HomeMy WebLinkAboutCOMPASS COMMUNITY COLLABORATIVE CHARTER SCHOOL - SITE PLAN ADVISORY REVIEW - SPA180001 - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYTraffic Impact Study
Compass Community
Collaborative School
Fort Collins, Colorado
Prepared for:
ML-3, LLC
T R A F F I C I M P A C T S T U D Y
Compass Community Collaborative School
Fort Collins, Colorado
Prepared for
ML-3, LLC
PO Box 270695
Fort Collins, 80527
Prepared by
Kimley-Horn and Associates, Inc.
4582 South Ulster Street
Suite 1500
Denver, Colorado 80237
(303) 228-2300
March 2018
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.
03/02/2018
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TABLE OF CONTENTS
TABLE OF CONTENTS ................................................................................................... i
APPENDICES .................................................................................................................. i
LIST OF TABLES .............................................................................................................ii
LIST OF FIGURES ...........................................................................................................ii
1.0 EXECUTIVE SUMMARY ........................................................................................... 1
2.0 INTRODUCTION ....................................................................................................... 3
3.0 EXISTING AND FUTURE CONDITIONS .................................................................. 5
3.1 Existing Roadway Network ................................................................................................5
3.2 Existing and Future Study Area .........................................................................................7
3.3 Existing Traffic Volumes ....................................................................................................7
3.4 Unspecified Development Traffic Growth ...........................................................................7
4.0 PROJECT TRAFFIC CHARACTERISTICS ............................................................. 11
4.1 Trip Generation................................................................................................................11
4.2 Trip Distribution ...............................................................................................................12
4.3 Traffic Assignment ...........................................................................................................13
4.4 Total (Background Plus Project) Traffic............................................................................14
5.0 TRAFFIC OPERATIONS ANALYSIS ...................................................................... 18
5.1 Analysis Methodology ......................................................................................................18
5.2 Key Intersection Operational Analysis .............................................................................19
5.3 State Highway Turn Bay Length Analysis ........................................................................22
5.4 Queuing Analysis .............................................................................................................24
6.0 CONCLUSIONS AND RECOMMENDATIONS ....................................................... 27
APPENDICES
Appendix A – TIS Base Assumptions
Appendix B – Intersection Count Sheets
Appendix C – Traffic Growth Information
Appendix D – Trip Generation Worksheets
Appendix E – Intersection Analysis Worksheets
Appendix F– Queue Analysis Worksheets
Appendix G – Conceptual Site Plan
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LIST OF TABLES
Table 1 – Compass Community Collaborative School Traffic Generation..................................12
Table 2 – Level of Service Definitions .......................................................................................18
Table 3 – Rutgers Avenue and College Avenue LOS Results ...................................................20
Table 4 – College Avenue Right-In/Right-Out Access LOS Results ..........................................21
Table 5 – Queuing Analysis Results ..........................................................................................24
LIST OF FIGURES
Figure 1 – Vicinity Map ................................................................................................................4
Figure 2 – Existing Lanes and Control ........................................................................................6
Figure 3 – Existing Traffic Volumes .............................................................................................8
Figure 4 – 2020 Background Traffic Volumes..............................................................................9
Figure 5 – 2040 Background Traffic Volumes............................................................................10
Figure 6 – Project Trip Distribution ............................................................................................13
Figure 7 – Project Traffic Assignment .......................................................................................15
Figure 8 – 2020 Total Traffic Volumes ......................................................................................16
Figure 9 – 2040 Total Traffic Volumes ......................................................................................17
Figure 10 – Recommended Lane Configurations and Control ...................................................26
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1.0 EXECUTIVE SUMMARY
A new charter school, Compass Community Collaborative School, is proposed within the
northwest quadrant of the Rutgers Avenue and College Avenue (US-287) intersection in Fort
Collins, Colorado. The project is anticipated to occupy an existing building with 15,025 square
feet of building area. The school proposes to have a capacity of 400 students on site. It is
expected that the project will be completed by 2020; therefore, analysis was completed for the
2020 short term horizon as well as the 2040 long term horizon per City of Fort Collins and State
of Colorado Department of Transportation (CDOT) requirements. Of note, Compass Community
Collaborative School is not anticipated to meet student compacity by 2020, but full capacity was
assumed in 2020 to provide a conservative and full buildout scenario.
The purpose of this study is to identify project traffic generation characteristics, to identify
potential project traffic related impacts on the local street system, and to develop mitigation
measures required for identified impacts. The intersection of Rutgers Avenue and College
Avenue was incorporated into this traffic study in accordance with City of Fort Collins and CDOT
standards and requirements. In addition, the existing right-in/right-out access along College
Avenue to be shared with the proposed development was evaluated.
Primary access to the site will be provided by Rutgers Avenue and College Avenue. Direct
access to the project is proposed from the existing signalized intersection of Rutgers Avenue
and College Avenue, and an existing right-in/right-out driveway along College Avenue. The
existing right-in/right-out access along College Avenue is located approximately 300 feet
(measured center to center) north of the Rutgers Avenue and College Avenue intersection.
The Compass Community Collaborative School project is expected to generate approximately
992 daily weekday trips with 130 of these trips occurring during the morning peak hour of the
generator and 139 trips during the afternoon peak hour of the generator based on the staggered
start times.
Distribution of site traffic on the street system was based on the area street system
characteristics, existing traffic patterns, anticipated surrounding development areas, and the
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proposed access system for the project. Assignment of project traffic was based upon the trip
generation described previously and the distributions developed.
Based on the analysis presented in this report, Kimley-Horn believes the proposed Compass
Community Collaborative School will be successfully incorporated into the existing roadway
network. The west leg of the College Avenue (US-287) right-in/right-out access intersection is
anticipated to have traffic volumes increase by more than 20 percent, and therefore it is
believed that CDOT will require an access permit for this access intersection. All off-site and on-
site improvements should be incorporated into the Civil Drawings, and conform to standards of
the City of Fort Collins, CDOT, Institute of Transportation Engineers (ITE), and the Manual on
Traffic Control Devices (MUTCD) – 2009 Edition.
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2.0 INTRODUCTION
Kimley-Horn and Associates, Inc. (Kimley-Horn) has prepared this report to document the
results of a Traffic Impact Study of future traffic conditions associated with the proposed
Compass Community Collaborative School to be located near the northwest of the Rutgers
Avenue and College Avenue (US-287) intersection in Fort Collins, Colorado. A vicinity map
illustrating the project site location is shown in Figure 1. The project is anticipated to occupy an
existing building with 15,025 square feet of building space. The charter school proposes to
include a capacity of 400 students on site. It is expected that the project will be completed by
2020. Analysis was therefore conducted for the 2020 short term horizon, as well as the 2040
long-term horizon per City of Fort Collins and State of Colorado Department of Transportation
(CDOT) requirements. A conceptual site and circulation plan illustrating the development and
access locations is shown in Appendix G.
The purpose of this study is to identify project traffic generation characteristics, to identify
potential project traffic related impacts on the local street system, and to develop mitigation
measures required for identified impacts. The intersection of Rutgers Avenue and College
Avenue was incorporated into this traffic study in accordance with City of Fort Collins and CDOT
standards and requirements. In addition, the existing right-in/right-out access along College
Avenue to be shared with the proposed development was evaluated. The City of Fort Collins
Transportation Impact Study Base Assumptions form is shown in Appendix A.
Primary access to the site will be provided by Rutgers Avenue and College Avenue. Direct
access to the project is proposed from the existing signalized intersection of Rutgers Avenue
and College Avenue, and an existing right-in/right-out driveway along College Avenue. The
existing right-in/right-out access along College Avenue is located approximately 300 feet
(measured center to center) north of the Rutgers Avenue and College Avenue intersection.
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3.0 EXISTING AND FUTURE CONDITIONS
3.1 Existing Roadway Network
Rutgers Avenue provides one lane of travel each direction, eastbound and westbound, and has
a posted speed limit of 25 miles per hour east of College Avenue. West of College Avenue, the
Rutgers Avenue alignment provides access to an existing commercial center. This access
provides two through lanes in each direction west of College Avenue to the existing Whole
Foods grocery store. College Avenue (US-287) is owned and maintained by CDOT. The State
Highway Access Category Schedule categorizes the segment of College Avenue (US-287)
through the study area as NR-B: Non Rural Arterial. College Avenue provides three lanes of
travel each direction, northbound and southbound, and has a posted speed limit of 40 miles per
hour. College Avenue has a raised median through the project study area.
The existing intersection of Rutgers Avenue and College Avenue operates with a traffic signal
and permissive only left turn phasing on all approaches except for the northbound left turn
movement which operates with protected-permissive phasing. The eastbound approach
consists of a left turn lane and shared through/right turn lane. The westbound approach to the
frontage road providing residential access includes a single lane approach. Beyond this point at
the intersection with College Avenue there is adequate width for separate left turn and
through/right turn lanes. The northbound approach consists of a left turn lane and three through
lanes with the outermost being a shared through/right turn lane. The southbound approach
consists of a left turn lane, three through lanes, and a right turn lane.
An existing right-in/right-out access is located approximately 300 feet north of the Rutgers
Avenue and College Avenue intersection, measured center to center. This existing access is
anticipated to remain and provide shared access with the proposed development. This existing
College Avenue driveway is an unsignalized “T”-intersection with stop control on the eastbound
approach. The eastbound approach consists of a single right turn lane, with controlled right turn
movements only due to a raised median island within College Avenue. The intersection lane
configuration and control for these study area key intersections are shown in Figure 2.
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3.2 Existing and Future Study Area
The existing site is comprised of two existing multi-tenant specialty retail buildings. The
surrounding area contains a mix of uses. Directly to the north of the site is A’s Storage. Directly
to the west of the site is the MAX BRT line. Directly to the east of the site (between the site and
College Avenue) are retail uses. Directly to the south of the site are commercial uses (Whole
Foods Shopping Center). Outside of these uses, residential areas exist to the east, while
Colorado State University exists to the west and northwest.
3.3 Existing Traffic Volumes
Existing peak hour turning movement counts were conducted at the key intersections on
Wednesday, February 14, 2018. The counts were conducted in 15-minute intervals during the
morning and afternoon peak hours of adjacent street traffic from 7:00 AM to 9:00 AM and 4:00
PM to 6:00 PM, respectively, on this count date. Existing turning movement counts are shown in
Figure 3 with count sheets provided in Appendix B.
3.4 Unspecified Development Traffic Growth
According to information provided on the website for the Colorado Department of
Transportation, the 20-year growth factor along College Avenue (US-287) within the study area
is 1.02. This value equates to an annual growth rate of approximately 0.10 percent. Upon
discussions with the City of Fort Collins, it was determined that an annual traffic volume growth
rate of one percent was more appropriate to represent anticipated future traffic volumes along
College Avenue and Rutgers Avenue. Therefore, an annual traffic volume growth rate of one (1)
percent was used in this traffic analysis for all movements not being generated by the retail
along the west side of College Avenue as this traffic is anticipated to remain constant in the
future. Traffic information from the CDOT Online Transportation Information System (OTIS)
website is included in Appendix C for information purposes only. The City recommended
annual growth rate of one percent per year was used to calculate future traffic volumes for the
near term 2020 and long term 2040 traffic volume projections at the key intersections, as shown
in Figures 4 and 5, respectively.
62(110)
1561(1597)
11(11)
85(252)
1142(2208)
4(22)
96(224)
4(18)
44(146)
3(11)
3(13)
6(10)
1687(1839)
11(24)
1232(2464)
2(14)
62(110)
1592(1629)
11(11)
85(252)
1165(2252)
4(22)
96(224)
4(18)
44(146)
3(11)
3(13)
6(10)
1721(1876)
11(24)
1257(2514)
2(14)
62(110)
1943(1988)
14(14)
85(252)
1421(2748)
5(27)
96(224)
4(18)
44(146)
4(14)
3(13)
7(12)
2100(2289)
11(24)
1533(3067)
2(14)
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4.0 PROJECT TRAFFIC CHARACTERISTICS
4.1 Trip Generation
Site-generated traffic estimates are determined through a process known as trip generation.
Rates and equations are applied to the proposed land use to estimate traffic generated by the
development during a specific time interval. Using the ITE Trip Generation Manual Trip
Generation Report1 published by the Institute of Transportation Engineers (ITE) is the industry
standard for determining site-generated traffic estimates. ITE has established trip rates in
nationwide studies of similar land uses.
Compass Community Collaborative School is a proposed charter school expected to have an
enrollment capacity of 400 students. Based on this, Kimley-Horn used the ITE Trip Generation
Report average rate equations that apply to Private School (536) for traffic associated with the
proposed development. The school will have staggered start and release times. The first start
(which is anticipated to occupy 40 percent of the school population) will begin at 7:55 AM and
be released at 3:10 PM. The second start (which is anticipated to occupy 30 percent of the
school) will begin at 8:40 AM and be released at 4:00 PM, while The third start (which is
anticipated to also occupy 30 percent of the school population) is scheduled to begin at 9:25 AM
with a release time of 4:45 PM.
Trip generation reduction factors were utilized due to the staggered start and release times for
the school. It was determined through evaluation of the existing traffic counts that the morning
peak hour of traffic occurred from 8:15 AM to 9:15 AM while the afternoon peak hour of traffic
occurred from 4:00 PM to 5:00 PM, as it relates to the peak hour of the school generator. The
morning peak hour coincides with the second start which is anticipated to occupy 30 percent of
the school; however, 40 percent of the anticipated trips generated by the school in the morning
were used in the analysis to be conservative. The afternoon peak hour coincides with the
release of both the second and third waves which are anticipated to combine to occupy 60
percent of the school population. Therefore, 60 percent of the anticipated trips generated by the
school in the afternoon peak were used in the analysis. The trip generation worksheet is
1 Institute of Transportation Engineers, Trip Generation: An Information Report, Tenth Edition,
Washington DC, 2017.
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included in Appendix C. These calculations illustrate the equations used and directional
distribution of trips based on ITE studies.
The proposed school is a redevelopment of previous uses; however, the existing retail shops
are primarily vacant and a reduction of trips already being generated by the retail uses was not
utilized to provide a conservative analysis.
Taking into account the staggered bell schedule reduction factors, Compass Community
Collaborative School is expected to generate approximately 992 daily weekday trips with 130 of
these trips occurring during the morning peak hour of the generator and 139 trips during the
afternoon peak hour of the generator. Calculations were based on the procedure and
information provided in the ITE Trip Generation Manual, 10th Edition – Volume 1: User’s Guide
and Handbook, 2017. Table 1 summarizes the estimated trip generation for the proposed
development.
Table 1 – Compass Community Collaborative School Traffic Generation
Use
AM Peak Hour PM Peak Hour
Daily In Out Total In Out Total
Private School (K-12) – 400 Students
(ITE 536)
992 198 126 324 97 135 232
Staggered Bell Schedule Factors
(40% AM – 60% PM)
992 79 51 130 58 81 139
Site Trip Generation 992 79 51 130 58 81 139
4.2 Trip Distribution
Distribution of site traffic on the street system was based on the area street system
characteristics, existing traffic patterns, anticipated surrounding development areas, expected
roadway improvements, and the proposed access system for the project. The directional
distribution of traffic is a means to quantify the percentage of site-generated traffic that
approaches the site from a given direction and departs the site back to the original source.
Figure 6 illustrates the expected trip distribution for the site.
[50%]
5%
45%
[20%]
[10%]
10%
40%
5%
[50%]
[20%]
[70%]
55%
[20%]
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4.3 Traffic Assignment
Traffic assignment was obtained by applying the project trip distributions to the estimated traffic
generation of the school shown in Table 1. Traffic assignment for the project is shown in Figure
7.
4.4 Total (Background Plus Project) Traffic
Site traffic volumes were added to the background volumes to represent estimated traffic
conditions for the short term 2020 and long term 2040 horizons. These total traffic volumes for
the site redevelopment with the project are illustrated for the 2020 and 2040 horizon years in
Figures 8 and 9, respectively.
32(23)
4(3)
10(16)
26(41)
5(8)
10(16)
8(6)
26(41)
36(26)
4(3)
10(16)
94(133)
1592(1629)
11(11)
89(255)
1175(2268)
4(22)
122(265)
9(26)
54(162)
3(11)
11(19)
6(10)
1747(1917)
47(50)
1261(2517)
12(30)
94(133)
1943(1988)
14(14)
89(255)
1431(2764)
5(27)
122(265)
9(26)
54(162)
4(14)
11(19)
7(12)
2126(2330)
47(50)
1537(3070)
12(30)
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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 2020 and 2040 development horizons at the identified key
intersection and access driveway. The acknowledged source for determining overall capacity is
the current edition of the Highway Capacity Manual (HCM)2.
5.1 Analysis Methodology
Capacity analysis results are listed in terms of Level of Service (LOS). LOS is a qualitative term
describing operating conditions a driver will experience while traveling on a particular street or
highway during a specific time interval. It ranges from A (very little delay) to F (long delays and
congestion). For intersections and roadways in this study area, typical standard traffic
engineering practice recommends intersection LOS D as the minimum threshold for acceptable
operations for overall intersections and LOS E for movements and approaches of unsignalized
intersections. Table 2 shows the definition of level of service for signalized and unsignalized
intersections.
Table 2 – Level of Service Definitions
Level of
Service
Signalized Intersection
Average Total Delay
(sec/veh)
Unsignalized Intersection
Average Total Delay
(sec/veh)
A ≤ 10 ≤ 10
B > 10 and ≤ 20 > 10 and ≤ 15
C > 20 and ≤ 35 > 15 and ≤ 25
D > 35 and ≤ 55 > 25 and ≤ 35
E > 55 and ≤ 80 > 35 and ≤ 50
F > 80 > 50
_______________
Definitions provided from the Highway Capacity Manual, Special Report 209, Transportation Research Board, 2010.
Study area intersections were analyzed based on average total delay analysis for signalized
and unsignalized intersections. Under the unsignalized analysis, the level of service (LOS) for a
two-way stop controlled intersection is determined by the computed or measured control delay
and is defined for each minor movement. Level of service for a two-way stop-controlled
2 Transportation Research Board, Highway Capacity Manual, Special Report 209, Washington DC, 2010.
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intersection is not defined for the intersection as a whole. Level of service for a signalized and
all-way stop controlled intersection is defined for each approach and for the overall intersection.
5.2 Key Intersection Operational Analysis
Calculations for the level of service at the key intersection and project access driveway for the
study area are provided in Appendix E. The signalized intersection analysis utilizes the
observed cycle lengths of 110 seconds for the morning peak hour and 120 seconds for the
afternoon peak hour with existing phasing and timing splits of the Rutgers Avenue and College
Avenue intersection. The existing year analysis is based on the lane geometry and intersection
control shown in Figure 2. LOS for the intersections was calculated using Synchro software
presenting the HCM results. Existing peak hour factors were utilized at the study area
intersections with exception of the movements to and from the school from the right-in/right-out
access. Movements to and from a school typically have lower peak hour factors due to students
arriving and departing in a timeframe spanning less than a full hour. For these movements, a
peak hour factor of 0.50 and 0.70 was used during the morning and afternoon peak hours. The
afternoon peak hour factor is higher due to coinciding with two release times whereas the
morning peak hour only coincides with one start time. The peak hour factors should be
conservative due to staggered school start times and the right-in-right-out access being a
shared access.
Rutgers Avenue and College Avenue
The existing intersection of Rutgers Avenue and College Avenue operates with a traffic signal
and permissive left turn phasing on all approaches except for the northbound left turn movement
which operated with protected-permissive phasing. With the existing configuration, the
intersection currently operates at LOS A during the morning peak hour and LOS B during the
afternoon peak hour. With or without the addition of school traffic, this intersection is expected to
continue operating acceptably with LOS C or better during the peak hours throughout the 2040
horizon. Therefore, no modifications are anticipated to be needed at this intersection due to
construction of the project. Table 3 provides the results of the level of service at this
intersection.
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Table 3 – Rutgers Avenue and College Avenue LOS Results
Scenario AM Peak Hour PM Peak Hour
Delay
(sec/veh)
LOS
Delay
(sec/veh)
LOS
2018 Existing – Overall
Eastbound Left
Eastbound Through/Right
Westbound Left
Westbound Through/Right
Northbound Left
Northbound Through
Southbound Left
Southbound Through
Southbound Right
8.0
49.3
43.5
44.7
41.7
4.6
4.3
6.2
6.8
5.3
A
D
D
D
D
A
A
A
A
A
19.3
54.1
43.2
48.6
36.9
46.3
8.9
14.7
19.4
11.9
B
D
D
D
D
D
A
B
B
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College Avenue Right-In/Right-Out Access
The existing College Avenue access is an unsignalized “T”-intersection with stop control on the
eastbound approach. This existing right-in/right-out access is located approximately 300 feet
(measured center to center) north of the Rutgers Avenue and College Avenue signalized
intersection. The southbound right turn lane at the Rutgers Avenue and College Avenue
intersection is constructed back to this right-in/right-out access, which can serve as an
acceleration lane for right turn exiting movements out of the driveway. For purposes of this
analysis, it was assumed that all right turn exiting traffic operates with stop control and not the
use of this southbound right turn lane. With the existing configuration, the eastbound right turn
currently operates acceptably at LOS C during the morning peak hour and LOS E during the
afternoon peak hour. With the addition of project traffic in 2020 and 2040, the eastbound right
turn movement may operate at LOS F during the afternoon peak hour. As noted, the
operational analysis was performed with all eastbound right turn traffic coming to a stop on the
eastbound approach and waiting for a gap in southbound College Avenue traffic. Delays are
anticipated to be less than predicted due to the existing southbound right turn deceleration lane
constructed from the Rutgers Avenue signalized intersection to this access. This right turn
deceleration lane will allow right turning traffic to use this lane for acceleration to facilitate
improved right turn movements. If high delays and poor level of service are realized in the
future on this exiting right turn movement, traffic is anticipated to reroute on the street network
and use the Rutgers Avenue and College Avenue signalization intersection to exit the site.
Therefore, no modifications are anticipated to be needed at this intersection with development
of the project. Table 4 provides the results of the level of service.
Table 4 – College Avenue Right-In/Right-Out Access LOS Results
Scenario
AM Peak Hour PM Peak Hour
Delay
(sec/veh)
LOS
Delay
(sec/veh)
LOS
2018 Existing
Eastbound Right 16.5 C 39.2 E
2020 Background Traffic
Eastbound Right 16.8 C 41.3 E
2020 Total Traffic
Eastbound Right 18.5 C 53.2 F
2040 Background Traffic
Eastbound Right 20.1 C 69.6 F
2040 Total Traffic
Eastbound Right 22.7 C 106.1 F
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5.3 State Highway Turn Bay Length Analysis
Since the College Avenue (US-287) is a state highway and maintained facility, it is
recommended that auxiliary turn lanes along US 287 be constructed in accordance with the
current CDOT State Highway Access Code (SHAC). The following discusses requirements for
turn lanes along College Avenue (US-287) with the roadway posted speed limit being 40 miles
per hour through the project study area.
The State Highway Access Category Schedule categorizes the segment of College Avenue
(US-287) through the study area as NR-B: Non-Rural Arterial. According to the State Highway
Access Code for category NR-B roadways with a speed limit of less than or equal to 40 miles
per hour, the following thresholds apply:
• A left turn deceleration lane with storage length plus taper is required for any access with
a projected peak hour left ingress turning volume greater than 25 (vph).
• A right turn deceleration lane with storage length plus taper is required for any access
with a projected peak hour right ingress turning volume greater than 50 (vph).
• Right turn acceleration lanes are generally not required.
Based on existing and future traffic projections, the auxiliary turn lane requirements were
calculated per the SHAC for the intersection of Rutgers Avenue and College Avenue as well as
the project access along College Avenue (US-287). The west leg of the US-287 right-in/right-out
access intersection is anticipated to have traffic volumes increase by more than 20 percent with
the Compass Community Collaborative School redevelopment project; therefore, it is believed
that CDOT will require an access permit for this intersection. The Rutgers Avenue signalized
intersection along College Avenue (US-287) is not anticipated to have traffic volumes increase
by more than 20 percent with the project, and therefore an access permit is not believed to be
needed at this intersection. Through the existing access intersections, the State Highway
provides three lanes of travel in each direction (northbound and southbound) with a 40 mile per
hour posted speed limit. As such, right turn acceleration and deceleration lanes aren’t generally
needed, but were identified herein to determine if they could provide a benefit. Turn lane
requirements at the College Avenue signalized intersection with Rutgers Avenue and the right-
in/right-out access are as follows:
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Rutgers Avenue and College Avenue (US-287) Signalized Intersection
• A northbound left turn lane is currently warranted at the existing Rutgers Avenue and
College Avenue (US-287) intersection with existing traffic being 110 vehicles per hour
(vph) and the threshold for requiring a left turn deceleration lane being 25 vph. The
projected northbound left turn volume with the project is anticipated to be 133 vph. The
northbound left turn deceleration length requirement is 150 feet of storage plus a 144-
foot taper. This lane exists today and provides a length of 225 feet with a taper of
approximately 100 feet. It isn’t believed that it would be beneficial to shorten the length
of the turn lane to increase the taper length (especially since it is a reverse curve taper
instead of a straight taper). Therefore, it is believed that this existing northbound left turn
deceleration lane is in compliance with the SHAC and no modifications are needed.
• A southbound right turn deceleration lane is warranted at the existing Rutgers Avenue
and College Avenue (US-287) intersection with the existing right turn volume being 252
vph with the threshold for requiring a right turn deceleration lane being 50 vph. The
southbound right turn volume with the project is anticipated to increase to 255 vph. The
SHAC southbound right turn deceleration length requirement is 250 feet storage plus a
144-foot taper. This lane currently exists with a length of 225 feet that extends to the
project right-in/right-out access. The calculated extension per SHAC is due to the
existing traffic volumes (252 right turns), but this storage lane is constructed to the
maximum length available due to the location of the driveway to the north; therefore, no
mitigation is recommended at this location. Providing a continuous lane through the
existing driveway location is not feasible due to the sloped wall located along the west
side of College Avenue north of the right-in/right-out access location. Therefore, it is
believed that this existing southbound right turn will not require any modifications.
College Avenue (US-287) right-in/right-out access intersection
• A southbound right turn deceleration lane is not warranted at the existing College
Avenue (US-287) right-in/right-out access intersection with the projected right turn
volume being 50 vph and the threshold for requiring a right turn deceleration lane being
greater than 50 vph. As mentioned previously, a right turn lane is not feasible due to the
grade separated sloped wall located north of the project access driveway.
Kimley-Horn and Associates, Inc.
096707000 – Compass Community Collaborative School
Page 24
5.4 Queuing Analysis
A queuing analysis was conducted for the signalized study area intersection of Rutgers Avenue
and College Avenue (US-287) and the existing College Avenue right-in/right-out access
intersection. The queuing analysis was performed using the Synchro analysis software
presenting the results of the 95th percentile queue lengths. Results are shown in the following
Table 5 with calculations provided within the level of service operational sheets of Appendix E
for the unsignalized intersection and Appendix F for signalized intersection.
Table 5 – Queuing Analysis Results
Intersection Turn Lane
Existing
Turn
Lane
Length
(feet)
2020
Calculated
Queue
(feet)
2020
Recommended
Turn Lane
Length
(feet)
2040
Calculated
Queue
(feet)
2040
Recommended
Turn Lane
Length
(feet)
Rutgers Avenue & College
Avenue
Eastbound Left
Westbound Left
Northbound Left
Southbound Left
Southbound Right
250’
C
225’
225’
225’
345’
25’
116’
33’
93’
250’
C
225’
225’
225’
391’
21’
124’
Kimley-Horn and Associates, Inc.
096707000 – Compass Community Collaborative School
Page 25
existing onsite configuration and layout will successfully accommodate this queue length with a
throat of 75 feet provided.
Based on the results of the level of service operational analysis and turn lane analysis, the
recommended lane configurations and control of the study area intersections are shown in
Figure 10 for both the 2020 and 2040 horizons.
Kimley-Horn and Associates, Inc.
096707000 – Compass Community Collaborative School
Page 27
6.0 CONCLUSIONS AND RECOMMENDATIONS
Based on the analysis presented in this report, Kimley-Horn believes the proposed Compass
Community Collaborative School project will be successfully incorporated into the existing
roadway network. The west leg of the College Avenue (US-287) right-in/right-out access
intersection is anticipated to have traffic volumes increase by more than 20 percent, and
therefore it is believed that CDOT will require an access permit for this access intersection. All
off-site and on-site improvements should be incorporated into the Civil Drawings, and conform
to standards of the City of Fort Collins, CDOT, Institute of Transportation Engineers (ITE), and
the Manual on Traffic Control Devices (MUTCD) – 2009 Edition.
Kimley-Horn and Associates, Inc.
096707000 – Compass Community Collaborative School
APPENDICES
Kimley-Horn and Associates, Inc.
096707000 – Compass Community Collaborative School
APPENDIX A
TIS Base Assumptions
North: South of Arthur Dr South: Rutgers Avenue
East: West: S. College Avenue
Short Range: 2020 Long Range: 2040
Sat NA
Passby:
Overall Trip Distribution
Mode Split Assumptions
Date:
Local Entity Engineering:
Attachement A
Transportation Impact Study
Base Assumptions
S. College Avenue
Compass Community Collaborative School
Near NWC South College Avenue & Rutgers Avenue
Project Information
Type of Study Intermediate:
Study Area Bounderies
Areas Requiring Special Study
2. S College Ave/Rutgers Ave
3. S. College RIRO
4
5
6
7
8
NA
AM: 7:30 - 9:30 PM: 3:00-5:00
Study Years
3/1/2018
Traffic Engineering: Curtis Rowe
Project Name
Project Location
Full: X
Committed Roadway Improvements
Other Traffic Studies
Captive Market: NA
See Attached Figure
1.0 Percent per year
TIS Assumptions
NA
Trip Adjustment Factors
Future Traffic Growth Rate
Study Intersections 1. All access drives
Time Period for Study
Trip Generation Rates See attached ITE Calc Sheet / Staggered Bell Schedule Factors
Project Compass Collaborative Community School
Subject Trip Generation for Private School (K-12)
Designed by Jeff Planck Date February 28, 2018 Job No. 096707000
Checked by Date Sheet No. 1 of 1
TRIP GENERATION MANUAL TECHNIQUES
ITE Trip Generation Manual 10th Edition, Average Rate Equations
Land Use Code - Private School (K-12) (ITE Land Use Code 536)
Independant Variable - Students (X)
Students = 400
X = 400.0
T = Average Vehicle Trip Ends
Weekday (Series 500 Page 81)
Average Weekday Directional Distribution: 50% entering, 50% exiting
(T) = 2.48 (X) T = 992 Average Vehicle Trip Ends
(T) = 2.48 * (400.0) 496 entering 496 exiting
496 + 496 = 992
AM Peak Hour of Generator (500 Series Page 84)
Directional Distribution: 61% ent. 39% exit.
T = 0.81 (X) T = 324 Average Vehicle Trip Ends
T = 0.81 * 400 198 entering 126 exiting
198 + 126 = 324
PM Peak Hour of Generator (500 Series Page 85)
Directional Distribution: 42% ent. 58% exit.
T = 0.58 (X) T = 232 Average Vehicle Trip Ends
T = 0.58 * 400 97 entering 135 exiting
97 + 135 = 232
Compass Community Collaborative School Trip Generation
In Out Total In Out Total
Private School (K-12) 400 Students 992 198 126 324 97 135 232
Staggered Bell Schedule Factors
(40% AM - 60% PM) - - 992 79 51 130 58 81 139
992 79 51 130 58 81 139
PM
Site Trip Generation
Land Use Quantity Daily
AM
Units
[50%]
5%
45%
[20%]
[10%]
10%
40%
5%
[50%]
[20%]
[70%]
55%
[20%]
Kimley-Horn and Associates, Inc.
096707000 – Compass Community Collaborative School
APPENDIX B
Intersection Count Sheets
File Name : College Ave and Rutgers Ave AM
Site Code : IPO 309
Start Date : 2/14/2018
Page No : 1
Fort Collins, CO
Compass Community Collaborative School
AM Peak
College Ave (US-287) and Rutgers Ave
Groups Printed- Automobiles
Rutgers Ave
Eastbound
Rutgers Ave
Westbound
College Ave (US-287)
Northbound
College Ave (US-287)
Southbound
Start Time Left Thru Right U Turns App. Total Left Thru Right U Turns App. Total Left Thru Right U Turns App. Total Left Thru Right U Turns App. Total Int. Total
07:30 AM 15 1 8 0 24 3 0 2 0 5 7 399 2 0 408 3 266 25 0 294 731
07:45 AM 20 1 9 0 30 1 1 1 0 3 14 426 1 0 441 1 285 17 0 303 777
Total 35 2 17 0 54 4 1 3 0 8 21 825 3 0 849 4 551 42 0 597 1508
08:00 AM 17 2 10 0 29 0 0 2 0 2 10 350 2 0 362 4 220 21 0 245 638
08:15 AM 21 1 12 0 34 1 1 1 0 3 18 383 4 0 405 1 244 12 0 257 699
08:30 AM 36 1 12 0 49 2 1 0 0 3 15 398 3 0 416 0 252 26 0 278 746
08:45 AM 19 1 8 0 28 2 1 0 0 3 11 443 3 0 457 1 339 24 0 364 852
Total 93 5 42 0 140 5 3 3 0 11 54 1574
12 0 1640 6 1055
83 0 1144 2935
09:00 AM 20 1 12 0 33 1 0 2 0 3 18 337 1 0 356 2 307 23 0 332 724
09:15 AM 20 0 17 0 37 0 0 1 0 1 10 298 2 1 311 3 257 34 0 294 643
Grand Total 168 8 88 0 264 10 4 9 0 23 103
3034 18 1 3156 15
2170 182 0 2367 5810
Apprch % 63.6
3 33.3
0 43.5 17.4 39.1
0 3.3 96.1
0.6 0 0.6 91.7
7.7 0
Total % 2.9 0.1 1.5 0 4.5 0.2 0.1 0.2 0 0.4 1.8 52.2
0.3 0 54.3 0.3 37.3
3.1 0 40.7
Morrison, CO 80465
File Name : College Ave and Rutgers Ave AM
Site Code : IPO 309
Start Date : 2/14/2018
Page No : 2
Fort Collins, CO
Compass Community Collaborative School
AM Peak
College Ave (US-287) and Rutgers Ave
College Ave (US-287)
Rutgers Ave
Rutgers Ave
College Ave (US-287)
Right
182
Thru
2170
Left
15
U
Turns
0
Out In Total
3211 2367 5578
Right
9
Thru
4
Left
10
U
Turns
0
Out In Total
41 23 64
Left
103
Thru
3034
Right
18
U
Turns
1
Out In Total
2268 3156 5424
Left
168
Thru
8
Right
88
U
Turns
0
Out In Total
289 264 553
2/14/2018 07:30 AM
2/14/2018 09:15 AM
Automobiles
North
File Name : College Ave and Rutgers Ave AM
Site Code : IPO 309
Start Date : 2/14/2018
Page No : 3
Fort Collins, CO
Compass Community Collaborative School
AM Peak
College Ave (US-287) and Rutgers Ave
Rutgers Ave
Eastbound
Rutgers Ave
Westbound
College Ave (US-287)
Northbound
College Ave (US-287)
Southbound
Start Time Left
Thru Right U Turns App. Total Left Thru Right U Turns App. Total Left Thru Right U Turns App. Total Left Thru Right U Turns App. Total Int. Total
Peak Hour Analysis From 07:30 AM to 09:15 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 08:15 AM
08:15 AM 21 1 12 0 34 1 1 1 0 3 18 383 4 0 405 1 244 12 0 257 699
08:30 AM 36 1 12 0 49 2 1 0 0 3 15 398 3 0 416 0 252 26 0 278 746
08:45 AM 19 1 8 0 28 2 1 0 0 3 11 443 3 0 457 1 339 24 0 364 852
09:00 AM 20 1 12 0 33 1 0 2 0 3 18 337 1 0 356 2 307 23 0 332 724
Total Volume 96 4 44 0 144 6 3 3 0 12 62
1561 11 0 1634 4
1142 85 0 1231 3021
% App. Total 66.7 2.8
30.6 0 50 25 25 0 3.8
95.5 0.7 0 0.3
92.8 6.9 0
PHF .667
1.00 .917 .000
.735 .750 .750 .375 .000
1.00 .861 .881 .688 .000
.894 .500 .842 .817 .000
.845 .886
College Ave (US-287)
Rutgers Ave
Rutgers Ave
College Ave (US-287)
Right
85
Thru
1142
Left
4
U
Turns
0
Out In Total
1660 1231 2891
Right
3
Thru
3
Left
6
U
Turns
File Name : College Ave and Rutgers Ave PM
Site Code : IPO 309
Start Date : 2/14/2018
Page No : 1
Fort Collins, CO
Compass Community Collaborative School
PM Peak
College Ave (US-287) and Rutgers Ave
Groups Printed- Automobiles
Rutgers Ave
Eastbound
Rutgers Ave
Westbound
College Ave (US-287)
Northbound
College Ave (US-287)
Southbound
Start Time Left Thru Right U Turns App. Total Left Thru Right U Turns App. Total Left Thru Right U Turns App. Total Left Thru Right U Turns App. Total Int. Total
03:00 PM 44 1 25 0 70 3 1 1 0 5 25 391 2 0 418 6 511 47 0 564 1057
03:15 PM 39 4 32 0 75 3 2 3 0 8 33 409 3 0 445 3 490 55 0 548 1076
03:30 PM 57 3 37 0 97 0 2 5 0 7 21 412 4 0 437 5 505 41 1 552 1093
03:45 PM 46 0 29 0 75 6 2 4 0 12 25 403 0 0 428 3 518 48 0 569 1084
Total 186 8 123 0 317 12 7 13 0 32 104 1615
9 0 1728 17 2024
191 1 2233 4310
04:00 PM 50 8 36 0 94 1 3 1 0 5 23 360 4 0 387 5 550 64 1 620 1106
04:15 PM 48 3 27 0 78 3 1 2 0 6 40 397 0 0 437 5 566 62 0 633 1154
04:30 PM 67 3 44 0 114 1 6 4 0 11 26 405 2 0 433 6 498 62 0 566 1124
04:45 PM 59 4 39 0 102 5 3 4 0 12 21 435 5 0 461 6 594 64 0 664 1239
Total 224 18 146 0 388 10 13 11 0 34 110 1597
11 0 1718 22 2208
252 1 2483 4623
Grand Total 410 26 269 0 705 22 20 24 0 66 214
3212 20 0 3446 39
4232 443 2 4716 8933
Apprch % 58.2
3.7 38.2
0 33.3 30.3 36.4
0 6.2 93.2
0.6 0 0.8 89.7
9.4 0
Total % 4.6 0.3 3 0 7.9 0.2 0.2 0.3 0 0.7 2.4 36 0.2 0 38.6 0.4 47.4
5 0 52.8
Morrison, CO 80465
File Name : College Ave and Rutgers Ave PM
Site Code : IPO 309
Start Date : 2/14/2018
Page No : 2
Fort Collins, CO
Compass Community Collaborative School
PM Peak
College Ave (US-287) and Rutgers Ave
College Ave (US-287)
Rutgers Ave
Rutgers Ave
College Ave (US-287)
Right
443
Thru
4232
Left
39
U
Turns
2
Out In Total
3646 4716 8362
Right
24
Thru
20
Left
22
U
Turns
0
Out In Total
85 66 151
Left
214
Thru
3212
Right
20
U
Turns
0
Out In Total
4523 3446 7969
Left
410
Thru
26
Right
269
U
Turns
0
Out In Total
677 705 1382
2/14/2018 03:00 PM
2/14/2018 04:45 PM
Automobiles
North
File Name : College Ave and Rutgers Ave PM
Site Code : IPO 309
Start Date : 2/14/2018
Page No : 3
Fort Collins, CO
Compass Community Collaborative School
PM Peak
College Ave (US-287) and Rutgers Ave
Rutgers Ave
Eastbound
Rutgers Ave
Westbound
College Ave (US-287)
Northbound
College Ave (US-287)
Southbound
Start Time Left
Thru Right U Turns App. Total Left Thru Right U Turns App. Total Left Thru Right U Turns App. Total Left Thru Right U Turns App. Total Int. Total
Peak Hour Analysis From 03:00 PM to 04:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:00 PM
04:00 PM 50 8 36 0 94 1 3 1 0 5 23 360 4 0 387 5 550 64 1 620 1106
04:15 PM 48 3 27 0 78 3 1 2 0 6 40 397 0 0 437 5 566 62 0 633 1154
04:30 PM 67 3 44 0 114 1 6 4 0 11 26 405 2 0 433 6 498 62 0 566 1124
04:45 PM 59 4 39 0 102 5 3 4 0 12 21 435 5 0 461 6 594 64 0 664 1239
Total Volume 224 18 146 0 388 10 13 11 0 34 110
1597 11 0 1718 22
2208 252 1 2483 4623
% App. Total 57.7 4.6
37.6 0
29.4 38.2 32.4 0 6.4 93 0.6 0 0.9
88.9 10.1 0
PHF .836 .563 .830 .000
.851 .500 .542 .688 .000
.708 .688 .918 .550 .000
.932 .917 .929 .984 .250
.935 .933
College Ave (US-287)
Rutgers Ave
Rutgers Ave
College Ave (US-287)
Right
252
Thru
2208
Left
22
U
Turns
1
Out In Total
1832 2483 4315
Right
11
Thru
13
Left
10
U
Turns
0
File Name : College & RIRO North of Rutgers Ave AM
Site Code : IPO 309
Start Date : 2/14/2018
Page No : 1
Fort Collins, CO
Compass Community Collaborative School
AM Peak
College Ave RIRO North of Rutgers Ave
Groups Printed- Automobiles
RIRO
Eastbound
College Ave (US-287)
Northbound
College Ave (US-287)
Southbound
Start Time Left Right U Turns App. Total Left Thru U Turns App. Total Thru Right U Turns App. Total Int. Total
07:30 AM 0 0 0 0 0 457 0 457 287 1 0 288 745
07:45 AM 0 0 0 0 0 441 0 441 308 7 0 315 756
Total 0 0 0 0 0 898 0 898 595 8 0 603 1501
08:00 AM 0 0 0 0 0 341 0 341 240 1 0 241 582
08:15 AM 0 0 0 0 0 410 0 410 251 3 0 254 664
08:30 AM 0 1 0 1 0 464 0 464 320 2 0 322 787
08:45 AM 0 1 0 1 0 449 0 449 358 4 0 362 812
Total 0 2 0 2 0 1664 0 1664 1169 10 0 1179 2845
09:00 AM 0 0 0 0 0 364 0 364 303 2 0 305 669
09:15 AM 0 2 0 2 0 325 0 325 305 4 0 309 636
Grand Total 0 4 0 4 0 3251 0 3251 2372 24 0 2396 5651
Apprch % 0 100 0 0 100 0 99 1 0
Total % 0 0.1 0 0.1 0 57.5 0 57.5 42 0.4 0 42.4
Morrison, CO 80465
File Name : College & RIRO North of Rutgers Ave AM
Site Code : IPO 309
Start Date : 2/14/2018
Page No : 2
Fort Collins, CO
Compass Community Collaborative School
AM Peak
College Ave RIRO North of Rutgers Ave
College Ave (US-287)
RIRO
College Ave (US-287)
Right
24
Thru
2372
U
Turns
0
Out In Total
3251 2396 5647
Left
0
Thru
3251
U
Turns
0
Out In Total
2376 3251 5627
Left
0
Right
4
U
Turns
0
Out In Total
24 4 28
2/14/2018 07:30 AM
2/14/2018 09:15 AM
Automobiles
North
Morrison, CO 80465
File Name : College & RIRO North of Rutgers Ave AM
Site Code : IPO 309
Start Date : 2/14/2018
Page No : 3
Fort Collins, CO
Compass Community Collaborative School
AM Peak
College Ave RIRO North of Rutgers Ave
RIRO
Eastbound
College Ave (US-287)
Northbound
College Ave (US-287)
Southbound
Start Time Left Right U Turns App. Total
Left Thru U Turns App. Total
Thru Right U Turns App. Total
Int. Total
Peak Hour Analysis From 07:30 AM to 09:15 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 08:15 AM
08:15 AM 0 0 0 0 0 410 0 410 251 3 0 254 664
08:30 AM 0 1 0 1 0 464 0 464 320 2 0 322 787
08:45 AM 0 1 0 1 0 449 0 449 358 4 0 362 812
09:00 AM 0 0 0 0 0 364 0 364 303 2 0 305 669
Total Volume 0 2 0 2 0 1687 0 1687 1232 11 0 1243 2932
% App. Total 0 100 0 0 100 0 99.1 0.9 0
PHF .000 .500 .000 .500 .000 .909 .000 .909 .860 .688 .000 .858 .903
College Ave (US-287)
RIRO
College Ave (US-287)
Right
11
Thru
1232
U
Turns
0
Out In Total
1687 1243 2930
Left
0
Thru
1687
U
Turns
0
Out In Total
1234 1687 2921
Left
0
Right
2
U
Turns
0
Out In Total
11 2 13
Peak Hour Begins at 08:15 AM
Automobiles
Peak Hour Data
File Name : College & RIRO North of Rutgers Ave PM
Site Code : IPO 309
Start Date : 2/14/2018
Page No : 1
Fort Collins, CO
Compass Community Collaborative School
PM Peak
College Ave RIRO North of Rutgers Ave
Groups Printed- Automobiles
RIRO
Eastbound
College Ave (US-287)
Northbound
College Ave (US-287)
Southbound
Start Time Left Right U Turns App. Total Left Thru U Turns App. Total Thru Right U Turns App. Total Int. Total
03:00 PM 0 2 0 2 0 436 0 436 570 4 0 574 1012
03:15 PM 0 1 0 1 0 452 0 452 536 4 0 540 993
03:30 PM 0 2 0 2 0 464 0 464 575 5 0 580 1046
03:45 PM 0 1 0 1 0 430 0 430 550 9 0 559 990
Total 0 6 0 6 0 1782 0 1782 2231 22 0 2253 4041
04:00 PM 0 2 0 2 0 425 0 425 629 3 0 632 1059
04:15 PM 0 2 0 2 0 433 0 433 628 5 0 633 1068
04:30 PM 0 5 0 5 0 499 0 499 559 10 0 569 1073
04:45 PM 0 5 0 5 0 482 0 482 648 6 0 654 1141
Total 0 14 0 14 0 1839 0 1839 2464 24 0 2488 4341
Grand Total 0 20 0 20 0 3621 0 3621 4695 46 0 4741 8382
Apprch % 0 100 0 0 100 0 99 1 0
Total % 0 0.2 0 0.2 0 43.2 0 43.2 56 0.5 0 56.6
Morrison, CO 80465
File Name : College & RIRO North of Rutgers Ave PM
Site Code : IPO 309
Start Date : 2/14/2018
Page No : 2
Fort Collins, CO
Compass Community Collaborative School
PM Peak
College Ave RIRO North of Rutgers Ave
College Ave (US-287)
RIRO
College Ave (US-287)
Right
46
Thru
4695
U
Turns
0
Out In Total
3621 4741 8362
Left
0
Thru
3621
U
Turns
0
Out In Total
4715 3621 8336
Left
0
Right
20
U
Turns
0
Out In Total
46 20 66
2/14/2018 03:00 PM
2/14/2018 04:45 PM
Automobiles
North
Morrison, CO 80465
File Name : College & RIRO North of Rutgers Ave PM
Site Code : IPO 309
Start Date : 2/14/2018
Page No : 3
Fort Collins, CO
Compass Community Collaborative School
PM Peak
College Ave RIRO North of Rutgers Ave
RIRO
Eastbound
College Ave (US-287)
Northbound
College Ave (US-287)
Southbound
Start Time Left Right U Turns App. Total
Left Thru U Turns App. Total
Thru Right U Turns App. Total
Int. Total
Peak Hour Analysis From 03:00 PM to 04:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:00 PM
04:00 PM 0 2 0 2 0 425 0 425 629 3 0 632 1059
04:15 PM 0 2 0 2 0 433 0 433 628 5 0 633 1068
04:30 PM 0 5 0 5 0 499 0 499 559 10 0 569 1073
04:45 PM 0 5 0 5 0 482 0 482 648 6 0 654 1141
Total Volume 0 14 0 14 0 1839 0 1839 2464 24 0 2488 4341
% App. Total 0 100 0 0 100 0 99 1 0
PHF .000 .700 .000 .700 .000 .921 .000 .921 .951 .600 .000 .951 .951
College Ave (US-287)
RIRO
College Ave (US-287)
Right
24
Thru
2464
U
Turns
0
Out In Total
1839 2488 4327
Left
0
Thru
1839
U
Turns
0
Out In Total
2478 1839 4317
Left
0
Right
14
U
Turns
0
Out In Total
24 14 38
Peak Hour Begins at 04:00 PM
Automobiles
Peak Hour Data
Kimley-Horn and Associates, Inc.
096707000 – Compass Community Collaborative School
APPENDIX C
Traffic Growth Information
Compass Collaborative Community School Traffic Projections
ROUTE REFPT ENDREFPT LENGTH UPDATEYR AADT YR20FACTOR DHV LOCATION
287C 343.187 344.194 0.997 2015 39000 1.02 9 ON SH 287 COLLEGE AVE N/O HORSETOOTH RD FT COLLINS
287C 344.194 345.212 1.002 2015 37000 1.02 9.5 ON SH 287 COLLEGE AVE N/O DRAKE RD FT COLLINS
Kimley-Horn and Associates, Inc.
096707000 – Compass Community Collaborative School
APPENDIX D
Trip Generation Worksheets
Project Compass Collaborative Community School
Subject Trip Generation for Private School (K-12)
Designed by Jeff Planck Date February 28, 2018 Job No. 096707000
Checked by Date Sheet No. 1 of 1
TRIP GENERATION MANUAL TECHNIQUES
ITE Trip Generation Manual 10th Edition, Average Rate Equations
Land Use Code - Private School (K-12) (ITE Land Use Code 536)
Independant Variable - Students (X)
Students = 400
X = 400.0
T = Average Vehicle Trip Ends
Weekday (Series 500 Page 81)
Average Weekday Directional Distribution: 50% entering, 50% exiting
(T) = 2.48 (X) T = 992 Average Vehicle Trip Ends
(T) = 2.48 * (400.0) 496 entering 496 exiting
496 + 496 = 992
AM Peak Hour of Generator (500 Series Page 84)
Directional Distribution: 61% ent. 39% exit.
T = 0.81 (X) T = 324 Average Vehicle Trip Ends
T = 0.81 * 400 198 entering 126 exiting
198 + 126 = 324
PM Peak Hour of Generator (500 Series Page 85)
Directional Distribution: 42% ent. 58% exit.
T = 0.58 (X) T = 232 Average Vehicle Trip Ends
T = 0.58 * 400 97 entering 135 exiting
97 + 135 = 232
Compass Community Collaborative School Trip Generation
In Out Total In Out Total
Private School (K-12) 400 Students 992 198 126 324 97 135 232
Staggered Bell Schedule Factors
(40% AM - 60% PM) - - 992 79 51 130 58 81 139
992 79 51 130 58 81 139
PM
Site Trip Generation
Land Use Quantity Daily
AM
Units
Kimley-Horn and Associates, Inc.
096707000 – Compass Community Collaborative School
APPENDIX E
Intersection Analysis Worksheets
HCM 2010 Signalized Intersection Summary 2018 Existing AM.syn
1: S. College Avenue & Rutgers Avenue 03/01/2018
Synchro 9 Report
Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 96 4 44 6 3 3 62 1561 11 4 1142 85
Future Volume (veh/h) 96 4 44 6 3 3 62 1561 11 4 1142 85
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 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 1900 1863 1863 1900 1863 1863 1900 1863 1863 1863
Adj Flow Rate, veh/h 143 4 48 8 4 8 72 1774 16 8 1360 104
Adj No. of Lanes 1 1 0 1 1 0 1 3 0 1 3 1
Peak Hour Factor 0.67 0.92 0.92 0.75 0.75 0.38 0.86 0.88 0.69 0.50 0.84 0.82
Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 240 16 194 203 72 144 353 4089 37 243 3587 1116
Arrive On Green 0.13 0.13 0.13 0.13 0.13 0.13 0.04 0.79 0.79 0.71 0.71 0.71
Sat Flow, veh/h 1393 123 1475 1344 549 1099 1774 5198 47 263 5085 1582
Grp Volume(v), veh/h 143 0 52 8 0 12 72 1157 633 8 1360 104
Grp Sat Flow(s),veh/h/ln 1393 0 1598 1344 0 1648 1774 1695 1854 263 1695 1582
Q Serve(g_s), s 11.0 0.0 3.2 0.6 0.0 0.7 1.1 12.2 12.2 1.1 11.8 2.3
Cycle Q Clear(g_c), s 11.7 0.0 3.2 3.8 0.0 0.7 1.1 12.2 12.2 4.3 11.8 2.3
Prop In Lane 1.00 0.92 1.00 0.67 1.00 0.03 1.00 1.00
Lane Grp Cap(c), veh/h 240 0 210 203 0 217 353 2667 1459 243 3587 1116
V/C Ratio(X) 0.60 0.00 0.25 0.04 0.00 0.06 0.20 0.43 0.43 0.03 0.38 0.09
Avail Cap(c_a), veh/h 430 0 429 387 0 442 450 2667 1459 243 3587 1116
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 46.9 0.0 42.9 44.6 0.0 41.8 4.3 3.8 3.8 5.9 6.5 5.1
Incr Delay (d2), s/veh 2.4 0.0 0.6 0.1 0.0 0.1 0.3 0.5 0.9 0.3 0.3 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 4.4 0.0 1.5 0.2 0.0 0.3 0.5 5.8 6.5 0.1 5.5 1.0
LnGrp Delay(d),s/veh 49.3 0.0 43.5 44.7 0.0 41.9 4.6 4.3 4.7 6.2 6.8 5.3
LnGrp LOS D D D D A A A A A A
Approach Vol, veh/h 195 20 1862 1472
Approach Delay, s/veh 47.7 43.0 4.5 6.7
Approach LOS D D A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 5 6 8
Phs Duration (G+Y+Rc), s 91.0 19.0 8.9 82.1 19.0
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 71.5 29.5 10.5 56.5 29.5
Max Q Clear Time (g_c+I1), s 14.2 13.7 3.1 13.8 5.8
Green Ext Time (p_c), s 46.6 0.7 0.1 36.4 0.8
Intersection Summary
HCM 2010 Ctrl Delay 8.0
HCM 2010 LOS A
HCM 2010 Signalized Intersection Summary 2018 Existing PM.syn
1: S. College Avenue & Rutgers Avenue 03/01/2018
Synchro 9 Report
Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 224 18 146 10 13 11 110 1597 11 22 2208 252
Future Volume (veh/h) 224 18 146 10 13 11 110 1597 11 22 2208 252
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 0.99 0.97 1.00 0.97 1.00 0.99 1.00 0.99
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1863
Adj Flow Rate, veh/h 255 32 176 20 24 16 159 1736 20 24 2374 257
Adj No. of Lanes 1 1 0 1 1 0 1 3 0 1 3 1
Peak Hour Factor 0.88 0.56 0.83 0.50 0.54 0.69 0.69 0.92 0.55 0.92 0.93 0.98
Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 340 55 304 188 234 156 188 3619 42 209 3080 950
Arrive On Green 0.23 0.23 0.23 0.23 0.23 0.23 0.06 0.70 0.70 0.61 0.61 0.61
Sat Flow, veh/h 1346 244 1339 1166 1032 688 1774 5182 60 272 5085 1569
Grp Volume(v), veh/h 255 0 208 20 0 40 159 1136 620 24 2374 257
Grp Sat Flow(s),veh/h/ln 1346 0 1583 1166 0 1720 1774 1695 1852 272 1695 1569
Q Serve(g_s), s 22.2 0.0 14.0 1.9 0.0 2.2 4.5 18.2 18.2 5.3 41.4 9.3
Cycle Q Clear(g_c), s 24.4 0.0 14.0 15.9 0.0 2.2 4.5 18.2 18.2 12.4 41.4 9.3
Prop In Lane 1.00 0.85 1.00 0.40 1.00 0.03 1.00 1.00
Lane Grp Cap(c), veh/h 340 0 359 188 0 390 188 2368 1293 209 3080 950
V/C Ratio(X) 0.75 0.00 0.58 0.11 0.00 0.10 0.85 0.48 0.48 0.12 0.77 0.27
Avail Cap(c_a), veh/h 366 0 389 210 0 423 260 2368 1293 209 3080 950
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 46.4 0.0 41.3 48.4 0.0 36.7 29.6 8.2 8.2 13.5 17.5 11.2
Incr Delay (d2), s/veh 7.7 0.0 1.9 0.2 0.0 0.1 16.7 0.7 1.3 1.1 1.9 0.7
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 9.0 0.0 6.3 0.6 0.0 1.1 6.0 8.6 9.6 0.5 19.9 4.2
LnGrp Delay(d),s/veh 54.1 0.0 43.2 48.6 0.0 36.9 46.3 8.9 9.5 14.7 19.4 11.9
LnGrp LOS D D D D D A A B B B
Approach Vol, veh/h 463 60 1915 2655
Approach Delay, s/veh 49.2 40.8 12.2 18.7
Approach LOS D D B B
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 5 6 8
Phs Duration (G+Y+Rc), s 88.3 31.7 11.1 77.2 31.7
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 81.5 29.5 11.5 65.5 29.5
Max Q Clear Time (g_c+I1), s 20.2 26.4 6.5 43.4 17.9
Green Ext Time (p_c), s 58.7 0.8 0.2 21.7 1.9
Intersection Summary
HCM 2010 Ctrl Delay 19.3
HCM 2010 LOS B
HCM 2010 Signalized Intersection Summary 2020 Background AM.syn
1: S. College Avenue & Rutgers Avenue 03/01/2018
Synchro 9 Report
Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 96 4 44 6 3 3 62 1592 11 4 1165 85
Future Volume (veh/h) 96 4 44 6 3 3 62 1592 11 4 1165 85
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 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 1900 1863 1863 1900 1863 1863 1900 1863 1863 1863
Adj Flow Rate, veh/h 143 4 48 8 4 8 72 1809 16 8 1387 104
Adj No. of Lanes 1 1 0 1 1 0 1 3 0 1 3 1
Peak Hour Factor 0.67 0.92 0.92 0.75 0.75 0.38 0.86 0.88 0.69 0.50 0.84 0.82
Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 240 16 194 203 72 144 346 4091 36 237 3588 1116
Arrive On Green 0.13 0.13 0.13 0.13 0.13 0.13 0.04 0.79 0.79 0.71 0.71 0.71
Sat Flow, veh/h 1393 123 1475 1344 549 1099 1774 5199 46 254 5085 1582
Grp Volume(v), veh/h 143 0 52 8 0 12 72 1180 645 8 1387 104
Grp Sat Flow(s),veh/h/ln 1393 0 1598 1344 0 1648 1774 1695 1855 254 1695 1582
Q Serve(g_s), s 11.0 0.0 3.2 0.6 0.0 0.7 1.1 12.5 12.5 1.2 12.1 2.3
Cycle Q Clear(g_c), s 11.7 0.0 3.2 3.8 0.0 0.7 1.1 12.5 12.5 4.7 12.1 2.3
Prop In Lane 1.00 0.92 1.00 0.67 1.00 0.02 1.00 1.00
Lane Grp Cap(c), veh/h 240 0 210 203 0 216 346 2668 1459 237 3588 1116
V/C Ratio(X) 0.60 0.00 0.25 0.04 0.00 0.06 0.21 0.44 0.44 0.03 0.39 0.09
Avail Cap(c_a), veh/h 418 0 414 375 0 427 444 2668 1459 237 3588 1116
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 46.9 0.0 42.9 44.6 0.0 41.8 4.3 3.8 3.8 6.1 6.6 5.1
Incr Delay (d2), s/veh 2.4 0.0 0.6 0.1 0.0 0.1 0.3 0.5 1.0 0.3 0.3 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 4.4 0.0 1.5 0.2 0.0 0.3 0.5 5.9 6.7 0.1 5.8 1.0
LnGrp Delay(d),s/veh 49.3 0.0 43.5 44.7 0.0 41.9 4.6 4.4 4.8 6.3 6.9 5.3
LnGrp LOS D D D D A A A A A A
Approach Vol, veh/h 195 20 1897 1499
Approach Delay, s/veh 47.8 43.0 4.5 6.8
Approach LOS D D A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 5 6 8
Phs Duration (G+Y+Rc), s 91.1 18.9 8.9 82.1 18.9
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 72.5 28.5 10.5 57.5 28.5
Max Q Clear Time (g_c+I1), s 14.5 13.7 3.1 14.1 5.8
Green Ext Time (p_c), s 47.8 0.6 0.1 37.4 0.8
Intersection Summary
HCM 2010 Ctrl Delay 8.0
HCM 2010 LOS A
HCM 2010 Signalized Intersection Summary 2020 Background PM.syn
1: S. College Avenue & Rutgers Avenue 03/01/2018
Synchro 9 Report
Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 224 18 146 10 13 11 110 1629 11 22 2252 252
Future Volume (veh/h) 224 18 146 10 13 11 110 1629 11 22 2252 252
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 0.99 0.97 1.00 0.97 1.00 0.99 1.00 0.99
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1863
Adj Flow Rate, veh/h 267 32 176 20 24 16 159 1771 20 24 2422 257
Adj No. of Lanes 1 1 0 1 1 0 1 3 0 1 3 1
Peak Hour Factor 0.84 0.56 0.83 0.50 0.54 0.69 0.69 0.92 0.55 0.92 0.93 0.98
Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 350 57 313 198 241 161 188 3582 40 200 3029 935
Arrive On Green 0.23 0.23 0.23 0.23 0.23 0.23 0.06 0.69 0.69 0.60 0.60 0.60
Sat Flow, veh/h 1347 244 1340 1166 1032 688 1774 5184 59 263 5085 1570
Grp Volume(v), veh/h 267 0 208 20 0 40 159 1158 633 24 2422 257
Grp Sat Flow(s),veh/h/ln 1347 0 1584 1166 0 1720 1774 1695 1852 263 1695 1570
Q Serve(g_s), s 23.3 0.0 13.9 1.8 0.0 2.2 4.8 19.2 19.2 5.7 44.1 9.5
Cycle Q Clear(g_c), s 25.5 0.0 13.9 15.7 0.0 2.2 4.8 19.2 19.2 13.5 44.1 9.5
Prop In Lane 1.00 0.85 1.00 0.40 1.00 0.03 1.00 1.00
Lane Grp Cap(c), veh/h 350 0 370 198 0 402 188 2343 1280 200 3029 935
V/C Ratio(X) 0.76 0.00 0.56 0.10 0.00 0.10 0.85 0.49 0.49 0.12 0.80 0.27
Avail Cap(c_a), veh/h 369 0 392 214 0 426 255 2343 1280 200 3029 935
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 46.0 0.0 40.5 47.5 0.0 36.1 31.0 8.7 8.7 14.5 18.7 11.7
Incr Delay (d2), s/veh 8.6 0.0 1.6 0.2 0.0 0.1 17.4 0.7 1.4 1.2 2.3 0.7
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 9.5 0.0 6.2 0.6 0.0 1.1 6.1 9.1 10.2 0.5 21.1 4.3
LnGrp Delay(d),s/veh 54.7 0.0 42.2 47.7 0.0 36.2 48.4 9.4 10.1 15.8 21.0 12.5
LnGrp LOS D D D D D A B B C B
Approach Vol, veh/h 475 60 1950 2703
Approach Delay, s/veh 49.2 40.0 12.8 20.2
Approach LOS D D B C
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 5 6 8
Phs Duration (G+Y+Rc), s 87.4 32.6 11.4 76.0 32.6
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 81.3 29.7 11.5 65.3 29.7
Max Q Clear Time (g_c+I1), s 21.2 27.5 6.8 46.1 17.7
Green Ext Time (p_c), s 57.9 0.6 0.2 18.9 2.0
Intersection Summary
HCM 2010 Ctrl Delay 20.3
HCM 2010 LOS C
HCM 2010 Signalized Intersection Summary 2020 Total AM.syn
1: S. College Avenue & Rutgers Avenue 03/01/2018
Synchro 9 Report
Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 122 9 54 6 11 3 94 1592 11 4 1175 89
Future Volume (veh/h) 122 9 54 6 11 3 94 1592 11 4 1175 89
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 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 1900 1863 1863 1900 1863 1863 1900 1863 1863 1863
Adj Flow Rate, veh/h 182 10 59 8 15 8 109 1809 16 8 1399 109
Adj No. of Lanes 1 1 0 1 1 0 1 3 0 1 3 1
Peak Hour Factor 0.67 0.92 0.92 0.75 0.75 0.38 0.86 0.88 0.69 0.50 0.84 0.82
Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 279 39 229 236 189 101 330 3911 35 223 3395 1056
Arrive On Green 0.17 0.17 0.17 0.17 0.17 0.17 0.04 0.75 0.75 0.67 0.67 0.67
Sat Flow, veh/h 1380 234 1382 1324 1138 607 1774 5199 46 254 5085 1582
Grp Volume(v), veh/h 182 0 69 8 0 23 109 1180 645 8 1399 109
Grp Sat Flow(s),veh/h/ln 1380 0 1616 1324 0 1745 1774 1695 1855 254 1695 1582
Q Serve(g_s), s 14.1 0.0 4.1 0.6 0.0 1.2 1.9 14.5 14.5 1.4 13.9 2.7
Cycle Q Clear(g_c), s 15.3 0.0 4.1 4.7 0.0 1.2 1.9 14.5 14.5 6.6 13.9 2.7
Prop In Lane 1.00 0.86 1.00 0.35 1.00 0.02 1.00 1.00
Lane Grp Cap(c), veh/h 279 0 268 236 0 289 330 2551 1395 223 3395 1056
V/C Ratio(X) 0.65 0.00 0.26 0.03 0.00 0.08 0.33 0.46 0.46 0.04 0.41 0.10
Avail Cap(c_a), veh/h 445 0 463 395 0 500 470 2551 1395 223 3395 1056
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 45.3 0.0 40.0 42.0 0.0 38.8 6.0 5.2 5.2 8.2 8.4 6.5
Incr Delay (d2), s/veh 2.6 0.0 0.5 0.1 0.0 0.1 0.6 0.6 1.1 0.3 0.4 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 5.6 0.0 1.9 0.2 0.0 0.6 1.0 6.9 7.8 0.1 6.6 1.2
LnGrp Delay(d),s/veh 47.8 0.0 40.5 42.1 0.0 38.9 6.5 5.8 6.3 8.5 8.8 6.7
LnGrp LOS D D D D A A A A A A
Approach Vol, veh/h 251 31 1934 1516
Approach Delay, s/veh 45.8 39.7 6.0 8.6
Approach LOS D D A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 5 6 8
Phs Duration (G+Y+Rc), s 87.3 22.7 9.3 77.9 22.7
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 69.5 31.5 13.5 51.5 31.5
Max Q Clear Time (g_c+I1), s 16.5 17.3 3.9 15.9 6.7
Green Ext Time (p_c), s 44.5 0.9 0.2 31.6 1.1
Intersection Summary
HCM 2010 Ctrl Delay 10.0
HCM 2010 LOS B
HCM 2010 Signalized Intersection Summary 2020 Total PM.syn
1: S. College Avenue & Rutgers Avenue 03/01/2018
Synchro 9 Report
Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 265 26 162 10 19 11 133 1629 11 22 2268 255
Future Volume (veh/h) 265 26 162 10 19 11 133 1629 11 22 2268 255
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 0.99 0.98 1.00 0.98 1.00 0.99 1.00 0.99
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1863
Adj Flow Rate, veh/h 315 46 195 20 35 16 193 1771 20 24 2439 260
Adj No. of Lanes 1 1 0 1 1 0 1 3 0 1 3 1
Peak Hour Factor 0.84 0.56 0.83 0.50 0.54 0.69 0.69 0.92 0.55 0.92 0.93 0.98
Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 395 83 353 223 328 150 222 3380 38 184 2690 829
Arrive On Green 0.27 0.27 0.27 0.27 0.27 0.27 0.09 0.65 0.65 0.53 0.53 0.53
Sat Flow, veh/h 1336 305 1292 1133 1201 549 1774 5184 59 263 5085 1567
Grp Volume(v), veh/h 315 0 241 20 0 51 193 1158 633 24 2439 260
Grp Sat Flow(s),veh/h/ln 1336 0 1597 1133 0 1750 1774 1695 1852 263 1695 1567
Q Serve(g_s), s 27.7 0.0 15.5 1.8 0.0 2.6 8.1 21.7 21.7 6.4 52.1 11.2
Cycle Q Clear(g_c), s 30.3 0.0 15.5 17.4 0.0 2.6 8.1 21.7 21.7 13.2 52.1 11.2
Prop In Lane 1.00 0.81 1.00 0.31 1.00 0.03 1.00 1.00
Lane Grp Cap(c), veh/h 395 0 436 223 0 478 222 2211 1208 184 2690 829
V/C Ratio(X) 0.80 0.00 0.55 0.09 0.00 0.11 0.87 0.52 0.52 0.13 0.91 0.31
Avail Cap(c_a), veh/h 404 0 446 230 0 489 299 2211 1208 184 2690 829
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 44.0 0.0 37.4 44.8 0.0 32.7 36.0 11.0 11.0 18.4 25.6 16.0
Incr Delay (d2), s/veh 10.5 0.0 1.4 0.2 0.0 0.1 18.1 0.9 1.6 1.5 5.7 1.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 11.4 0.0 7.0 0.6 0.0 1.3 7.4 10.2 11.4 0.5 25.6 5.1
LnGrp Delay(d),s/veh 54.5 0.0 38.8 45.0 0.0 32.8 54.1 11.9 12.7 19.9 31.3 17.0
LnGrp LOS D D D C D B B B C B
Approach Vol, veh/h 556 71 1984 2723
Approach Delay, s/veh 47.7 36.2 16.3 29.9
Approach LOS D D B C
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 5 6 8
Phs Duration (G+Y+Rc), s 82.8 37.2 14.8 68.0 37.2
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 77.5 33.5 15.5 57.5 33.5
Max Q Clear Time (g_c+I1), s 23.7 32.3 10.1 54.1 19.4
Green Ext Time (p_c), s 52.2 0.4 0.2 3.4 2.6
Intersection Summary
HCM 2010 Ctrl Delay 26.7
HCM 2010 LOS C
HCM 2010 Signalized Intersection Summary 2040 Background AM.syn
1: S. College Avenue & Rutgers Avenue 03/01/2018
Synchro 9 Report
Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 96 4 44 7 3 4 62 1943 14 5 1421 85
Future Volume (veh/h) 96 4 44 7 3 4 62 1943 14 5 1421 85
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 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 1900 1863 1863 1900 1863 1863 1900 1863 1863 1863
Adj Flow Rate, veh/h 143 4 48 9 4 11 72 2208 20 10 1692 104
Adj No. of Lanes 1 1 0 1 1 0 1 3 0 1 3 1
Peak Hour Factor 0.67 0.92 0.92 0.75 0.75 0.38 0.86 0.88 0.69 0.50 0.84 0.82
Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 239 16 196 205 58 159 283 4082 37 173 3580 1114
Arrive On Green 0.13 0.13 0.13 0.13 0.13 0.13 0.04 0.79 0.79 0.70 0.70 0.70
Sat Flow, veh/h 1390 123 1475 1344 434 1195 1774 5198 47 171 5085 1582
Grp Volume(v), veh/h 143 0 52 9 0 15 72 1440 788 10 1692 104
Grp Sat Flow(s),veh/h/ln 1390 0 1598 1344 0 1629 1774 1695 1854 171 1695 1582
Q Serve(g_s), s 11.0 0.0 3.2 0.7 0.0 0.9 1.1 17.4 17.5 2.5 16.2 2.3
Cycle Q Clear(g_c), s 11.9 0.0 3.2 3.9 0.0 0.9 1.1 17.4 17.5 11.1 16.2 2.3
Prop In Lane 1.00 0.92 1.00 0.73 1.00 0.03 1.00 1.00
Lane Grp Cap(c), veh/h 239 0 212 205 0 216 283 2663 1456 173 3580 1114
V/C Ratio(X) 0.60 0.00 0.24 0.04 0.00 0.07 0.25 0.54 0.54 0.06 0.47 0.09
Avail Cap(c_a), veh/h 376 0 371 338 0 378 364 2663 1456 173 3580 1114
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 47.0 0.0 42.8 44.5 0.0 41.7 5.3 4.4 4.4 8.1 7.2 5.2
Incr Delay (d2), s/veh 2.4 0.0 0.6 0.1 0.0 0.1 0.5 0.8 1.4 0.6 0.4 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 4.4 0.0 1.5 0.3 0.0 0.4 0.6 8.3 9.3 0.2 7.7 1.0
LnGrp Delay(d),s/veh 49.4 0.0 43.3 44.6 0.0 41.9 5.8 5.2 5.9 8.8 7.7 5.3
LnGrp LOS D D D D A A A A A A
Approach Vol, veh/h 195 24 2300 1806
Approach Delay, s/veh 47.8 42.9 5.4 7.5
Approach LOS D D A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 5 6 8
Phs Duration (G+Y+Rc), s 90.9 19.1 8.9 81.9 19.1
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 75.5 25.5 9.5 61.5 25.5
Max Q Clear Time (g_c+I1), s 19.5 13.9 3.1 18.2 5.9
Green Ext Time (p_c), s 52.5 0.6 0.1 41.1 0.7
Intersection Summary
HCM 2010 Ctrl Delay 8.4
HCM 2010 LOS A
HCM 2010 Signalized Intersection Summary 2040 Background PM.syn
1: S. College Avenue & Rutgers Avenue 03/01/2018
Synchro 9 Report
Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 224 18 146 12 13 14 110 1988 14 27 2748 252
Future Volume (veh/h) 224 18 146 12 13 14 110 1988 14 27 2748 252
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 0.99 0.97 1.00 0.97 1.00 0.99 1.00 0.99
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1863
Adj Flow Rate, veh/h 267 32 176 24 24 20 159 2161 25 29 2955 257
Adj No. of Lanes 1 1 0 1 1 0 1 3 0 1 3 1
Peak Hour Factor 0.84 0.56 0.83 0.50 0.54 0.69 0.69 0.92 0.55 0.92 0.93 0.98
Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 317 52 284 169 197 164 181 3692 43 150 3098 956
Arrive On Green 0.21 0.21 0.21 0.21 0.21 0.21 0.07 0.71 0.71 0.61 0.61 0.61
Sat Flow, veh/h 1341 243 1338 1166 928 773 1774 5182 60 179 5085 1569
Grp Volume(v), veh/h 267 0 208 24 0 44 159 1413 773 29 2955 257
Grp Sat Flow(s),veh/h/ln 1341 0 1581 1166 0 1701 1774 1695 1852 179 1695 1569
Q Serve(g_s), s 23.0 0.0 14.3 2.3 0.0 2.5 6.3 24.7 24.7 11.5 65.1 9.2
Cycle Q Clear(g_c), s 25.5 0.0 14.3 16.6 0.0 2.5 6.3 24.7 24.7 23.8 65.1 9.2
Prop In Lane 1.00 0.85 1.00 0.45 1.00 0.03 1.00 1.00
Lane Grp Cap(c), veh/h 317 0 336 169 0 362 181 2416 1319 150 3098 956
V/C Ratio(X) 0.84 0.00 0.62 0.14 0.00 0.12 0.88 0.58 0.59 0.19 0.95 0.27
Avail Cap(c_a), veh/h 317 0 336 169 0 362 181 2416 1319 150 3098 956
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 48.9 0.0 42.8 50.4 0.0 38.2 39.0 8.5 8.5 17.4 21.9 11.0
Incr Delay (d2), s/veh 18.2 0.0 3.4 0.4 0.0 0.1 35.3 1.0 1.9 2.8 8.5 0.7
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 10.4 0.0 6.6 0.8 0.0 1.2 7.0 11.7 13.2 0.7 32.5 4.1
LnGrp Delay(d),s/veh 67.2 0.0 46.3 50.8 0.0 38.3 74.2 9.5 10.4 20.3 30.4 11.7
LnGrp LOS E D D D E A B C C B
Approach Vol, veh/h 475 68 2345 3241
Approach Delay, s/veh 58.0 42.7 14.2 28.8
Approach LOS E D B C
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 5 6 8
Phs Duration (G+Y+Rc), s 90.0 30.0 12.4 77.6 30.0
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 85.5 25.5 7.9 73.1 25.5
Max Q Clear Time (g_c+I1), s 26.7 27.5 8.3 67.1 18.6
Green Ext Time (p_c), s 58.4 0.0 0.0 6.0 1.5
Intersection Summary
HCM 2010 Ctrl Delay 25.7
HCM 2010 LOS C
HCM 2010 Signalized Intersection Summary 2040 Total AM.syn
1: S. College Avenue & Rutgers Avenue 03/01/2018
Synchro 9 Report
Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 122 9 54 7 11 4 94 1943 14 5 1431 89
Future Volume (veh/h) 122 9 54 7 11 4 94 1943 14 5 1431 89
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 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 1900 1863 1863 1900 1863 1863 1900 1863 1863 1863
Adj Flow Rate, veh/h 182 10 59 9 15 11 109 2208 20 10 1704 109
Adj No. of Lanes 1 1 0 1 1 0 1 3 0 1 3 1
Peak Hour Factor 0.67 0.92 0.92 0.75 0.75 0.38 0.86 0.88 0.69 0.50 0.84 0.82
Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 278 39 231 238 166 122 271 3904 35 163 3388 1054
Arrive On Green 0.17 0.17 0.17 0.17 0.17 0.17 0.04 0.75 0.75 0.67 0.67 0.67
Sat Flow, veh/h 1377 234 1382 1324 993 728 1774 5198 47 171 5085 1582
Grp Volume(v), veh/h 182 0 69 9 0 26 109 1440 788 10 1704 109
Grp Sat Flow(s),veh/h/ln 1377 0 1616 1324 0 1721 1774 1695 1854 171 1695 1582
Q Serve(g_s), s 14.2 0.0 4.1 0.7 0.0 1.4 2.0 20.2 20.3 3.0 18.5 2.7
Cycle Q Clear(g_c), s 15.6 0.0 4.1 4.7 0.0 1.4 2.0 20.2 20.3 13.9 18.5 2.7
Prop In Lane 1.00 0.86 1.00 0.42 1.00 0.03 1.00 1.00
Lane Grp Cap(c), veh/h 278 0 270 238 0 288 271 2546 1393 163 3388 1054
V/C Ratio(X) 0.65 0.00 0.26 0.04 0.00 0.09 0.40 0.57 0.57 0.06 0.50 0.10
Avail Cap(c_a), veh/h 405 0 419 359 0 446 379 2546 1393 163 3388 1054
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 45.3 0.0 39.9 41.9 0.0 38.7 7.6 5.9 5.9 11.0 9.2 6.6
Incr Delay (d2), s/veh 2.6 0.0 0.5 0.1 0.0 0.1 1.0 0.9 1.7 0.7 0.5 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 5.6 0.0 1.9 0.2 0.0 0.7 1.1 9.5 10.7 0.2 8.7 1.2
LnGrp Delay(d),s/veh 47.9 0.0 40.3 42.0 0.0 38.9 8.6 6.8 7.6 11.7 9.7 6.8
LnGrp LOS D D D D A A A B A A
Approach Vol, veh/h 251 35 2337 1823
Approach Delay, s/veh 45.8 39.7 7.2 9.6
Approach LOS D D A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 5 6 8
Phs Duration (G+Y+Rc), s 87.1 22.9 9.3 77.8 22.9
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 72.5 28.5 11.5 56.5 28.5
Max Q Clear Time (g_c+I1), s 22.3 17.6 4.0 20.5 6.7
Green Ext Time (p_c), s 47.4 0.8 0.1 34.5 1.1
Intersection Summary
HCM 2010 Ctrl Delay 10.6
HCM 2010 LOS B
HCM 2010 Signalized Intersection Summary 2040 Total PM.syn
1: S. College Avenue & Rutgers Avenue 03/02/2018
Synchro 9 Report
Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 265 26 162 12 19 14 133 1988 14 27 2764 255
Future Volume (veh/h) 265 26 162 12 19 14 133 1988 14 27 2764 255
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 0.99 0.97 1.00 0.97 1.00 0.99 1.00 0.99
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1863
Adj Flow Rate, veh/h 315 46 195 24 35 20 193 2161 25 29 2972 260
Adj No. of Lanes 1 1 0 1 1 0 1 3 0 1 3 1
Peak Hour Factor 0.84 0.56 0.83 0.50 0.54 0.69 0.69 0.92 0.55 0.92 0.93 0.98
Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 343 72 306 175 262 150 215 3563 41 143 2860 882
Arrive On Green 0.24 0.24 0.24 0.24 0.24 0.24 0.09 0.69 0.69 0.56 0.56 0.56
Sat Flow, veh/h 1330 304 1290 1133 1102 630 1774 5182 60 179 5085 1568
Grp Volume(v), veh/h 315 0 241 24 0 55 193 1413 773 29 2972 260
Grp Sat Flow(s),veh/h/ln 1330 0 1594 1133 0 1732 1774 1695 1852 179 1695 1568
Q Serve(g_s), s 25.5 0.0 16.3 2.3 0.0 3.0 8.8 26.8 26.9 12.5 67.5 10.4
Cycle Q Clear(g_c), s 28.5 0.0 16.3 18.6 0.0 3.0 8.8 26.8 26.9 24.4 67.5 10.4
Prop In Lane 1.00 0.81 1.00 0.36 1.00 0.03 1.00 1.00
Lane Grp Cap(c), veh/h 343 0 379 175 0 411 215 2331 1273 143 2860 882
V/C Ratio(X) 0.92 0.00 0.64 0.14 0.00 0.13 0.90 0.61 0.61 0.20 1.04 0.29
Avail Cap(c_a), veh/h 343 0 379 175 0 411 215 2331 1273 143 2860 882
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 48.6 0.0 41.1 49.5 0.0 36.0 40.2 10.0 10.1 20.6 26.2 13.8
Incr Delay (d2), s/veh 29.1 0.0 3.5 0.4 0.0 0.1 34.8 1.2 2.2 3.2 28.0 0.9
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 13.2 0.0 7.5 0.8 0.0 1.5 8.4 12.7 14.3 0.7 38.7 4.7
LnGrp Delay(d),s/veh 77.6 0.0 44.6 49.8 0.0 36.2 75.0 11.2 12.2 23.8 54.3 14.6
LnGrp LOS E D D D E B B C F B
Approach Vol, veh/h 556 79 2379 3261
Approach Delay, s/veh 63.3 40.3 16.7 50.9
Approach LOS E D B D
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 5 6 8
Phs Duration (G+Y+Rc), s 87.0 33.0 15.0 72.0 33.0
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 82.5 28.5 10.5 67.5 28.5
Max Q Clear Time (g_c+I1), s 28.9 30.5 10.8 69.5 20.6
Green Ext Time (p_c), s 53.3 0.0 0.0 0.0 2.0
Intersection Summary
HCM 2010 Ctrl Delay 38.9
HCM 2010 LOS D
HCM 2010 TWSC 2018 Existing AM.syn
2: S. College Avenue & Access 03/01/2018
Synchro 9 Report
Page 1
Intersection
Int Delay, s/veh 0
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 2 0 1687 1232 11
Future Vol, veh/h 0 2 0 1687 1232 11
Conflicting Peds, #/hr 1 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length - 0 - - - -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 50 92 91 86 69
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 0 4 0 1854 1433 16
Major/Minor Minor2 Major1 Major2
Conflicting Flow All - 724 - 0 - 0
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - 7.14 - - - -
Critical Hdwy Stg 1 - - - - - -
Critical Hdwy Stg 2 - - - - - -
Follow-up Hdwy - 3.92 - - - -
Pot Cap-1 Maneuver 0 316 0 - - -
Stage 1 0 - 0 - - -
Stage 2 0 - 0 - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - 316 - - - -
Mov Cap-2 Maneuver - - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB NB SB
HCM Control Delay, s 16.5 0 0
HCM LOS C
Minor Lane/Major Mvmt NBT EBLn1 SBT SBR
Capacity (veh/h) - 316 - -
HCM Lane V/C Ratio - 0.013 - -
HCM Control Delay (s) - 16.5 - -
HCM Lane LOS - C - -
HCM 95th %tile Q(veh) - 0 - -
HCM 2010 TWSC 2018 Existing PM.syn
2: S. College Avenue & Access 03/01/2018
Synchro 9 Report
Page 1
Intersection
Int Delay, s/veh 0.2
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 14 0 1839 2464 24
Future Vol, veh/h 0 14 0 1839 2464 24
Conflicting Peds, #/hr 0 0 0 0 0 7
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length - 0 - - - -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 70 92 92 95 60
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 0 20 0 1999 2594 40
Major/Minor Minor2 Major1 Major2
Conflicting Flow All - 1324 - 0 - 0
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - 7.14 - - - -
Critical Hdwy Stg 1 - - - - - -
Critical Hdwy Stg 2 - - - - - -
Follow-up Hdwy - 3.92 - - - -
Pot Cap-1 Maneuver 0 126 0 - - -
Stage 1 0 - 0 - - -
Stage 2 0 - 0 - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - 125 - - - -
Mov Cap-2 Maneuver - - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB NB SB
HCM Control Delay, s 39.2 0 0
HCM LOS E
Minor Lane/Major Mvmt NBT EBLn1 SBT SBR
Capacity (veh/h) - 125 - -
HCM Lane V/C Ratio - 0.16 - -
HCM Control Delay (s) - 39.2 - -
HCM Lane LOS - E - -
HCM 95th %tile Q(veh) - 0.5 - -
HCM 2010 TWSC 2020 Background AM.syn
2: S. College Avenue & Access 03/01/2018
Synchro 9 Report
Page 1
Intersection
Int Delay, s/veh 0
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 2 0 1721 1257 11
Future Vol, veh/h 0 2 0 1721 1257 11
Conflicting Peds, #/hr 1 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length - 0 - - - -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 50 92 91 86 69
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 0 4 0 1891 1462 16
Major/Minor Minor2 Major1 Major2
Conflicting Flow All - 739 - 0 - 0
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - 7.14 - - - -
Critical Hdwy Stg 1 - - - - - -
Critical Hdwy Stg 2 - - - - - -
Follow-up Hdwy - 3.92 - - - -
Pot Cap-1 Maneuver 0 309 0 - - -
Stage 1 0 - 0 - - -
Stage 2 0 - 0 - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - 309 - - - -
Mov Cap-2 Maneuver - - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB NB SB
HCM Control Delay, s 16.8 0 0
HCM LOS C
Minor Lane/Major Mvmt NBT EBLn1 SBT SBR
Capacity (veh/h) - 309 - -
HCM Lane V/C Ratio - 0.013 - -
HCM Control Delay (s) - 16.8 - -
HCM Lane LOS - C - -
HCM 95th %tile Q(veh) - 0 - -
HCM 2010 TWSC 2020 Background PM.syn
2: S. College Avenue & Access 03/01/2018
Synchro 9 Report
Page 1
Intersection
Int Delay, s/veh 0.2
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 14 0 1876 2514 24
Future Vol, veh/h 0 14 0 1876 2514 24
Conflicting Peds, #/hr 0 0 0 0 0 7
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length - 0 - - - -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 70 92 92 95 60
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 0 20 0 2039 2646 40
Major/Minor Minor2 Major1 Major2
Conflicting Flow All - 1350 - 0 - 0
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - 7.14 - - - -
Critical Hdwy Stg 1 - - - - - -
Critical Hdwy Stg 2 - - - - - -
Follow-up Hdwy - 3.92 - - - -
Pot Cap-1 Maneuver 0 120 0 - - -
Stage 1 0 - 0 - - -
Stage 2 0 - 0 - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - 119 - - - -
Mov Cap-2 Maneuver - - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB NB SB
HCM Control Delay, s 41.3 0 0
HCM LOS E
Minor Lane/Major Mvmt NBT EBLn1 SBT SBR
Capacity (veh/h) - 119 - -
HCM Lane V/C Ratio - 0.168 - -
HCM Control Delay (s) - 41.3 - -
HCM Lane LOS - E - -
HCM 95th %tile Q(veh) - 0.6 - -
HCM 2010 TWSC 2020 Total AM.syn
2: S. College Avenue & Access 03/01/2018
Synchro 9 Report
Page 1
Intersection
Int Delay, s/veh 0.1
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 12 0 1747 1261 47
Future Vol, veh/h 0 12 0 1747 1261 47
Conflicting Peds, #/hr 1 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length - 0 - - - -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 50 92 91 86 50
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 0 24 0 1920 1466 94
Major/Minor Minor2 Major1 Major2
Conflicting Flow All - 780 - 0 - 0
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - 7.14 - - - -
Critical Hdwy Stg 1 - - - - - -
Critical Hdwy Stg 2 - - - - - -
Follow-up Hdwy - 3.92 - - - -
Pot Cap-1 Maneuver 0 290 0 - - -
Stage 1 0 - 0 - - -
Stage 2 0 - 0 - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - 290 - - - -
Mov Cap-2 Maneuver - - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB NB SB
HCM Control Delay, s 18.5 0 0
HCM LOS C
Minor Lane/Major Mvmt NBT EBLn1 SBT SBR
Capacity (veh/h) - 290 - -
HCM Lane V/C Ratio - 0.083 - -
HCM Control Delay (s) - 18.5 - -
HCM Lane LOS - C - -
HCM 95th %tile Q(veh) - 0.3 - -
HCM 2010 TWSC 2020 Total PM.syn
2: S. College Avenue & Access 03/01/2018
Synchro 9 Report
Page 1
Intersection
Int Delay, s/veh 0.5
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 30 0 1917 2517 50
Future Vol, veh/h 0 30 0 1917 2517 50
Conflicting Peds, #/hr 0 0 0 0 0 7
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length - 0 - - - -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 70 92 92 95 70
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 0 43 0 2084 2649 71
Major/Minor Minor2 Major1 Major2
Conflicting Flow All - 1367 - 0 - 0
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - 7.14 - - - -
Critical Hdwy Stg 1 - - - - - -
Critical Hdwy Stg 2 - - - - - -
Follow-up Hdwy - 3.92 - - - -
Pot Cap-1 Maneuver 0 117 0 - - -
Stage 1 0 - 0 - - -
Stage 2 0 - 0 - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - 116 - - - -
Mov Cap-2 Maneuver - - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB NB SB
HCM Control Delay, s 53.2 0 0
HCM LOS F
Minor Lane/Major Mvmt NBT EBLn1 SBT SBR
Capacity (veh/h) - 116 - -
HCM Lane V/C Ratio - 0.369 - -
HCM Control Delay (s) - 53.2 - -
HCM Lane LOS - F - -
HCM 95th %tile Q(veh) - 1.5 - -
HCM 2010 TWSC 2040 Background AM.syn
2: S. College Avenue & Access 03/01/2018
Synchro 9 Report
Page 1
Intersection
Int Delay, s/veh 0
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 2 0 2100 1533 11
Future Vol, veh/h 0 2 0 2100 1533 11
Conflicting Peds, #/hr 1 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length - 0 - - - -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 50 92 91 86 69
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 0 4 0 2308 1783 16
Major/Minor Minor2 Major1 Major2
Conflicting Flow All - 899 - 0 - 0
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - 7.14 - - - -
Critical Hdwy Stg 1 - - - - - -
Critical Hdwy Stg 2 - - - - - -
Follow-up Hdwy - 3.92 - - - -
Pot Cap-1 Maneuver 0 242 0 - - -
Stage 1 0 - 0 - - -
Stage 2 0 - 0 - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - 242 - - - -
Mov Cap-2 Maneuver - - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB NB SB
HCM Control Delay, s 20.1 0 0
HCM LOS C
Minor Lane/Major Mvmt NBT EBLn1 SBT SBR
Capacity (veh/h) - 242 - -
HCM Lane V/C Ratio - 0.017 - -
HCM Control Delay (s) - 20.1 - -
HCM Lane LOS - C - -
HCM 95th %tile Q(veh) - 0.1 - -
HCM 2010 TWSC 2040 Background PM.syn
2: S. College Avenue & Access 03/01/2018
Synchro 9 Report
Page 1
Intersection
Int Delay, s/veh 0.2
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 14 0 2289 3067 24
Future Vol, veh/h 0 14 0 2289 3067 24
Conflicting Peds, #/hr 0 0 0 0 0 7
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length - 0 - - - -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 70 92 92 95 60
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 0 20 0 2488 3228 40
Major/Minor Minor2 Major1 Major2
Conflicting Flow All - 1641 - 0 - 0
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - 7.14 - - - -
Critical Hdwy Stg 1 - - - - - -
Critical Hdwy Stg 2 - - - - - -
Follow-up Hdwy - 3.92 - - - -
Pot Cap-1 Maneuver 0 76 0 - - -
Stage 1 0 - 0 - - -
Stage 2 0 - 0 - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - 75 - - - -
Mov Cap-2 Maneuver - - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB NB SB
HCM Control Delay, s 69.6 0 0
HCM LOS F
Minor Lane/Major Mvmt NBT EBLn1 SBT SBR
Capacity (veh/h) - 75 - -
HCM Lane V/C Ratio - 0.267 - -
HCM Control Delay (s) - 69.6 - -
HCM Lane LOS - F - -
HCM 95th %tile Q(veh) - 1 - -
HCM 2010 TWSC 2040 Total AM.syn
2: S. College Avenue & Access 03/01/2018
Synchro 9 Report
Page 1
Intersection
Int Delay, s/veh 0.1
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 12 0 2126 1537 47
Future Vol, veh/h 0 12 0 2126 1537 47
Conflicting Peds, #/hr 1 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length - 0 - - - -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 50 92 91 86 50
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 0 24 0 2336 1787 94
Major/Minor Minor2 Major1 Major2
Conflicting Flow All - 941 - 0 - 0
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - 7.14 - - - -
Critical Hdwy Stg 1 - - - - - -
Critical Hdwy Stg 2 - - - - - -
Follow-up Hdwy - 3.92 - - - -
Pot Cap-1 Maneuver 0 227 0 - - -
Stage 1 0 - 0 - - -
Stage 2 0 - 0 - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - 227 - - - -
Mov Cap-2 Maneuver - - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB NB SB
HCM Control Delay, s 22.7 0 0
HCM LOS C
Minor Lane/Major Mvmt NBT EBLn1 SBT SBR
Capacity (veh/h) - 227 - -
HCM Lane V/C Ratio - 0.106 - -
HCM Control Delay (s) - 22.7 - -
HCM Lane LOS - C - -
HCM 95th %tile Q(veh) - 0.4 - -
HCM 2010 TWSC 2040 Total PM.syn
2: S. College Avenue & Access 03/01/2018
Synchro 9 Report
Page 1
Intersection
Int Delay, s/veh 0.8
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 30 0 2330 3070 50
Future Vol, veh/h 0 30 0 2330 3070 50
Conflicting Peds, #/hr 0 0 0 0 0 7
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length - 0 - - - -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 70 92 92 95 70
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 0 43 0 2533 3232 71
Major/Minor Minor2 Major1 Major2
Conflicting Flow All - 1659 - 0 - 0
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - 7.14 - - - -
Critical Hdwy Stg 1 - - - - - -
Critical Hdwy Stg 2 - - - - - -
Follow-up Hdwy - 3.92 - - - -
Pot Cap-1 Maneuver 0 74 0 - - -
Stage 1 0 - 0 - - -
Stage 2 0 - 0 - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - 74 - - - -
Mov Cap-2 Maneuver - - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB NB SB
HCM Control Delay, s 106.1 0 0
HCM LOS F
Minor Lane/Major Mvmt NBT EBLn1 SBT SBR
Capacity (veh/h) - 74 - -
HCM Lane V/C Ratio - 0.579 - -
HCM Control Delay (s) - 106.1 - -
HCM Lane LOS - F - -
HCM 95th %tile Q(veh) - 2.5 - -
Kimley-Horn and Associates, Inc.
096707000 – Compass Community Collaborative School
APPENDIX F
Queue Analysis Worksheets
Queues 2020 Total AM.syn
1: S. College Avenue & Rutgers Avenue 03/01/2018
Synchro 9 Report
Page 1
Lane Group EBL EBT WBL WBT NBL NBT SBL SBT SBR
Lane Group Flow (vph) 182 69 8 23 109 1825 8 1399 109
v/c Ratio 0.73 0.20 0.03 0.07 0.37 0.49 0.06 0.44 0.11
Control Delay 59.1 12.7 33.7 25.6 8.4 7.0 12.5 11.9 2.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 59.1 12.7 33.7 25.6 8.4 7.0 12.5 11.9 2.5
Queue Length 50th (ft) 123 6 5 9 18 165 2 169 0
Queue Length 95th (ft) 130 41 14 23 42 247 6 235 20
Internal Link Dist (ft) 264 327 344 212
Turn Bay Length (ft) 225 225 225
Base Capacity (vph) 395 507 379 508 379 3749 133 3198 1013
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.46 0.14 0.02 0.05 0.29 0.49 0.06 0.44 0.11
Intersection Summary
Queues 2020 Total PM.syn
1: S. College Avenue & Rutgers Avenue 03/01/2018
Synchro 9 Report
Page 1
Lane Group EBL EBT WBL WBT NBL NBT SBL SBT SBR
Lane Group Flow (vph) 315 241 20 51 193 1791 24 2439 260
v/c Ratio 0.92 0.44 0.10 0.11 0.78 0.53 0.21 0.92 0.30
Control Delay 74.6 13.1 33.8 24.6 48.5 11.4 24.2 34.1 7.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 74.6 13.1 33.8 24.6 48.5 11.4 24.2 34.1 7.5
Queue Length 50th (ft) 231 38 11 20 95 256 10 652 37
Queue Length 95th (ft) #345 21 17 26 116 295 33 #813 93
Internal Link Dist (ft) 264 327 344 212
Turn Bay Length (ft) 225 225 225
Base Capacity (vph) 369 575 221 502 288 3373 112 2657 861
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.85 0.42 0.09 0.10 0.67 0.53 0.21 0.92 0.30
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Queues 2040 Total AM.syn
1: S. College Avenue & Rutgers Avenue 03/01/2018
Synchro 9 Report
Page 1
Lane Group EBL EBT WBL WBT NBL NBT SBL SBT SBR
Lane Group Flow (vph) 182 69 9 26 109 2228 10 1704 109
v/c Ratio 0.74 0.20 0.04 0.08 0.45 0.59 0.13 0.54 0.11
Control Delay 59.5 12.7 33.9 23.7 12.1 8.2 17.2 13.6 2.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 59.5 12.7 33.9 23.7 12.1 8.2 17.2 13.6 2.7
Queue Length 50th (ft) 123 6 5 9 18 230 3 225 0
Queue Length 95th (ft) 130 41 15 25 46 338 8 320 21
Internal Link Dist (ft) 264 327 344 212
Turn Bay Length (ft) 225 225 225
Base Capacity (vph) 356 464 343 457 294 3751 77 3175 1006
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.51 0.15 0.03 0.06 0.37 0.59 0.13 0.54 0.11
Intersection Summary
Queues 2040 Total PM.syn
1: S. College Avenue & Rutgers Avenue 03/02/2018
Synchro 9 Report
Page 1
Lane Group EBL EBT WBL WBT NBL NBT SBL SBT SBR
Lane Group Flow (vph) 315 241 24 55 193 2186 29 2972 260
v/c Ratio 1.01 0.49 0.14 0.13 0.90 0.63 0.43 1.04 0.28
Control Delay 98.6 19.1 38.6 28.6 70.4 11.3 38.7 54.0 5.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 98.6 19.1 38.6 28.6 70.4 11.3 38.7 54.0 5.7
Queue Length 50th (ft) ~248 59 15 24 99 307 12 ~910 33
Queue Length 95th (ft) #391 41 21 31 #124 349 #58 #995 77
Internal Link Dist (ft) 264 327 344 212
Turn Bay Length (ft) 225 225 225
Base Capacity (vph) 313 493 177 424 216 3488 68 2865 913
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 1.01 0.49 0.14 0.13 0.89 0.63 0.43 1.04 0.28
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.
Kimley-Horn and Associates, Inc.
096707000 – Compass Community Collaborative School
APPENDIX G
Conceptual Site Plan
C.O.
MASON CORRIDOR TRANSITWAY
A BIG A SELF
STORAGE
(N.A.P.)
VACANT LAND
(N.A.P.)
SPRING CREEK
MAX STATION
MATTRESS
FIRM
(N.A.P.)
PELETON
CYCLES
(N.A.P.)
WHOLE FOODS
(N.A.P.)
DROP-OFF
ZONE
MAIN
ENTRANCE
NORTH
COMPASS COMMUNITY COLLABORATIVE SCHOOL
PARKING AND CIRCULATION EXHIBIT
MARCH 5, 2018
LEGEND
North
Morrison, CO 80465
North
Morrison, CO 80465
Out In Total
51 34 85
Left
110
Thru
1597
Right
11
U
Turns
0
Out In Total
2364 1718 4082
Left
224
Thru
18
Right
146
U
Turns
0
Out In Total
375 388 763
Peak Hour Begins at 04:00 PM
Automobiles
Peak Hour Data
North
Morrison, CO 80465
Morrison, CO 80465
0
Out In Total
19 12 31
Left
62
Thru
1561
Right
11
U
Turns
0
Out In Total
1192 1634 2826
Left
96
Thru
4
Right
44
U
Turns
0
Out In Total
150 144 294
Peak Hour Begins at 08:15 AM
Automobiles
Peak Hour Data
North
Morrison, CO 80465
Morrison, CO 80465
58’
77’
250’
C
225’
225’
225’
College Avenue RIRO Access
Eastbound Right C (175’) 38’ C 63’ C
C = Continuous Lane
As shown in the table representing the queuing results, all anticipated queues are
accommodated or managed within existing turn bay lengths with exception of the eastbound left
turn queue at the Rutgers Avenue and College Avenue intersection. This storage lane is built to
maximum length as it backs to an internal drive aisle that fronts the existing building. This
intersection is expected to operate at LOS D with 38.9 seconds of delay during the future peak
hour; therefore, additional green time could be provided to the minor approaches while
maintaining acceptable operations (delay threshold from D to E is 55 seconds). This additional
green time could alleviate queues if they begin to back up to the nearest on-site drive aisle.
The eastbound exiting queue length for the existing shared right-in/right-out access along
College Avenue was also evaluated. The eastbound right turn queue was calculated to need 63
feet of storage which amounts to approximately three vehicles of storage (75 feet) in 2040. The
B
2020 Background Traffic – Overall
Eastbound Left
Eastbound Through/Right
Westbound Left
Westbound Through/Right
Northbound Left
Northbound Through
Southbound Left
Southbound Through
Southbound Right
8.0
49.3
43.5
44.7
41.9
4.6
4.4
6.3
6.9
5.3
A
D
D
D
D
A
A
A
A
A
20.3
54.7
42.2
47.7
36.2
48.4
9.4
15.8
21.0
12.5
C
D
D
D
D
D
A
B
C
B
2020 Total Traffic – Overall
Eastbound Left
Eastbound Through/Right
Westbound Left
Westbound Through/Right
Northbound Left
Northbound Through
Southbound Left
Southbound Through
Southbound Right
10.0
47.8
40.5
42.1
38.9
6.5
5.8
8.5
8.8
6.7
B
D
D
D
D
A
A
A
A
A
26.7
54.5
38.8
45.0
32.8
54.1
11.9
19.9
31.3
17.0
C
D
D
D
C
D
B
B
C
B
2040 Background Traffic – Overall
Eastbound Left
Eastbound Through/Right
Westbound Left
Westbound Through/Right
Northbound Left
Northbound Through
Southbound Left
Southbound Through
Southbound Right
8.4
49.4
43.3
44.6
41.9
5.8
5.2
8.8
7.7
5.3
A
D
D
D
D
A
A
A
A
A
25.7
67.2
46.3
50.8
38.3
74.2
9.5
20.3
30.4
11.7
C
E
D
D
D
E
A
C
C
B
2040 Total Traffic – Overall
Eastbound Left
Eastbound Through/Right
Westbound Left
Westbound Through/Right
Northbound Left
Northbound Through
Southbound Left
Southbound Through
Southbound Right
10.6
47.9
40.3
42.0
38.9
8.6
6.8
11.7
9.7
6.8
B
D
D
D
D
A
A
B
A
A
38.9
77.6
44.6
49.8
36.2
75.0
11.2
23.8
54.3
14.6
D
E
D
D
D
E
B
C
D*
B
* LOS grade corrected from Synchro report based on delay level.