 58.3 43.5 12.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 132.9 35.6 6.0 86.4 69.9 9.1 110.5 39.5 6.7 58.3 43.5 12.8 Queue Length 50th (ft) ~153 183 7 97 350 13 ~161 336 6 139 498 153 Queue Length 95th (ft) #319 318 54 #207 #486 76 #223 396 50 #210 #607 166 Internal Link Dist (ft) 296 1192 581 597 Turn Bay Length (ft) 225 200 225 225 250 200 225 250 Base Capacity (vph) 204 912 576 192 883 554 359 1688 636 414 1761 702 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.10 0.84 0.45 0.96 0.98 0.38 1.04 0.79 0.22 0.85 0.98 0.51 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Queues 2018 Background Saturday Midday.syn 7: College (US 287) & Drake 7/20/2016 Synchro 9 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 217 540 350 199 524 191 229 1476 180 296 1433 275 v/c Ratio 0.87 0.75 0.69 0.87 0.76 0.40 0.75 0.76 0.25 0.74 0.69 0.33 Control Delay 68.0 34.1 12.2 65.2 52.1 7.7 69.4 35.7 8.5 52.0 23.3 7.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 68.0 34.1 12.2 65.2 52.1 7.7 69.4 35.7 8.5 52.0 23.3 7.2 Queue Length 50th (ft) 101 122 28 114 202 0 90 368 20 113 344 71 Queue Length 95th (ft) #193 147 37 #177 237 57 #146 447 46 #144 439 100 Internal Link Dist (ft) 296 1192 581 597 Turn Bay Length (ft) 225 200 225 225 250 200 225 250 Base Capacity (vph) 249 898 571 229 869 550 304 1930 716 407 2076 830 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.87 0.60 0.61 0.87 0.60 0.35 0.75 0.76 0.25 0.73 0.69 0.33 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Queues 2018 Total Weekday PM.syn 7: College (US 287) & Drake 12/7/2016 Synchro 9 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 225 762 271 185 884 220 422 1324 138 385 1750 357 v/c Ratio 1.10 0.82 0.46 1.01 1.01 0.40 1.02 0.81 0.22 0.84 1.03 0.53 Control Delay 129.5 34.0 5.3 101.1 78.4 9.8 101.0 41.5 7.0 52.4 56.8 12.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 129.5 34.0 5.3 101.1 78.4 9.8 101.0 41.5 7.0 52.4 56.8 12.5 Queue Length 50th (ft) ~142 192 1 ~99 ~370 17 ~174 343 6 151 ~546 165 Queue Length 95th (ft) #305 316 50 #207 #509 82 #241 404 51 #220 #646 176 Internal Link Dist (ft) 296 1192 581 597 Turn Bay Length (ft) 225 200 225 225 250 200 225 250 Base Capacity (vph) 204 929 592 183 872 552 414 1633 619 470 1696 668 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.10 0.82 0.46 1.01 1.01 0.40 1.02 0.81 0.22 0.82 1.03 0.53 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Queues 2018 Total Saturday Midday.syn 7: College (US 287) & Drake 12/7/2016 Synchro 9 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 217 541 367 199 555 204 290 1473 180 344 1475 275 v/c Ratio 0.89 0.73 0.68 0.85 0.78 0.41 0.81 0.80 0.26 0.77 0.75 0.35 Control Delay 73.0 32.8 10.0 61.5 52.7 7.5 70.2 38.5 9.3 49.8 24.2 6.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 73.0 32.8 10.0 61.5 52.7 7.5 70.2 38.5 9.3 49.8 24.2 6.1 Queue Length 50th (ft) 104 126 19 112 214 0 114 383 22 132 375 82 Queue Length 95th (ft) #208 159 31 #174 253 59 #181 458 49 #159 468 84 Internal Link Dist (ft) 296 1192 581 597 Turn Bay Length (ft) 225 200 225 225 250 200 225 250 Base Capacity (vph) 243 898 598 234 869 560 359 1838 686 454 1966 790 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.89 0.60 0.61 0.85 0.64 0.36 0.81 0.80 0.26 0.76 0.75 0.35 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Queues 2035 Background Weekday PM.syn 7: College (US 287) & Drake 7/20/2016 Synchro 9 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 266 904 308 219 1024 250 444 1570 165 415 2035 423 v/c Ratio 1.40 0.99 0.54 1.20 1.12 0.44 1.34 0.94 0.26 1.00 1.13 0.60 Control Delay 236.5 61.4 12.5 157.5 110.4 12.4 214.0 49.7 9.2 81.2 91.0 13.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 236.5 61.4 12.5 157.5 110.4 12.4 214.0 49.7 9.2 81.2 91.0 13.0 Queue Length 50th (ft) ~233 312 27 ~156 ~481 35 ~230 428 20 161 ~687 204 Queue Length 95th (ft) m#376 #503 m100 #283 #614 109 #294 #527 70 m#253 #783 m199 Internal Link Dist (ft) 296 1192 581 597 Turn Bay Length (ft) 225 200 225 225 250 200 225 250 Base Capacity (vph) 190 912 574 183 912 567 331 1679 633 414 1802 710 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.40 0.99 0.54 1.20 1.12 0.44 1.34 0.94 0.26 1.00 1.13 0.60 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Queues 2035 Background Saturday Midday.syn 7: College (US 287) & Drake 7/20/2016 Synchro 9 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 257 640 414 236 621 225 270 1748 212 351 1698 325 v/c Ratio 1.15 0.80 0.82 1.16 0.80 0.42 0.98 0.96 0.31 0.83 0.83 0.41 Control Delay 142.3 39.1 26.0 145.1 52.3 7.1 104.0 50.4 11.0 57.8 27.7 8.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 142.3 39.1 26.0 145.1 52.3 7.1 104.0 50.4 11.0 57.8 27.7 8.8 Queue Length 50th (ft) ~170 160 65 ~146 238 0 109 486 37 139 453 112 Queue Length 95th (ft) #317 219 94 #265 286 61 #197 #603 62 #200 540 123 Internal Link Dist (ft) 296 1192 581 597 Turn Bay Length (ft) 225 200 225 225 250 200 225 250 Base Capacity (vph) 223 898 542 203 869 576 276 1826 685 422 2042 801 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.15 0.71 0.76 1.16 0.71 0.39 0.98 0.96 0.31 0.83 0.83 0.41 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Queues 2035 Background Weekday PM Imp.syn 7: College (US 287) & Drake 7/20/2016 Synchro 9 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 266 904 308 219 1024 250 444 1570 165 415 2035 423 v/c Ratio 1.38 0.99 0.53 1.18 1.12 0.44 1.24 0.91 0.26 0.94 1.10 0.61 Control Delay 243.9 62.1 12.7 170.4 110.4 12.4 172.6 46.5 8.9 66.3 80.1 13.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 243.9 62.1 12.7 170.4 110.4 12.4 172.6 46.5 8.9 66.3 80.1 13.6 Queue Length 50th (ft) ~145 312 29 ~104 ~481 35 ~219 422 19 158 ~675 212 Queue Length 95th (ft) m#219 #503 m103 #168 #614 109 #282 #496 69 m#241 #770 m206 Internal Link Dist (ft) 296 1192 581 597 Turn Bay Length (ft) 225 200 225 225 250 200 225 250 Base Capacity (vph) 193 912 576 186 912 567 359 1720 645 442 1843 698 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.38 0.99 0.53 1.18 1.12 0.44 1.24 0.91 0.26 0.94 1.10 0.61 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Queues 2035 Background Saturday Midday Imp.syn 7: College (US 287) & Drake 7/20/2016 Synchro 9 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 257 640 414 236 621 225 270 1748 212 351 1698 325 v/c Ratio 0.93 0.80 0.83 0.98 0.80 0.42 0.98 0.96 0.31 0.83 0.83 0.41 Control Delay 111.2 39.1 28.3 109.6 52.3 7.1 104.0 50.4 11.0 57.8 27.7 8.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 111.2 39.1 28.3 109.6 52.3 7.1 104.0 50.4 11.0 57.8 27.7 8.8 Queue Length 50th (ft) 108 160 67 95 238 0 109 486 37 139 453 112 Queue Length 95th (ft) #182 219 98 #164 286 61 #197 #603 62 #200 540 123 Internal Link Dist (ft) 296 1192 581 597 Turn Bay Length (ft) 225 200 225 225 250 200 225 250 Base Capacity (vph) 276 898 534 240 869 576 276 1826 685 422 2042 801 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.93 0.71 0.78 0.98 0.71 0.39 0.98 0.96 0.31 0.83 0.83 0.41 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Queues 2035 Total Weekday PM.syn 7: College (US 287) & Drake 12/7/2016 Synchro 9 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 266 902 319 219 1044 259 491 1568 165 450 2067 423 v/c Ratio 1.40 0.99 0.55 1.11 1.11 0.44 1.37 0.98 0.27 1.02 1.20 0.62 Control Delay 235.7 61.2 12.3 126.4 105.3 12.4 222.8 59.0 9.7 81.4 121.7 13.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 235.7 61.2 12.3 126.4 105.3 12.4 222.8 59.0 9.7 81.4 121.7 13.0 Queue Length 50th (ft) ~232 316 30 ~145 ~486 37 ~258 439 20 ~177 ~732 172 Queue Length 95th (ft) m#366 #502 m100 #271 #620 113 #321 #551 72 m#257 #828 m193 Internal Link Dist (ft) 296 1192 581 597 Turn Bay Length (ft) 225 200 225 225 250 200 225 250 Base Capacity (vph) 190 912 583 197 940 583 359 1597 608 442 1720 684 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.40 0.99 0.55 1.11 1.11 0.44 1.37 0.98 0.27 1.02 1.20 0.62 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Queues 2035 Total Saturday Midday.syn 7: College (US 287) & Drake 12/7/2016 Synchro 9 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 257 641 432 236 652 239 332 1745 212 399 1740 325 v/c Ratio 1.26 0.81 0.82 1.18 0.82 0.43 1.00 0.98 0.31 0.87 0.88 0.42 Control Delay 182.8 40.8 24.6 151.2 53.2 7.0 104.3 54.2 10.9 58.7 28.4 7.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 182.8 40.8 24.6 151.2 53.2 7.0 104.3 54.2 10.9 58.7 28.4 7.2 Queue Length 50th (ft) ~188 172 59 ~149 250 0 ~134 485 36 151 483 95 Queue Length 95th (ft) #341 237 87 #273 301 63 #232 #601 61 #231 #589 114 Internal Link Dist (ft) 296 1192 581 597 Turn Bay Length (ft) 225 200 225 225 250 200 225 250 Base Capacity (vph) 204 869 555 200 869 586 331 1788 674 458 1976 774 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.26 0.74 0.78 1.18 0.75 0.41 1.00 0.98 0.31 0.87 0.88 0.42 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Queues 2035 Total Weekday PM Imp.syn 7: College (US 287) & Drake 12/7/2016 Synchro 9 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 266 902 319 219 1044 259 491 1568 165 450 2067 423 v/c Ratio 1.38 0.99 0.49 1.18 1.14 0.36 1.37 0.89 0.23 1.09 1.12 0.56 Control Delay 242.6 63.1 15.8 170.4 118.4 12.4 222.8 43.8 10.3 104.2 86.4 13.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 242.6 63.1 15.8 170.4 118.4 12.4 222.8 43.8 10.3 104.2 86.4 13.1 Queue Length 50th (ft) ~144 316 71 ~104 ~498 61 ~258 415 35 ~197 ~693 184 Queue Length 95th (ft) m#213 #502 m152 #168 #632 122 #321 483 78 m#271 #791 m204 Internal Link Dist (ft) 296 1192 581 597 Turn Bay Length (ft) 225 200 225 225 250 200 225 250 Base Capacity (vph) 193 912 647 186 912 710 359 1761 732 414 1843 759 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.38 0.99 0.49 1.18 1.14 0.36 1.37 0.89 0.23 1.09 1.12 0.56 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Queues 2035 Total Saturday Midday Imp.syn 7: College (US 287) & Drake 12/7/2016 Synchro 9 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph) 257 641 432 236 652 239 332 1745 212 399 1740 325 v/c Ratio 1.04 0.82 0.73 0.98 0.84 0.35 0.92 0.97 0.28 0.85 0.89 0.40 Control Delay 135.0 41.6 19.1 109.6 54.7 12.1 85.1 53.7 11.8 56.0 29.5 10.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 135.0 41.6 19.1 109.6 54.7 12.1 85.1 53.7 11.8 56.0 29.5 10.1 Queue Length 50th (ft) ~112 183 83 95 253 53 133 485 55 148 480 132 Queue Length 95th (ft) #194 237 123 #164 301 112 #221 #601 76 #229 #601 160 Internal Link Dist (ft) 296 1192 581 597 Turn Bay Length (ft) 225 200 225 225 250 200 225 250 Base Capacity (vph) 248 869 593 240 869 676 359 1793 767 469 1955 819 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.04 0.74 0.73 0.98 0.75 0.35 0.92 0.97 0.28 0.85 0.89 0.40 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. King Soopers #146 / 096083082 december 2016 APPENDIX G Conceptual Site Plan CO CO E X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X E IR IR IR EVT ECB GM E E E E TL TL TV RI SS SD SD E ECB EM E TL SS GM IR TL EXISTING BUILDING TO REMAIN ONE STORY BUILDING ONE STORY BUILDING TO REMAIN DRAKE ROAD 100' RIGHT OF WAY S. COLLEGE AVE. R.O.W. WIDTH VARIES SD SD SD SD SS 1 RxDRIVE THRU GROCERY PICK UP 2 3 4 MARKETPLACE 119,000 SF LOT 1 487,410 SF (11.189 AC) 12 30 35 16 27 30 24 29 29 14 5 6 5 7 44 39 21 38 22 12 4 LOT 2 K-MART PLAZA LOT 1 K-MART PLAZA LOT 4 K-MART PLAZA LOT 2 EXTENTION OF K-MART PLAZA 5 N1°13'28"E 64.73' S89°28'09"E 657.55' L11 ǻ=22°01'36" R=30.00' L=11.53' CB=S11°28'34"W C=11.46 S0°21'19"W 140.00' S0°49'49"W 66.21' S2°41'09"W 146.80' S0°14'46"W 18.91' S2°20'50"W 192.27' C1 S19°21'41"E 15.80' C2 N89°27'51"W 146.92' S0°22'28"W 160.00' N89°27'52"W 227.71' L12 C3 N89°20'48"W 60.46' C4 L1 3 C5 N89°27'52"W 66.64' N1°41'18"E 29.21' N88°54'47"W 7.28' N1°22'06"E 173.39' N88°39'54"W 19.64' N1°13'28"E 34.87' C6 N27°53'31"W 41.25' N1°22'03"E 424.81' S89°37'41"E 2.03' EXISTING ZONING: GENERAL COMMERCIAL EXISTING & PROPOSED ZONING: GENERAL COMMERCIAL EXISTING ZONING: GENERAL COMMERCIAL PEDESTRIAN CONNECTION PEDESTRIAN CONNECTION PEDESTRIAN PLAZA EXISTING MAX/BRT BUS STOP GRAND PROMENADE 80' 49.86' 110.58' 290.13' EXISTING ZONING: GENERAL COMMERCIAL 487,410 SQ. FT. 11.189 ACRES 71.87' # 6162 S. Willow Drive, Suite 320 Greenwood Village, CO 80111 303.770.8884 O www.gallowayUS.com C 2016. Galloway & Company, Inc. All Rights Reserved Date: Drawn By: Project No: Checked By: H:\King Soopers - City Market\CO, Fort Collins - KSS000146 -#18 College & Drake\CADD\2-Plan\Site Plan\Kss146_SP_03-Site.dwg - Phil Dalrymple - 2015-04-16 THESE PLANS ARE AN INSTRUMENT OF SERVICE AND ARE THE PROPERTY OF GALLOWAY, AND MAY NOT BE DUPLICATED, DISCLOSED, OR REPRODUCED WITHOUT THE WRITTEN CONSENT OF GALLOWAY. COPYRIGHTS AND INFRINGEMENTS WILL BE ENFORCED AND PROSECUTED. COPYRIGHT King Soopers Supermarket 65 Tejon Street Denver, CO 80223 Phone (303) 778-3053 Fax (303) 871-9262 KSS000146 SITE PLANS FOR LOTS 1, 2, AND 4, OF K-MART PLAZA, AND ALL OF LOT 2 OF THE EXTENSION OF K-MART PLAZA, SITUATED IN THE SE 1/4 OF SECTION 23, T. 7 N., R. 69 W., OF THE 6TH P.M. CITY OF FORT COLLINS, COUNTY OF LARIMER, STATE OF COLORADO NOVEMBER 2016 KMART PLAZA REDEVELOPMENT RDG PJD NOVEMBER 2016 OVERALL SITE PLAN 3 BASIS OF BEARING THE EAST LINE OF THE SOUTHEAST QUARTER OF SECTION 23, TOWNSHIP 7 NORTH, RANGE 69 WEST OF THE 6TH PM. BEING MONUMENTED AT THE NORTH END BY A 2-1/2" ALUMINUM CAP, AND AT THE SOUTH END BY A 3" ALUMINUM CAP, IS ASSUMED TO BEAR N 00°18'00" W, WITH A DISTANCE OF 2640.61 FEET BETWEEN SAID MONUMENTS. BENCHMARK NATIONAL GEODETIC SURVEY BENCHMARK "C322 RESET 1959" NAVD 88 ELEVATION: 4989.40 A STANDARD 3 1/2 INCH U.S. CONSTRUCTION AND GEODETIC SURVEY BRASS BENCHMARK DISK SET IN THE TOP OF A CONCRETE WALL ON THE NORTH SIDE OF SPRING CREEK. LOCATED 47 FEET WEST OF THE CENTERLINE OF COLLEGE AVENUE (AKA U.S. HIGHWAY 287) AND 3,566 FEET NORTH OF THE CENTERLINE OF DRAKE STREET. SCALE: 1"=50' 0 10 20 50 PROPERTY BOUNDARY LINE ADJACENT PROPERTY BOUNDARY LINE EXISTING EASEMENT BOUNDARY LINE SAWCUT LINE EXISTING SANITARY SEWER MANHOLE EXISTING GAS METER EXISTING ELECTRICAL MANHOLE EXISTING WATER VALVE EXISTING FENCE EXISTING TRAIN TRACTS EXISTING FIRE HYDRANT EXISTING ELECTRICAL BOX LEGEND X X X X EXISTING ELECTRICAL METER/RISER EXISTING WATER METER EXISTING LIGHT POLE EXISTING TELEPHONE MANHOLE EXISTING TELEPHONE RISER EXISTING IRRIGATION BOX EM SECTION LINE WV WM SS CO D Y H IR ECB TL E EVT GM RI E EXISTING SANITARY SEWER CLEANOUT EXISTING ELECTRICAL CABINET EXISTING ELECTRICAL VAULT EXISTING EXISTING TREE TO REMAIN EXISTING SIGN EXISTING STORM SEWER CURB INLET EXISTING STORM SEWER AERA INLET EASEMENT SCHEDULE EXISTING 6' UTILITY EASEMENT; REF. ALTA SURVEY EXISTING 15' UTILITY EASEMENT; REF. ALTA SURVEY EXISTING 20' UTILITY EASEMENT; REF. ALTA SURVEY EXISTING 40' UTILITY EASEMENT; REF. ALTA SURVEY EXISTING 10' DRAINAGE EASEMENT; REF. ALTA SURVEY EXISTING TRAFFIC EASEMENT TO BE VACATED; REF. ALTA SURVEY EXISTING SHARED PARKING EASEMENT; REF. ALTA SURVEY EXISTING 40' UNDERGROUND UTILITY EASEMENT; REF. ALTA SURVEY PROPOSED 20' WATER EASEMENT; REF. ALTA SURVEY PROPOSED UTILITY EASEMENT; REF. ALTA SURVEY PROPOSED TRAFFIC EASEMENT; REF. ALTA SURVEY PROPOSED FIRE HYDRANT PROPOSED MANHOLE COVER PROPOSED INLET CART CORRAL (APPROXIMATE LOCATION) PARKING COUNT EXISTING EASEMENT BOUNDARY LINE TO BE REMOVED PROPOSED EASEMENT BOUNDARY LINE EXISTING 6' GAS AND POWER EASEMENT; REF. ALTA SURVEY PROPOSED SITE LIGHTING PROPOSED SIGN 1 CURVE TABLE CURVE C1 C2 C3 C4 C5 C6 RADIUS 62.19 50.00 40.00 40.00 50.00 74.60 LENGTH 23.53 17.65 8.99 12.40 5.77 37.88 DELTA 21°40'32" 20°13'24" 12°52'23" 17°45'47" 6°36'58" 29°05'37" BEARING S08°29'26"E S09°14'59"E N82°54'36"W S81°46'19"W S76°11'54"W N13°20'23"W CHORD 23.39 17.56 8.97 12.35 5.77 37.48 LINE TABLE LINE L11 L12 L13 LENGTH 10.23 52.32 31.67 BEARING S22°29'22"W N76°28'25"W S72°53'25"W 234 Thru 1349 Left 238 Out In Total 1695 1821 3516 Right 177 Thru 447 Left 166 Out In Total 820 790 1610 Left 204 Thru 1331 Right 132 Out In Total 1776 1667 3443 Left 187 Thru 450 Right 261 Out In Total 885 898 1783 Peak Hour Begins at 12:00 PM Unshifted Peak Hour Data North Morrison, CO 80465 Thru 1617 Left 316 Out In Total 1589 2234 3823 Right 203 Thru 805 Left 152 Out In Total 1129 1160 2289 Left 301 Thru 1183 Right 124 Out In Total 2001 1608 3609 Left 203 Thru 689 Right 232 Out In Total 1407 1124 2531 Peak Hour Begins at 04:45 PM Unshifted Peak Hour Data North Morrison, CO 80465 Thru 2 Left 16 Out In Total 190 104 294 Right 53 Thru 813 Left 6 Out In Total 885 872 1757 Left 0 Thru 2 Right 8 Out In Total 11 10 21 Left 135 Thru 861 Right 3 Out In Total 899 999 1898 Peak Hour Begins at 12:00 PM Unshifted Peak Hour Data North Morrison, CO 80465 Left 12 Out In Total 197 133 330 Right 64 Thru 1325 Left 4 Out In Total 1140 1393 2533 Left 0 Thru 0 Right 9 Out In Total 4 9 13 Left 133 Thru 1119 Right 0 Out In Total 1446 1252 2698 Peak Hour Begins at 04:45 PM Unshifted Peak Hour Data North Morrison, CO 80465 0 91.8 8.2 3.5 96.5 0 39.4 3.2 57.4 0 100 0 PHF .000 .928 .823 .936 .667 .975 .000 .967 .787 .583 .886 .915 .000 .625 .000 .625 .958 McClelland Drive Drake Rd Drake Rd McClelland Drive Right 0 Thru Bus Only 5 Left 0 Out In Total 7 5 12 Right 0 Thru 885 Left 32 Out In Total 1011 917 1928 Left 85 Thru Bus Only7 Right 124 Out In Total 116 216 332 Left 0 Thru 887 Right 79 Out In Total 970 966 1936 Peak Hour Begins at 12:00 PM Unshifted Peak Hour Data North Morrison, CO 80465 0 Out In Total 8 7 15 Right 0 Thru 1397 Left 47 Out In Total 1238 1444 2682 Left 109 Thru 8 Right 132 Out In Total 127 249 376 Left 0 Thru 1106 Right 73 Out In Total 1506 1179 2685 Peak Hour Begins at 04:45 PM Unshifted Peak Hour Data North Morrison, CO 80465 Left 0 Out In Total 1 0 1 Right 1 Thru 977 Left 12 Out In Total 950 990 1940 Left 4 Thru 0 Right 22 Out In Total 18 26 44 Left 0 Thru 928 Right 6 Out In Total 981 934 1915 Peak Hour Begins at 12:15 PM Unshifted Peak Hour Data North Morrison, CO 80465 Out In Total 1 3 4 Right 1 Thru 1492 Left 51 Out In Total 1155 1544 2699 Left 48 Thru 0 Right 93 Out In Total 57 141 198 Left 0 Thru 1062 Right 6 Out In Total 1543 1068 2611 Peak Hour Begins at 05:00 PM Unshifted Peak Hour Data North Morrison, CO 80465 Thru 1559 Left 26 Out In Total 1559 1652 3211 Right 23 Thru 25 Left 33 Out In Total 80 81 161 Left 103 Thru 1454 Right 25 Out In Total 1679 1582 3261 Left 82 Thru 29 Right 87 Out In Total 195 198 393 Peak Hour Begins at 12:00 PM Unshifted Peak Hour Data North Morrison, CO 80465 95 Thru 2006 Left 59 Out In Total 1538 2160 3698 Right 30 Thru 41 Left 36 Out In Total 137 107 244 Left 81 Thru 1401 Right 29 Out In Total 2131 1511 3642 Left 107 Thru 49 Right 89 Out In Total 217 245 462 Peak Hour Begins at 04:30 PM Unshifted Peak Hour Data North Morrison, CO 80465 150’ 275’ C College Full Access Eastbound Left Eastbound Right Northbound Left 300’ 300’ 200’ 33’ 156’ 75’ 300’ 300’ 200’ 50’ 233’ 120’ 300’ 300’ 200’ Drake & Redwing Westbound Left Northbound Left 75’ 100’ 18’ 74’ 75’ 100’ 24’ 79’ 75’ 100’ Drake & McClelland Westbound Left Northbound Left 125’ 200’ 16’ 134’ 125’ 200’ 19’ 164’ 75’ 200’ Drake RIRO Access Southbound Right 40’ 25’ 40’ 25’ 40’ Drake Full Access Eastbound Left Westbound Left Northbound Approach Southbound Left Southbound Right 75’ 50’ 25’ 40’ 40’ 70’ 25’ 25’ 173’ 83’ 75’ 50’ 25’ 100’ 100’ 105’ 25’ 50’ 200’ 118’ 125’ 50’ 25’ 100’ 100’ Drake & College Eastbound Left Eastbound Right Westbound Left Westbound Right Northbound Left Northbound Right Southbound Left Southbound Right 225’ 200’ 225’ 225’ 250’ DL 200’ 250’ DL 250’ 305’ 50’ 207’ 82’ 241’ 51’ 220’ 176’ 225’ 200’ 225’ 225’ 250’ DL 200’ 250’ DL 250’ 213’ DL 152’ 168’ DL 122’ 321’ 78’ 271’ 204’ 225’ DL 200’ 175’ DL 225’ 325’ DL 200’ 275’ DL 250’ C = Continuous; DL = Dual Left Turn Lanes E E F C 50.2 60.4 81.1 37.0 83.8 48.9 89.3 42.7 23.4 52.4 92.4 49.0 29.7 42.9 85.0 39.0 17.8 D E F D F D F D C D F D C D F D B 2035 Background Plus Project Eastbound Approach Eastbound Left Eastbound Through Eastbound Right Westbound Approach Westbound Left Westbound Through Westbound Right Northbound Approach Northbound Left Northbound Through Northbound Right Southbound Approach Southbound Left Southbound Through Southbound Right 90.7 85.8 233.3 57.4 43.2 82.3 99.6 93.9 20.8 86.6 213.9 52.4 31.9 100.5 88.7 118.3 26.4 F F F E D F F F C F F D C F F F C 55.6 78.7 109.2 43.4 112.8 49.6 92.8 43.8 22.9 53.4 92.8 48.8 29.7 48.1 96.1 42.5 18.5 E E F D F D F D C D F D C D F D B 2035 Background Plus Project ## Eastbound Approach Eastbound Left Eastbound Through Eastbound Right Westbound Approach Westbound Left Westbound Through Westbound Right Northbound Approach Northbound Left Northbound Through Northbound Right Southbound Approach Southbound Left 78.6 73.3 229.5 46.7 17.9 96.8 146.4 106.9 14.0 78.1 213.9 41.3 23.5 72.4 105.9 E E F D B F F F B E F D C E F 50.0 54.5 110.2 43.4 37.7 47.0 89.3 43.8 13.8 50.2 75.2 48.8 22.8 48.9 96.1 D D F D D D F D B D E D C D F E D C 41.7 47.7 39.8 40.9 63.1 37.3 40.7 41.6 21.8 38.0 55.5 36.6 27.8 43.9 69.9 43.1 20.5 D D D D E D D D C D E D C D E D C 2018 Background Plus Project Eastbound Approach Eastbound Left Eastbound Through Eastbound Right Westbound Approach Westbound Left Westbound Through Westbound Right Northbound Approach Northbound Left Northbound Through Northbound Right Southbound Approach Southbound Left Southbound Through Southbound Right 54.2 52.5 114.4 39.9 36.4 59.6 60.2 69.3 20.0 49.5 90.6 38.5 29.5 55.8 65.7 60.1 24.2 D D F D D E E E B D F D C E E E C 42.1 48.9 40.2 40.2 66.9 36.8 39.6 41.7 20.8 41.6 58.3 39.8 29.6 41.4 67.3 39.5 18.7 D D D D E D D D C D E D C D E D B 2035 Background Eastbound Approach Eastbound Left Eastbound Through Eastbound Right Westbound Approach Westbound Left Westbound Through Westbound Right Northbound Approach Northbound Left Northbound Through Northbound Right Southbound Approach Southbound Left 81.7 86.0 233.3 57.9 41.5 90.1 125.4 99.1 21.9 77.0 204.7 45.8 30.2 78.8 86.5 F F F E D F F F C E F D C E F 49.8 60.1 79.5 37.0 83.8 46.9 80.1 42.7 23.4 52.4 92.4 49.0 29.7 42.9 85.0 D E E D F D F D C D F D C D F 115.9 33.3 26.3 42.6 80.5 D E F D D D E E C D F C C D F 41.2 46.6 36.2 40.9 61.7 36.6 36.8 14.6 22.3 38.5 57.1 36.8 28.2 43.1 67.0 D D D D E D D D C D E D C D E C B B F D 13.2 10.1 53.9 936.2 15.4 B B F F C 2035 Background Eastbound Left Westbound Left Northbound Approach Southbound Left Southbound Right 22.9 12.6 14.9 2214.3 27.7 C B B F D 12.6 11.1 59.0 540.1 15.0 B B F F C 2035 Background Plus Project Eastbound Left Westbound Left Northbound Approach Southbound Left Southbound Right 34.0 12.5 14.8 7077.7 43.3 D B B F E 15.2 11.0 102.8 2240.9 17.6 C B F F C 10.4 13.8 13.9 13.7 4.0 22.4 2.8 20.3 20.2 20.4 18.1 B B B B A C A C C C B 2035 Background Eastbound Approach Eastbound Through Eastbound Right Westbound Approach Westbound Left Westbound Through Northbound Approach Northbound Left Northbound Through/Right Southbound Through 8.4 7.2 7.0 7.5 5.0 12.9 4.7 31.2 31.2 31.2 26.1 A A A A A B A C C C C 8.6 11.1 11.2 11.1 1.6 20.3 0.7 23.2 23.1 23.3 20.2 A B B B A C A C C C C 2035 Background Plus Project Eastbound Approach Eastbound Through Eastbound Right Westbound Approach Westbound Left Westbound Through Northbound Approach Northbound Left Northbound Through/Right Southbound Through 8.7 7.6 7.3 7.9 5.1 12.3 4.7 32.6 32.4 32.7 27.1 A A A A A B A C C C C 8.3 10.5 10.5 10.4 1.5 19.2 0.4 24.9 24.6 25.1 21.5 A B B B A B A C C C C E D E 3.6 4.1 4.1 4.1 0.4 1.9 0.3 70.6 56.7 73.7 A A A A A A A E E E DRAKE ROAD & MCCLELLAND DRIVE The existing intersection of Drake Road and McClelland Drive is a signalized intersection with protected- permitted left-turn phasing on the westbound approach. The north leg is restricted to public transit vehicles only serving the Mason Corridor Transitway (MAX). With existing conditions, the intersection operates acceptably with a LOS B or better. With or without the addition of project traffic throughout 2035, this intersection is anticipated to operate acceptably during the weekday afternoon and Saturday midday peak hours. Table 6 provides the results of the level of service at this intersection. Table 6. Drake Road and McClelland Drive LOS Results Scenario Weekday PM Peak Hour Saturday Midday Peak Hour Delay (sec/veh) LOS Delay (sec/veh) LOS 2016 Existing Eastbound Approach Eastbound Through Eastbound Right Westbound Approach Westbound Left Westbound Through Northbound Approach Northbound Left Northbound Through/Right Southbound Through 6.5 7.1 7.2 7.1 2.3 16.8 1.7 25.7 25.8 25.6 22.4 A A A A A B A C C C C 17.6 16.1 16.2 16.0 19.1 24.7 18.8 18.0 18.0 18.0 16.2 B B B B B C B B B B B 2018 Background Eastbound Approach Eastbound Through Eastbound Right Westbound Approach Westbound Left 6.4 6.5 6.6 6.5 2.4 16.2 A A A A A B 11.7 15.4 15.5 15.3 5.7 23.8 B B B B A C A A A A A A E E E 2018 Background Eastbound Approach Eastbound Through Eastbound Right Westbound Approach Westbound Left Westbound Through Northbound Approach Northbound Left Northbound Right 8.8 8.6 8.6 8.5 0.7 4.8 0.5 62.3 48.0 68.2 A A A A A A A E D E 3.0 3.0 3.0 3.0 0.3 1.3 0.2 75.4 58.6 79.6 A A A A A A A E E E 2018 Background Plus Project Eastbound Approach Eastbound Through Eastbound Right Westbound Approach Westbound Left Westbound Through Northbound Approach Northbound Left Northbound Right 9.2 9.1 9.1 9.1 0.8 5.3 0.6 63.3 47.4 69.5 A A A A A A A E D E 3.3 3.4 3.4 3.4 0.3 1.5 0.3 73.5 57.4 76.8 A A A A A A A E E E 2035 Background Eastbound Approach Eastbound Through Eastbound Right 10.4 11.2 11.2 11.1 B B B B 3.3 3.6 3.6 3.6 A A A A 100.7 760.7 98.8 F F F 50.2 68.8 51.5 F F F 2035 Background Northbound Left Eastbound Left Eastbound Right 156.4 1541.4 63.0 F F F 70.5 535.8 34.3 F F D 2035 Background Plus Project Northbound Left Eastbound Left Eastbound Right 269.0 257.9 228.7 F F F 104.0 1339.7 103.9 F F F 16.5 10.7 D D D D D D D B B B B B B B B 2035 Background Eastbound Approach Eastbound Left Eastbound Through Eastbound Right Westbound Approach Westbound Left/Through Westbound Right Northbound Approach Northbound Left Northbound Through Northbound Right Southbound Approach Southbound Left Southbound Through Southbound Right 19.4 47.0 53.5 41.1 43.3 42.4 43.1 40.9 15.2 37.8 13.5 14.4 18.1 12.2 18.7 9.1 B D D D D D D D B D B B B A B A 15.6 48.4 53.5 42.4 45.7 44.1 44.7 42.7 12.1 19.0 11.4 12.2 13.2 9.0 13.5 7.8 B D D D D D D D B B B B B A B A 2035 Background Plus Project Eastbound Approach Eastbound Left Eastbound Through Eastbound Right Westbound Approach Westbound Left/Through Westbound Right Northbound Approach Northbound Left Northbound Through Northbound Right Southbound Approach Southbound Left Southbound Through Southbound Right 22.9 51.7 64.6 38.6 40.2 40.3 41.1 38.1 17.7 43.9 15.6 16.7 21.7 14.1 22.5 10.5 C D E D D D D D B D B B B B C B 20.6 48.1 57.1 36.8 39.0 38.9 39.6 36.7 16.5 25.8 15.6 16.6 18.8 12.5 19.3 10.9 C D E D D D D D B C B B B B B B D D B C B B B A B A 14.0 48.8 53.1 43.2 46.7 44.4 44.9 43.2 9.9 10.7 9.7 10.2 11.0 7.4 11.2 7.5 B D D D D D D D A B A B B A B A 2018 Background Eastbound Approach Eastbound Left Eastbound Through Eastbound Right Westbound Approach Westbound Left/Through Westbound Right Northbound Approach Northbound Left Northbound Through Northbound Right Southbound Approach Southbound Left Southbound Through Southbound Right 16.8 47.3 53.2 41.8 44.1 42.7 43.2 41.4 12.5 22.5 11.5 12.1 14.4 9.2 14.9 8.7 B D D D D D D D B C B B B A B A 14.1 48.7 53.1 43.1 46.6 44.4 44.8 43.1 10.1 11.2 9.8 10.4 11.2 7.5 11.4 7.5 B D D D D D D D B B A B B A B A 2018 Background Plus Project 20.4 C 18.7 B 184(201) 155(169) 245(226) 280(315) 207(191) 237(266) 203(187) 232(261)