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Home My WebLink AboutPROSPECT AND COLLEGE HOTEL - PDP190014 - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYPROSPECT-COLLEGE HOTEL TRANSPORTATION IMPACT STUDY FORT COLLINS, COLORADO SEPTEMBER 2019 Prepared for: Saunders Commercial Development Co. 1705 17th Street, Suite 350 Denver, CO 80202 Prepared by: DELICH ASSOCIATES 2272 Glen Haven Drive Loveland, CO 80538 Phone: 970-669-2061 FAX: 970-669-5034 Project # 18110 DELICH Prospect-College Hotel TIS, September 2019 ASSOCIATES TABLE OF CONTENTS I. INTRODUCTION ........................................................................................................ 1 II. EXISTING CONDITIONS .......................................................................................... 2 Land Use ......................................................................................................................... 2 Streets ............................................................................................................................. 2 Existing Traffic ................................................................................................................. 5 Existing Operation ........................................................................................................... 5 Pederstrian Facilities ....................................................................................................... 9 Bicycle Facilities .............................................................................................................. 9 Transit Facilities .............................................................................................................. 9 III. PROPOSED DEVELOPMENT ............................................................................... 10 Trip Generation ............................................................................................................. 10 Trip Distribution ............................................................................................................. 10 Background Traffic Projections ..................................................................................... 13 Trip Assignment and Total Traffic Forecasts ................................................................. 13 Signal Warrants ............................................................................................................. 13 Operation Analysis ........................................................................................................ 19 Geometry ...................................................................................................................... 19 Left-turn Lane Analyses ................................................................................................ 29 Pedestrian Level of Service ........................................................................................... 31 Bicycle Level of Service ................................................................................................ 32 Transit Level of Service ................................................................................................. 32 IV. CONCLUSIONS .................................................................................................... 33 LIST OF TABLES 1. Current Peak Hour Operation .................................................................................... 7 2. Trip Generation ....................................................................................................... 10 3. Short Range (2024) Background Peak Hour Operation .......................................... 20 4. Long Range (2040) Background Peak Hour Operation ........................................... 22 5. Short Range (2024) Total Peak Hour Operation ..................................................... 24 6. Long Range (2040) Total Peak Hour Operation ...................................................... 26 7. Short Range (2024) Total Peak Hour Operation and Queue Length ....................... 30 8. Long Range (2040) Total Peak Hour Operation and Queu Length ......................... 30 DELICH Prospect-College Hotel TIS, September 2019 ASSOCIATES LIST OF FIGURES 1. Site Location ............................................................................................................. 3 2. Existing Geometry ..................................................................................................... 4 3. Recent Peak Hour Traffic .......................................................................................... 6 4. Site Plan .................................................................................................................. 11 5. Trip Distribution ....................................................................................................... 12 6. Short Range (2024) Background Peak Hour Traffic ................................................ 14 7. Long Range (2040) Background Peak Hour Traffic ................................................. 15 8. Site Generated Peak Hour Traffic ........................................................................... 16 9. Short Range (2024) Total Peak Hour Traffic ........................................................... 17 10. Long Range (2040) Total Peak Hour Traffic ............................................................ 18 11. Short Range (2024) and Long Range (2040) Geometry ......................................... 28 APPENDICES A. Base Assumptions Form B. Peak Hour Traffic Counts C. Current Peak Hour Operation/Level of Service Descriptions/Fort Collins Motor Vehicle LOS Standards (Intersections) D. Short Range (2024) Background Peak Hour Operation E. Long Range (2040) Background Peak Hour Operation F. Short Range (2024) Total Peak Hour Operation G. Long Range (2040) Total Peak Hour Operation H. Pedestrian/Bicycle Level of Service Worksheets DELICH Prospect-College Hotel TIS, September 2019 ASSOCIATES Page 1 I. INTRODUCTION This transportation impact study (TIS) addresses the capacity, geometric, and control requirements at and near the proposed Prospect-College Hotel development. The proposed Prospect-College Hotel is located in the southwest quadrant of the College/Prospect intersection in Fort Collins, Colorado. During the course of the analysis, numerous contacts were made with the development team (MacMillan Development and Saunders Commercial Development), the project Architect (4240 Architecture), and the City of Fort Collins Traffic Operations staff. The Transportation Impact Study Base Assumptions form and related documents are provided in Appendix A. This study generally conforms to the format set forth in the Fort Collins TIS Guidelines in the “Larimer County Urban Area Street Standards” (LCUASS). Due to the trip generation, this is a full transportation impact study. The study involved the following steps: - Collect physical, traffic, and development data; - Perform trip generation, trip distribution, and trip assignment; - Determine peak hour traffic volumes; - Conduct capacity and operational level of service analyses on key intersections; - Analyze signal warrants; - Conduct level of service evaluation of pedestrian, bicycle, and transit modes of transportation DELICH Prospect-College Hotel TIS, September 2019 ASSOCIATES Page 2 II. EXISTING CONDITIONS The location of the Prospect-College Hotel development is shown in Figure 1. It is important that a thorough understanding of the existing conditions be presented. Land Use Land uses in the area are primarily residential, office, and commercial. There are residential uses to the south and east of the site. There are commercial uses to the north, south, east, and west of the site. The Mason Trail is west of the site. The proposed Prospect-College Hotel site currently has a restaurant and mattress store that will be razed. The central business district of Fort Collins lies to the north of the proposed Prospect-College Hotel. Streets The primary streets near the Prospect-College Hotel site are College Avenue, Prospect Road, Stuart Street, and Parker Street. Figure 2 shows a schematic of the existing geometry at the key intersections. College Avenue is east of (adjacent to) the proposed Prospect-College Hotel site. It is a north-south street classified as a six-lane arterial street according to the Fort Collins Master Street Plan. Currently, College Avenue has a six-lane cross section in this area. At the College/Prospect intersection, College Avenue has dual northbound and southbound left-turn lanes, three through lanes in each direction, and southbound right-turn lane. At the College/Parker intersection, College Avenue has a southbound left-turn lane and three through lanes in each direction. At the College/Driveway intersection, College Avenue has a northbound left-turn lane and three through lanes in each direction. At the College/Stuart intersection, College Avenue has a northbound and a southbound left-turn lane, three through lanes in each direction. The College/Prospect and College/Stuart intersections have signal control. The College/Parker and College/Driveway intersections have stop sign control on Parker Street and the driveway, respectively. The posted speed limit in this area of College Avenue is 35 mph, north of Stuart Street, and 40 mph, south of Stuart Street. Prospect Road is north of (adjacent to) the proposed Prospect-College Hotel site. It is an east-west street classified as a four-lane arterial street according to the Fort Collins Master Street Plan. Currently, Prospect Road has a four-lane cross section. At the College/Prospect intersection, Prospect Road has dual eastbound and westbound left-turn lanes, two through lanes in each direction, and an eastbound and a westbound right-turn lane. The posted speed limit in this area of Prospect Road is 35 mph. College Avenue Prospect Road Parker Street Stuart Street Remington Street Centre Street SCALE: 1"=500' SITE LOCATION Figure 1 DELICH ASSOCIATES Prospect-College Hotel TIS, September 2019 Page 3 Prospect-College Hotel EXISTING GEOMETRY Figure 2 DELICH ASSOCIATES Prospect-College Hotel TIS, September 2019 Page 4 College Avenue Prospect Road Stuart Street Parker Street Driveway STOP STOP - Denotes Lane DELICH Prospect-College Hotel TIS, September 2019 ASSOCIATES Page 5 Parker Street is east of the proposed Prospect-College Hotel site. It is an east- west street classified as a local street according to the Fort Collins Master Street Plan. Currently, Parker Street has a two-lane cross section. Parker Street only has an east leg at the College/Parker intersection. The College/Parker intersection provides right- in/right-out/left-in movements. At the College/Parker intersection, Parker Street has a westbound right-turn lane. The posted speed limit in this area of Parker Street is 25 mph. The driveway on the west side of Avenue provides right-in/right-out/left-in movements. Stuart Street is south of the proposed Prospect-College Hotel site. It is an east- west street classified as a two-lane collector street, east of College Avenue, and a local street, west of College Avenue, according to the Fort Collins Master Street Plan. Currently, Stuart Street has a two-lane cross section. At the College/Stuart intersection, Stuart Street has an eastbound and a westbound left-turn lane and through/right-turn lane in each direction. The posted speed limit in this area of Stuart Street is 30 mph. Existing Traffic Recent morning and afternoon peak hour traffic volumes are shown in Figure 3. The traffic counts at the College/Prospect intersection were obtained in March 2018 by the City of Fort Collins. The traffic counts at the College/Parker and College/Driveway intersections were obtained in January 2019. The traffic counts at the College/Stuart intersection were obtained in April 2018 by the City of Fort Collins. Raw traffic count data are provided in Appendix B. Existing Operation The College/Prospect, College/Parker, College/Driveway, and College/Stuart intersections were evaluated using techniques provided in the 2016 Highway Capacity Manual, 6th Edition. Using the morning and afternoon peak hour traffic shown in Figure 3, the peak hour operation is shown in Table 1. On this and all operation tables, the calculated delay is shown for movements and legs that experience level of service E and F. The College/Prospect, College/Parker, College/Driveway, and College/Stuart intersections meet the City of Fort Collins Motor Vehicle LOS standard during the morning and afternoon peak hours with existing signal control, geometry, and signal timing. Calculation forms are provided in Appendix C. At the College/Driveway intersection during the afternoon peak hour, the calculated delay for the northbound left- turn movement was commensurate with level of service F. A description of level of service for signalized and unsignalized intersections from the 2010 Highway Capacity Manual and a table showing the Fort Collins Motor Vehicle LOS Standards (Intersections) are also provided in Appendix C. The Prospect-College Hotel is in an area termed “mixed-use district.” In areas termed “mixed-use districts,” acceptable overall operation at signalized intersections during the peak hours is defined as level of service E or better. At signalized intersections, acceptable operation of any leg and any RECENT PEAK HOUR TRAFFIC Figure 3 DELICH ASSOCIATES Prospect-College Hotel TIS, September 2019 Page 6 8/44 1510/1683 50/28 7/25 1044/2219 66/107 21/44 5/15 5/28 139/99 3/6 96/162 225/355 1397/1313 147/169 147/274 770/1748 68/210 216/259 730/600 195/406 169/89 533/698 156/216 College Avenue Prospect Road Stuart Street Parker 25/58 1475/1739 18/23 9/56 968/2137 15/37 14/8 Driveway 15/37 AM/PM DELICH Prospect-College Hotel TIS, September 2019 ASSOCIATES Page 7 TABLE 1 Current Peak Hour Operation Intersection Movement Level of Service AM PM College/Prospect (signal) EB LT D E (68.1 secs) EB T D E (57.1 secs) EB RT A A EB APPROACH D E (60.4 secs) WB LT E (55.1 secs) E (64.9 secs) WB T D E (63.2 secs) WB RT A A WB APPROACH D E (63.6 secs) NB LT C E (67.2 secs) NB T A D NB T/RT B D NB APPROACH B D SB LT E (55.0 secs) D SB T D C SB RT A A SB APPROACH D C OVERALL C D College/Stuart (signal) EB LT D D EB T/RT D D EB APPROACH D D WB LT D D WB T/RT D D WB APPROACH D D NB LT A A NB T A A NB T/RT A A NB APPROACH A A SB LT A A SB T A B SB T/RT A B SB APPROACH A B OVERALL A B Continued on next page DELICH Prospect-College Hotel TIS, September 2019 ASSOCIATES Page 8 Continued from previous page TABLE 1 Current Peak Hour Operation Intersection Movement Level of Service AM PM College/Parker (stop sign) WB RT C C SB LT D E (41.5 secs) OVERALL A A College/Driveway (stop sign) EB RT B E (36.4 secs) NB LT C F (140.9 secs) OVERALL A A DELICH Prospect-College Hotel TIS, September 2019 ASSOCIATES Page 9 movement is level of service E. At arterial/arterial and collector/collector stop sign controlled intersections, acceptable operation is considered to be at level of service E, overall and level of service F, for any approach leg. At arterial/collector, arterial/local, collector/local, and local/local stop sign controlled intersections; acceptable operation is considered to be at level of service D, overall and level of service F, for any approach leg. In such areas, it is expected that there would be substantial delays to the minor street movements at unsignalized intersections during the peak hours. This is considered to be normal in urban areas At the College/Parker and College/Driveway intersections, the calculated average delay in the afternoon peak hour for the major street left turns was very long. Over a number of years, Delich Associates has conducted independent research comparing the calculated delay (measure of Level of Service (LOS)) and observed delay at stop sign controlled intersections. This was applied to the minor (stop sign controlled) movements (left turns and right turns) at both four-leg intersections and three-leg intersections. That research indicated that an intersection where delay to the minor street movements were relatively short (LOS A, B, C), the calculated delay reasonably matched the observed delay. However, when the major street traffic increased substantially (>1500 vph), the calculated delay to the minor street movements (using the HCM techniques) were longer than the observed delays. This research was conducted using LOS techniques in the 2000 Highway Capacity Manual. Comparisons have not yet been extended to the 2016 Highway Capacity Manual techniques in a rigorous fashion. In the case of major street left turns, the ability to turn is a function of the upstream signal, the gaps in the approaching traffic, and when the subject left-turning vehicle arrives in the major street left-turn lane. It is likely that calculated delay is much longer than the actual delay. This information is provided to the reviewer in consideration of drawing conclusions about the calculated delay for this movement. Pedestrian Facilities There are sidewalks along College Avenue, Prospect Road, and Stuart Street. There is a sidewalk along the south side of Parker Street. Sidewalks will be incorporated within and adjacent to this development. Bicycle Facilities Bicycle lanes exist along Stuart Street and Remington Street, within the study area. The Mason Trail is to the west of the Prospect-College Hotel. Transit Facilities Currently, this area of Fort Collins is served by the Max. There is a stop just north of Prospect Road. DELICH Prospect-College Hotel TIS, September 2019 ASSOCIATES Page 10 III. PROPOSED DEVELOPMENT The Prospect-College Hotel is a 149 room hotel. Figure 4 shows a site plan of the Prospect-College Hotel. The site plan shows an access to College Avenue, access to the development to the south and access to the development to the west. The short range analysis (Year 2024) includes development of Prospect-College Hotel site and an appropriate increase in background traffic, due to normal growth, and other approved/proposed developments in the area. The long range analysis (Year 2040) includes background traffic due to normal growth and in general accordance with the Fort Collins Structure Plan. Trip Generation Trip generation is important in considering the impact of a development such as this upon the existing and proposed street system. Hotel (Code 310) was the used of trip generation information contained in Trip Generation, 10th Edition, ITE was used to estimate trips that would be generated by the proposed/expected use at a site. A trip is defined as a one-way vehicle movement from origin to destination. Table 2 shows the daily and peak hour trip generation for the Prospect-College Hotel development site. The trip generation of the Prospect-College Hotel development resulted in 1256 daily trip ends, 69 morning peak hour trip ends, and 86 afternoon peak hour trip ends. TABLE 2 Trip Generation Code Use Size AWDTE AM Peak Hour PM Peak Hour Rate Trips Rate In Rate Out Rate In Rate Out 310 Senior Housing 149 Rooms Eq. 1256 Eq. 41 Eq. 28 Eq. 44 Eq. 42 Trip Distribution Trip distribution for the Prospect-College Hotel was based on existing/future travel patterns, land uses in the area, consideration of trip attractions/productions in the area, and engineering judgment. Figure 5 shows the trip distribution for the short range (2024) and long range (2040) analysis futures. The trip distribution was agreed to by City of Fort Collins staff in the scoping discussions/emails. SITE PLAN Figure 4 DELICH ASSOCIATES Prospect-College Hotel TIS, September 2019 Page 11 College Avenue Prospect Road Parker Street Stuart Street Remington Street Centre Street SCALE: 1"=500' TRIP DISTRIBUTION Figure 5 DELICH ASSOCIATES Prospect-College Hotel TIS, September 2019 Page 12 Prospect-College Hotel 20% 20% 30% 30% DELICH Prospect-College Hotel TIS, September 2019 ASSOCIATES Page 13 Background Traffic Projections Figures 6 and 7 show the short range (2024) and long range (2040) background traffic projections, respectively. Background traffic projections for the short range (2024) future horizons were obtained by reviewing the North Front Range Regional Transportation Plan, CDOT growth factors, and various traffic studies prepared for this area of Fort Collins. Based upon these sources, it was determined that the traffic volumes would increase by approximately 0.75 to 1.0 percent per year. Trip Assignment and Total Traffic Forecasts Trip assignment is how the generated and distributed trips are expected to be loaded on the street system. The assigned trips are the resultant of the trip distribution process. The site access on College Avenue was analyzed with right-in/right-out/left-in (3/4) movements. This was discussed in various meetings with the City of Fort Collins staff. It is acknowledged that this access will involve further discussions with Fort Collins staff and eventually CDOT staff. College Avenue is also known as US287 and, as such, is under the administrative jurisdiction of CDOT. The proposed ¾ access on College Avenue will be in the southbound left-turn approaching Parker Street. The ¾ access at Parker Street must be maintained. Therefore, the two ¾ accesses will be in a finite area on College Avenue. Should the analyses and/or further discussions result in denial of the ¾ access to the Prospect-College Hotel site, the existing median for the southbound left- turn lane approaching Parker Street will be modified to provide emergency only access in the northbound direction. Figure 8 shows the site generated peak hour traffic. The existing driveway also provides access to the existing uses on the site via a drive aisle in front of the strip retail along College Avenue. With the Prospect-College Hotel, the connection that allows this will be closed. Therefore, some vehicle trips were removed from the northbound left-in at the driveway based upon trip generation and engineering judgment. The northbound left turns at the proposed ¾ access also include some trips destined for the existing commercial buildings to the west of the Prospect- College Hotel. Figure 9 shows the short range (2024) total (site plus background) peak hour traffic assignment. Figure 10 shows the long range (2040) total (site plus background) peak hour traffic assignment. Signal Warrants As a matter of policy, traffic signals are not installed at any location unless warrants are met according to the Manual on Uniform Traffic Control Devices. The College/Prospect and College/Stuart intersections are currently signalized. No other intersections will be signalized. SHORT RANGE (2024) BACKGROUND PEAK HOUR TRAFFIC Figure 6 DELICH ASSOCIATES Prospect-College Hotel TIS, September 2019 Page 14 8/47 1550/1760 53/30 7/26 1060/2250 70/110 22/47 5/16 5/30 140/105 3/6 102/172 230/365 1420/1340 150/175 156/290 790/1790 72/223 229/275 773/636 200/410 179/94 565/740 160/220 College Avenue Prospect Road Stuart Street Parker 26/61 1549/1826 19/24 9/59 1016/2244 16/39 15/8 Driveway 16/29 AM/PM LONG RANGE (2040) BACKGROUND PEAK HOUR TRAFFIC Figure 7 DELICH ASSOCIATES Prospect-College Hotel TIS, September 2019 Page 15 10/50 1745/1985 60/35 10/30 1195/2540 80/125 25/50 5/20 5/30 160/120 5/10 115/195 260/410 1600/170 170/195 175/325 895/2015 80/250 255/315 875/715 225/460 200/105 635/835 180/250 Prospect Road Stuart Street Parker 30/65 1745/2085 20/25 10/60 1135/2520 20/40 15/10 Driveway 20/30 College Avenue AM/PM Rounded to Nearest 5 Vehicles SITE GENERATED PEAK HOUR TRAFFIC Figure 8 DELICH ASSOCIATES Prospect-College Hotel TIS, September 2019 Page 16 6/8 2/3 6/6 20/29 13/13 8/13 12/13 8/13 6/8 2/3 8/9 Prospect Road Stuart Street Parker 13/13 8/13 Driveway AM/PM College Avenue 22/25 8/13 13/13 Hotel Access Hotel Access 6/8 SHORT RANGE (2024) TOTAL PEAK HOUR TRAFFIC Figure 9 DELICH ASSOCIATES Prospect-College Hotel TIS, September 2019 Page 17 8/47 1563/1773 53/30 7/26 1068/2263 70/110 22/47 5/16 5/30 140/105 3/6 102/172 230/365 1420/1340 150/175 156/290 802/1803 72/223 243/296 779/644 202/413 179/94 565/740 168/229 Prospect Road Stuart Street Parker 24/47 1549/1826 19/24 9/59 1016/2244 16/39 15/8 Driveway 16/29 AM/PM College Avenue 30/51 1032/2322 9/20 18/29 1559/1847 Hotel Access LONG RANGE (2040) TOTAL PEAK HOUR TRAFFIC Figure 10 DELICH ASSOCIATES Prospect-College Hotel TIS, September 2019 Page 18 10/50 1760/2000 60/35 10/30 1205/2555 80/125 25/50 5/20 5/30 160/120 5/10 115/195 260/410 1600/170 170/195 175/325 905/2030 80/250 275/335 880/725 230/465 200/105 635/835 190/260 Prospect Road Stuart Street Parker 25/50 1760/2100 20/25 10/60 1145/2535 20/40 15/10 Driveway 20/30 College Avenue 30/50 1165/2615 10/20 20/30 1755/2080 Hotel Access AM/PM Rounded to Nearest 5 Vehicles DELICH Prospect-College Hotel TIS, September 2019 ASSOCIATES Page 19 Operation Analysis Capacity analyses were performed at the College/Prospect, College/Hotel Access, College/Parker, College/Driveway, and College/Stuart intersections. The operations analyses were conducted for the short range and long range futures, reflecting year 2024 and 2040 conditions, respectively. Using the traffic volumes shown in Figure 6, the College/Prospect, College/Parker, College/Driveway, and College/Stuart intersections operate in the short range (2024) background traffic future as indicated in Table 3. Calculation forms for these analyses are provided in Appendix D. The key intersections will meet the City of Fort Collins Motor Vehicle LOS Standard during the morning and afternoon peak hours. At the College/Driveway intersection during the afternoon peak hour, the calculated delay for the northbound left-turn movement was commensurate with level of service F. Using the traffic volumes shown in Figure 7, College/Prospect, College/Parker, College/Driveway, and College/Stuart intersections operate in the long range (2040) background traffic future as indicated in Table 4. Calculation forms for these analyses are provided in Appendix E. The key intersections will meet the City of Fort Collins Motor Vehicle LOS Standard, overall. The long range analyses are for information purposes. Using the traffic volumes shown in Figure 9, the College/Prospect, College/Parker, College/Driveway, College/Stuart, and College/Hotel Access intersections operate in the short range (2024) total traffic as indicated in Table 5. Calculation forms for these analyses are provided in Appendix F. The key intersections will meet the City of Fort Collins Motor Vehicle LOS Standard during the morning and afternoon peak hours. At the College/Hotel Access and College/Driveway intersections during the afternoon peak hour, the calculated delay for the northbound left-turn movement was commensurate with level of service F. Using the traffic volumes shown in Figure 10, the College/Prospect, College/Parker, College/Driveway, College/Stuart, and College/Hotel Access intersections operate in the long range (2040) total traffic future as indicated in Table 6. Calculation forms for these analyses are provided in Appendix G. The key intersections will meet the City of Fort Collins Motor Vehicle LOS Standard, overall. The long range analyses are for information purposes. Geometry Figure 11 shows a schematic of the short range (2024) and long range (2040) geometry. This is the existing geometry at the College/Prospect, College/Parker, College/Driveway, and College/Stuart intersections. At the College/Prospect intersection a northbound right-turn lane is required with existing traffic. The Prospect-College Hotel development adds no traffic to this northbound right-turn lane and it is in a constrained condition. Therefore, the College/Prospect intersection was analyzed with no northbound DELICH Prospect-College Hotel TIS, September 2019 ASSOCIATES Page 20 TABLE 3 Short Range (2024) Background Peak Hour Operation Intersection Movement Level of Service AM PM College/Prospect (signal) EB LT D E (65.8 secs) EB T E (56.7 secs) E (58.6 secs) EB RT A A EB APPROACH E (56.1 secs) E (60.8 secs) WB LT E (55.4 secs) E (63.6 secs) WB T D E (70.2 secs) WB RT A A WB APPROACH D E (68.7 secs) NB LT D E (69.3 secs) NB T B D NB T/RT B D NB APPROACH B E (55.7 secs) SB LT D D SB T D C SB RT A A SB APPROACH D C OVERALL D D College/Stuart (signal) EB LT D D EB T/RT D D EB APPROACH D D WB LT D D WB T/RT D D WB APPROACH D D NB LT A B NB T A A NB T/RT A A NB APPROACH A A SB LT A A SB T A B SB T/RT A B SB APPROACH A B OVERALL A B Continued on next page DELICH Prospect-College Hotel TIS, September 2019 ASSOCIATES Page 21 Continued from previous page TABLE 3 Short Range (2024) Background Peak Hour Operation Intersection Movement Level of Service AM PM College/Parker (stop sign) WB RT C C SB LT D E (48.9 secs) OVERALL A A College/Driveway (stop sign) EB RT B E (38.0 secs) NB LT C F (198.8 secs) OVERALL A A DELICH Prospect-College Hotel TIS, September 2019 ASSOCIATES Page 22 TABLE 4 Long Range (2040) Background Peak Hour Operation Intersection Movement Level of Service AM PM College/Prospect (signal) EB LT D E (77.1 secs) EB T E (59.4 secs) E (63.0 secs) EB RT A A EB APPROACH E (58.3 secs) E (67.4 secs) WB LT E (55.9 secs) F (84.1 secs) WB T D F (96.4 secs) WB RT A A WB APPROACH D F (93.5 secs) NB LT D F (83.9 secs) NB T B E (56.0 secs) NB T/RT C E (61.9 secs) NB APPROACH C E (63.1 secs) SB LT D D SB T D E (69.7 secs) SB RT A A SB APPROACH D E (67.8 secs) OVERALL D E (70.5 secs) College/Stuart (signal) EB LT D D EB T/RT D D EB APPROACH D D WB LT D D WB T/RT D D WB APPROACH D D NB LT A B NB T A A NB T/RT A A NB APPROACH A A SB LT A A SB T A B SB T/RT A B SB APPROACH A B OVERALL A B Continued on next page DELICH Prospect-College Hotel TIS, September 2019 ASSOCIATES Page 23 Continued from previous page TABLE 4 Long Range (2040) Background Peak Hour Operation Intersection Movement Level of Service AM PM College/Parker (stop sign) WB RT C D SB LT D F (69.0 secs) OVERALL A A College/Driveway (stop sign) EB RT C E (46.3 secs) NB LT C F (359.9 secs) OVERALL A A DELICH Prospect-College Hotel TIS, September 2019 ASSOCIATES Page 24 TABLE 5 Short Range (2024) Total Peak Hour Operation Intersection Movement Level of Service AM PM College/Prospect (signal) EB LT D E (71.2 secs) EB T E (56.9 secs) E (59.0 secs) EB RT A A EB APPROACH E (56.4 secs) E (62.8 secs) WB LT E (55.9 secs) E (66.2 secs) WB T D E (70.2 secs) WB RT A A WB APPROACH D E (69.3 secs) NB LT D E (69.3 secs) NB T B D NB T/RT B D NB APPROACH B E (55.7 secs) SB LT D D SB T D C SB RT A A SB APPROACH D C OVERALL D D College/Stuart (signal) EB LT D D EB T/RT D D EB APPROACH D D WB LT D D WB T/RT D D WB APPROACH D D NB LT A B NB T A A NB T/RT A A NB APPROACH A A SB LT A A SB T A B SB T/RT A B SB APPROACH A B OVERALL A B Continued on next page DELICH Prospect-College Hotel TIS, September 2019 ASSOCIATES Page 25 Continued from previous page TABLE 5 Short Range (2024) Total Peak Hour Operation Intersection Movement Level of Service AM PM College/Hotel Access (stop sign) EB RT B E (39.6 secs) NB LT C F (123.3 secs) OVERALL A A College/Parker (stop sign) WB RT C C SB LT D E (48.9 secs) OVERALL A A College/Driveway (stop sign) EB RT B E (38.0 secs) NB LT C F (143.0 secs) OVERALL A A DELICH Prospect-College Hotel TIS, September 2019 ASSOCIATES Page 26 TABLE 6 Long Range (2040) Total Peak Hour Operation Intersection Movement Level of Service AM PM College/Prospect (signal) EB LT E (55.1 secs) F (87.5 secs) EB T E (59.7 secs) E (63.8 secs) EB RT A A EB APPROACH E (58.7 secs) E (71.3 secs) WB LT E (56.6 secs) F (94.7 secs) WB T D F (96.4 secs) WB RT A A WB APPROACH D F (96.0 secs) NB LT D F (83.9 secs) NB T B E (56.0 secs) NB T/RT C E (61.9 secs) NB APPROACH C E (63.1 secs) SB LT D D SB T D E (73.2 secs) SB RT A A SB APPROACH D E (70.9 secs) OVERALL D E (72.7 secs) College/Stuart (signal) EB LT D D EB T/RT D D EB APPROACH D D WB LT D D WB T/RT D D WB APPROACH D D NB LT A B NB T A A NB T/RT A A NB APPROACH A A SB LT A A SB T A B SB T/RT A B SB APPROACH A B OVERALL A B Continued on next page DELICH Prospect-College Hotel TIS, September 2019 ASSOCIATES Page 27 Continued from previous page TABLE 6 Long Range (2040) Total Peak Hour Operation Intersection Movement Level of Service AM PM College/Hotel Access (stop sign) EB RT C E (44.9 secs) NB LT C F (170.7 secs) OVERALL A A College/Parker (stop sign) WB RT C D SB LT D F (70.1 secs) OVERALL A A College/Driveway (stop sign) EB RT C E (46.3 secs) NB LT C F (254.6 secs) OVERALL A A SHORT RANGE (2024) AND LONG RANGE (2040) GEOMETRY Figure 11 DELICH ASSOCIATES Prospect-College Hotel TIS, September 2019 Page 28 College Avenue Prospect Road Stuart Street Parker Street Driveway STOP STOP - Denotes Lane Hotel Access STOP Required based on existing traffic. However, this is in constrained condition DELICH Prospect-College Hotel TIS, September 2019 ASSOCIATES Page 29 right-turn lane. The building on this property appears to be vacant. If this property is redeveloped, it is likely that the northbound right-turn lane would be part of that redevelopment. Left-turn Lane Analyses This provides documentation of analyses pertaining to the right-in/right-out/left-in (3/4) accesses on College Avenue, south of Prospect Road. The purpose is to determine whether an additional ¾ access could be introduced for the proposed hotel. The proposed ¾ access would be approximately 195 feet north of Parker Street, on- centers. The Poudre Fire District indicated that they would support a ¾ access for the proposed hotel access, since it gives fire trucks a direct route to the site without traveling through adjacent parking lots from the nearest fire station on Stuart Street to the south. There are currently two ¾ accesses in this area: 1) Serves the strip retail center area and student housing on the west side of College Avenue (northbound left turn), and 2) Serves Parker Street on the east side of College Avenue (southbound left turn). In order to allow the proposed ¾ access serving the hotel driveway, the northbound left- turn lane must be within a portion of the southbound left-turn lane serving Parker Street. As stated earlier, the distance between the proposed ¾ access and Parker Street is approximately 195 feet, on-centers. Given the probable location of the lead vehicle in the respective left-turn lanes, the total available length for northbound and southbound storage, plus coincidental bay taper, is approximately 185 feet. Pending an actual design, it is assumed that the coincidental bay taper would be 50 feet long. That leaves 135 feet available for storage in both directions. The storage should be proportionally allocated to the respective left-turn lanes based upon the left-turn volumes and 95th percentile queue lengths. The subject ¾ accesses were analyzed. Table 7 shows the short range (2024) peak hour operation, along with the calculated delay and 95th percentile queue length for all of the left-turn movements. Calculation forms are provided in Appendix F. The calculated 95th percentile queue length, in vehicles, for the northbound left turns serving the hotel driveway are 0.2/2.2 feet in the respective peak hours. The calculated 95th percentile queue length, in vehicles, for the southbound left turns serving Parker Street are 0.3/1.4 in the respective peak hours. For analysis purposes, any portion of a vehicle is considered to be a whole vehicle. One vehicle is 25 feet (front bumper to front bumper). The afternoon peak hour is the critical peak hour. The storage requirement for the northbound left-turn lane approaching the proposed site access is 75 feet (three vehicles). The storage requirement for the southbound left-turn lane approaching Parker Street is 50 feet (two vehicles). Given the available storage length (135 feet), it is recommended that the northbound left-turn lane approaching the proposed site access be 80 feet long (three vehicles) and the southbound left-turn lane approaching Parker Street be 55 feet long (two vehicles). DELICH Prospect-College Hotel TIS, September 2019 ASSOCIATES Page 30 TABLE 7 Short Range (2024) Total Peak Hour Operation and Queue Length Intersection Movement Level of Service AM (Delay) 95 th Percentile Queue Length (vehicles/feet) PM (Delay) 95 th Percentile Queue Length (vehicles/feet) College/Hotel Access (RT-in/RT-out/LT-in) EB RT B E NB LT C (16.6 secs) 1/25 F (123.3 secs) 3/75 OVERALL A A College/Parker (RT-in/RT-out/LT-in) WB RT C C SB LT D (27.7 secs) 1/25 E (48.9 secs) 2/50 OVERALL A A College/Driveway (RT-in/RT-out/LT-in) EB RT B E NB LT C (16.3 secs) 1/25 F (143.0 secs) 4/100 OVERALL A A TABLE 8 Long Range (2040) Total Peak Hour Operation and Queue Length Intersection Movement Level of Service AM (Delay) 95 th Percentile Queue Length (vehicles/feet) PM (Delay) 95 th Percentile Queue Length (vehicles/feet) College/Hotel Access (RT-in/RT-out/LT-in) EB RT B E NB LT C (18.2 secs) 1/25 F (170.7 secs) 3/75 OVERALL A A College/Parker (RT-in/RT-out/LT-in) WB RT C C SB LT D (34.0 secs) 1/25 F (70.1 secs) 2/50 OVERALL A A College/Driveway DELICH Prospect-College Hotel TIS, September 2019 ASSOCIATES Page 31 Table 8 shows the long range (2040) peak hour operation, along with the calculated delay and 95th percentile queue length for all of the left-turn movements. Calculation forms are provided in Appendix G. The calculated 95th percentile queue length, in vehicles, for the northbound left turns serving the hotel driveway are 0.2/2.6 feet in the respective peak hours. The calculated 95th percentile queue length, in vehicles, for the southbound left turns serving Parker Street are 0.5/1.9 in the respective peak hours. For analysis purposes, any portion of a vehicle is considered to be a whole vehicle. One vehicle is 25 feet (front bumper to front bumper). The afternoon peak hour is the critical peak hour. The storage requirement for the northbound left-turn lane approaching the proposed site access is 75 feet (three vehicles). The storage requirement for the southbound left-turn lane approaching Parker Street is 50 feet (two vehicles). Given the available storage length (135 feet), it is recommended that the northbound left-turn lane approaching the proposed site access be 80 feet long (three vehicles) and the southbound left-turn lane approaching Parker Street be 55 feet long (two vehicles). Pedestrian Level of Service Appendix H shows a map of the area that is within 1320 feet of the Prospect- College Hotel development. There are be four pedestrian destinations within 1320 feet of the Prospect-College Hotel development. These are: 1) the Colorado, State University, the Max stop, and commercial area to the north of the site; 2) the commercial/residential area to the east of the site; 3) the commercial/residential area to the south of the site; and 4) the commercial area and Mason Trail to the west of the site. Appendix I also contains a map that shows the existing/planned pedestrian facilities within the influence area. This site is in an area type termed “pedestrian district.” The minimum level of service for “pedestrian district” is A for all categories, except Street Crossing which is LOS B.  Directness – The distance ratio to all pedestrian destinations is less than 1.2 (LOS A)  Continuity – The continuity to pedestrian destinations 1, 2, and 4 will not be acceptable, since there is no landscaped parkways off-site, except to the south.  Street Crossings – The street crossings to pedestrian destinations 1, 3, and 4 will be acceptable at LOS B, since the street crossings are 5 lanes or less. The street crossing to pedestrian destination 2, will be meet the standard since there are 7 lanes to cross.  Visual Interest and Amenity – The visual interest and amenity to pedestrian destinations 1, 2, 3, and 4 is acceptable at LOS A, since most of the area has landscaping.  Security – The security to pedestrian destinations 1, 2, 3, and 4 is acceptable at LOS A, since most of the sidewalks are adjacent to commercial land uses and the area has a commercial character. DELICH Prospect-College Hotel TIS, September 2019 ASSOCIATES Page 32 Acceptable pedestrian level of service cannot be achieved for all pedestrian destinations within 1320 feet of the Prospect-College Hotel Property. The Pedestrian LOS Worksheet is provided in Appendix H. Bicycle Level of Service Appendix H shows a map of the area that is within 1320 feet of the Prospect- College Hotel development. There will be two bicycle destination near the Prospect- College Hotel development. This is: 1) the Mason Trail to the west of the site and 2) Colorado State University to the north. The Bicycle LOS Worksheet is provided in Appendix I. The minimum level of service for this site is C. This site is connected to Mason Trail. Therefore, it is concluded that level of service B can be achieved. Transit Level of Service This area of Fort Collins is served by the Max. There is a stop at the just north of Prospect Road. DELICH Prospect-College Hotel TIS, September 2019 ASSOCIATES Page 33 IV. CONCLUSIONS This study assessed the impacts of the Prospect-College Hotel on the street system in the vicinity of the proposed development in the short range (2024) and long range (2040) futures. As a result of this analysis, the following is concluded: - The development of the Prospect-College Hotel is feasible from a traffic engineering standpoint. The trip generation of the Prospect-College Hotel development resulted in 1256 daily trip ends, 69 morning peak hour trip ends, and 86 afternoon peak hour trip ends. - Current operation at the College/Prospect, College/Parker, College/Driveway, and College/Stuart intersections meet the City of Fort Collins Motor Vehicle LOS standard during the morning and afternoon peak hours with existing signal control, geometry, and signal timing. At the College/Driveway intersection during the afternoon peak hour, the calculated delay for the northbound approach was commensurate with level of service F. This is considered to be normal at stop sign controlled intersections in urban areas. - The College/Prospect and College/Stuart intersections are currently signalized. No other intersections will be signalized. - In the short range (2024) future, given development of the Prospect-College Hotel and an increase in background traffic, the College/Prospect, College/Hotel Access College/Parker, College/Driveway, and College/Stuart intersections will meet the City of Fort Collins Motor Vehicle LOS Standard during the morning and afternoon peak hours. At the College/Hotel Access and College/Driveway intersections, the calculated delay for the afternoon northbound left-turn movement was commensurate with level of service F. - In the long range (2040) future, given development of the Prospect-College Hotel and an increase in background traffic, the College/Prospect, College/Hotel Access, College/Parker, College/Driveway, and College/Stuart intersections will meet the City of Fort Collins Motor Vehicle LOS Standard, overall. The long range analyses are for information purposes. - The short range (2024) and long range (2040) geometry is shown in Figure 11. This is the existing geometry at the College/Prospect, College/Parker, College/Driveway, and College/Stuart intersections. At the College/Prospect intersection a northbound right-turn lane is required with existing traffic. The Prospect-College Hotel development adds no traffic to this northbound right-turn lane and it is in a constrained condition. - An additional ¾ access (right-in/right-out/left-in) into the Prospect-College is proposed. Based on the short range (20240 and long range (2040) future 95th percentile queue length, the northbound left-turn lane at the College/Hotel Access intersection would need storage for 3 vehicles/75 feet and the southbound left-turn DELICH Prospect-College Hotel TIS, September 2019 ASSOCIATES Page 34 lane at the College Parker intersection would need storage for 2 vehicles/50 feet. Therefore, based on estimate 135 feet of available storage, the northbound left-turn lane approaching the proposed site access be 80 feet long (three vehicles) and the southbound left-turn lane approaching Parker Street be 55 feet long (two vehicles). - Acceptable level of service is achieved for bicycle and transit modes based upon the measures in the multi-modal transportation guidelines and future improvements to the street system in the area. Pedestrian level of service cannot be achieved for all pedestrian destinations. There are no landscaped parkways on some of the area streets and the street crossing to pedestrian destination 2 crosses 7 lanes. This is due to the constrained conditions. The practical limits of pedestrian improvements would be on the Prospect-College Hotel site itself. APPENDIX A 1 2 3 4 5 APPENDIX B 6 7 8 9 10 11 12 DELICH ASSOCIATES 2272 GLEN HAVEN DRIVE LOVELAND, CO 80538 Phone: (970) 669-2061 TABULAR SUMMARY OF VEHICLE COUNTS Date: 1/23/2019 Observer: Vickie Day: Wednesday Jurisdiction: Fort Collins R = right turn Intersection: College/Parker-Driveway S = straight L = left turn Time Northbound: College Southbound: College Total Eastbound: Driveway Westbound: Parker Total Total Begins L S R Total L S R Total north/south L S R Total L S R Total east/west All 7:30 4 368 4 376 3 223 2 228 604 3 3 3 3 6 610 7:45 3 422 5 430 5 249 4 258 688 2 2 2 2 4 692 8:00 6 353 7 366 3 239 1 243 609 6 6 6 6 12 621 8:15 12 332 2 346 4 257 2 263 609 4 4 3 3 7 616 7:30-8:30 25 1475 18 1518 15 968 9 992 2510 0 0 15 15 0 0 14 14 29 2539 PHF 0.52 0.87 0.64 0.88 0.75 0.94 0.56 0.94 0.91 n/a n/a 0.63 0.63 n/a n/a 0.58 0.58 0.6 0.92 4:30 12 396 6 414 6 493 20 519 933 4 4 2 2 6 939 4:45 13 416 2 431 11 496 10 517 948 9 9 0 0 9 957 5:00 17 460 8 485 10 542 9 561 1046 12 12 5 5 17 1063 5:15 16 467 7 490 10 606 17 633 1123 12 12 1 1 13 1136 4:30-5:30 58 1739 23 1820 37 2137 56 2230 4050 0037 37 008 8 45 4095 PHF 0.85 0.93 0.72 0.93 0.84 0.88 0.7 0.88 0.9 n/a n/a 0.77 0.77 n/a n/a 0.4 0.4 0.66 0.9 13 APPENDIX C 14 HCM 6th Signalized Intersection Summary 1: College (US 287) & Prospect Recent AM Synchro 10 Light Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 216 730 195 156 533 169 225 1397 147 68 770 147 Future Volume (veh/h) 216 730 195 156 533 169 225 1397 147 68 770 147 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1796 1870 1870 1870 Adj Flow Rate, veh/h 243 820 0 175 599 0 253 1570 153 76 865 0 Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Percent Heavy Veh, % 222222222222 Cap, veh/h 347 952 270 954 563 2017 196 158 1532 Arrive On Green 0.03 0.09 0.00 0.03 0.09 0.00 0.33 0.85 0.85 0.02 0.10 0.00 Sat Flow, veh/h 3456 3554 1585 3456 3554 1585 3456 4729 460 3456 5106 1585 Grp Volume(v), veh/h 243 820 0 175 599 0 253 1130 593 76 865 0 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1728 1777 1585 1728 1702 1786 1728 1702 1585 Q Serve(g_s), s 7.7 25.0 0.0 5.5 17.9 0.0 6.4 15.9 16.0 2.4 17.8 0.0 Cycle Q Clear(g_c), s 7.7 25.0 0.0 5.5 17.9 0.0 6.4 15.9 16.0 2.4 17.8 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.26 1.00 1.00 Lane Grp Cap(c), veh/h 347 952 270 954 563 1452 762 158 1532 V/C Ratio(X) 0.70 0.86 0.65 0.63 0.45 0.78 0.78 0.48 0.56 Avail Cap(c_a), veh/h 503 1018 330 954 563 1452 762 283 1532 HCM Platoon Ratio 0.33 0.33 0.33 0.33 0.33 0.33 2.00 2.00 2.00 0.33 0.33 0.33 Upstream Filter(I) 0.93 0.93 0.00 0.96 0.96 0.00 1.00 1.00 1.00 0.94 0.94 0.00 Uniform Delay (d), s/veh 51.5 48.1 0.0 52.1 44.8 0.0 33.2 5.8 5.8 52.9 42.7 0.0 Incr Delay (d2), s/veh 2.4 6.8 0.0 3.1 1.3 0.0 0.6 4.2 7.7 2.1 1.4 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.6 12.8 0.0 2.6 8.7 0.0 2.5 3.1 4.0 1.1 8.3 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 53.9 55.0 0.0 55.1 46.1 0.0 33.7 10.0 13.5 55.0 44.1 0.0 LnGrp LOS D D E D C A B E D Approach Vol, veh/h 1063 A 774 A 1976 941 A Approach Delay, s/veh 54.7 48.1 14.1 45.0 Approach LOS D D B D Timer - Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 22.9 38.0 14.1 35.0 9.0 51.9 14.1 35.0 Change Period (Y+Rc), s 6.0 6.0 6.5 6.5 5.0 6.0 4.0 6.5 Max Green Setting (Gmax), s 13.0 32.0 9.5 30.5 8.0 38.0 15.0 27.5 Max Q Clear Time (g_c+I1), s 8.4 19.8 7.5 27.0 4.4 18.0 9.7 19.9 Green Ext Time (p_c), s 0.4 3.0 0.1 1.2 0.1 7.5 0.4 1.5 Intersection Summary HCM 6th Ctrl Delay 34.8 HCM 6th LOS C Notes User approved pedestrian interval to be less than phase max green. Unsignalized Delay for [EBR, WBR, SBR] is excluded from calculations of the approach delay and intersection delay. 15 Timing Report, Sorted By Phase 1: College (US 287) & Prospect Recent AM Synchro 10 Light Report Phase Number 12345678 Movement NBL SBT WBL EBT SBL NBT EBL WBT Lead/Lag Lag Lead Lag Lead Lead Lag Lead Lag Lead-Lag Optimize Yes Yes Yes Yes Recall Mode None C-Max None None None Max None None Maximum Split (s) 19 38 16 37 13 44 19 34 Maximum Split (%) 17.3% 34.5% 14.5% 33.6% 11.8% 40.0% 17.3% 30.9% Minimum Split (s) 11 34 11 37.5 11 31 11 38.5 Yellow Time (s) 44443434 All-Red Time (s) 2 2 2.5 2.5 2 2 1 2.5 Minimum Initial (s) 4 10 4 10 4 10 4 10 Vehicle Extension (s) 33333333 Minimum Gap (s) 33333333 Time Before Reduce (s) 00000000 Time To Reduce (s) 00000000 Walk Time (s) 7777 Flash Dont Walk (s) 21 24 18 22 Dual Entry No Yes No Yes No Yes No Yes Inhibit Max Yes Yes Yes Yes Yes Yes Yes Yes Start Time (s) 84 46 30 103 46 59 103 12 End Time (s) 103 84 46 30 59 103 12 46 Yield/Force Off (s) 97 78 39.5 23.5 54 97 8 39.5 Yield/Force Off 170(s) 97 57 39.5 109.5 54 79 8 17.5 Local Start Time (s) 6 78 62 25 78 91 25 44 Local Yield (s) 19 0 71.5 55.5 86 19 40 71.5 Local Yield 170(s) 19 89 71.5 31.5 86 1 40 49.5 Intersection Summary Cycle Length 110 Control Type Actuated-Coordinated Natural Cycle 95 Offset: 78 (71%), Referenced to phase 2:SBT, Start of Yellow Splits and Phases: 1: College (US 287) & Prospect 16 HCM 6th Signalized Intersection Summary 1: College (US 287) & Prospect Recent PM Synchro 10 Light Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 259 600 406 216 698 89 355 1313 169 210 1748 274 Future Volume (veh/h) 259 600 406 216 698 89 355 1313 169 210 1748 274 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1796 1870 1870 1870 Adj Flow Rate, veh/h 276 638 0 230 743 0 378 1397 165 223 1860 0 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 222222222222 Cap, veh/h 346 802 312 842 461 1851 219 346 1915 Arrive On Green 0.03 0.07 0.00 0.03 0.08 0.00 0.04 0.13 0.13 0.20 0.75 0.00 Sat Flow, veh/h 3456 3554 1585 3456 3554 1585 3456 4627 546 3456 5106 1585 Grp Volume(v), veh/h 276 638 0 230 743 0 378 1028 534 223 1860 0 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1728 1777 1585 1728 1702 1769 1728 1702 1585 Q Serve(g_s), s 9.5 21.2 0.0 7.9 24.8 0.0 13.0 34.9 34.9 7.1 40.3 0.0 Cycle Q Clear(g_c), s 9.5 21.2 0.0 7.9 24.8 0.0 13.0 34.9 34.9 7.1 40.3 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.31 1.00 1.00 Lane Grp Cap(c), veh/h 346 802 312 842 461 1362 708 346 1915 V/C Ratio(X) 0.80 0.80 0.74 0.88 0.82 0.75 0.75 0.65 0.97 Avail Cap(c_a), veh/h 346 874 312 874 461 1362 708 374 1915 HCM Platoon Ratio 0.33 0.33 0.33 0.33 0.33 0.33 0.33 0.33 0.33 2.00 2.00 2.00 Upstream Filter(I) 0.90 0.90 0.00 0.92 0.92 0.00 1.00 1.00 1.00 0.73 0.73 0.00 Uniform Delay (d), s/veh 56.8 52.8 0.0 56.8 53.7 0.0 55.9 46.4 46.4 46.0 14.4 0.0 Incr Delay (d2), s/veh 11.3 4.3 0.0 8.2 9.6 0.0 11.3 3.9 7.3 2.5 12.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.9 10.6 0.0 3.9 13.0 0.0 6.8 16.7 18.0 2.9 7.3 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 68.1 57.1 0.0 64.9 63.2 0.0 67.2 50.3 53.8 48.5 26.4 0.0 LnGrp LOS E E E E E DDDC Approach Vol, veh/h 914 A 973 A 1940 2083 A Approach Delay, s/veh 60.4 63.6 54.6 28.8 Approach LOS E E D C Timer - Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 20.0 50.0 16.3 32.6 17.0 53.0 15.0 33.9 Change Period (Y+Rc), s 5.0 6.0 6.5 6.5 6.0 * 6 4.0 6.5 Max Green Setting (Gmax), s 15.0 44.0 8.5 28.5 12.0 * 47 11.0 28.5 Max Q Clear Time (g_c+I1), s 15.0 42.3 9.9 23.2 9.1 36.9 11.5 26.8 Green Ext Time (p_c), s 0.0 1.4 0.0 1.3 0.2 4.8 0.0 0.6 Intersection Summary HCM 6th Ctrl Delay 47.9 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [EBR, WBR, SBR] is excluded from calculations of the approach delay and intersection delay. 17 Timing Report, Sorted By Phase 1: College (US 287) & Prospect Recent PM Synchro 10 Light Report Phase Number 12345678 Movement NBL SBT WBL EBT SBL NBT EBL WBT Lead/Lag Lead Lag Lag Lead Lag Lead Lead Lag Lead-Lag Optimize Yes Yes Yes Yes Recall Mode None Max None None None C-Max None None Maximum Split (s) 20 50 15 35 17 53 15 35 Maximum Split (%) 16.7% 41.7% 12.5% 29.2% 14.2% 44.2% 12.5% 29.2% Minimum Split (s) 11 34 11 34.5 11 31 11 35.5 Yellow Time (s) 34443434 All-Red Time (s) 2 2 2.5 2.5 2 2 1 2.5 Minimum Initial (s) 4 10 4 10 4 10 4 10 Vehicle Extension (s) 33333333 Minimum Gap (s) 33333333 Time Before Reduce (s) 00000000 Time To Reduce (s) 00000000 Walk Time (s) 7474 Flash Dont Walk (s) 21 24 18 22 Dual Entry No Yes No Yes No Yes No Yes Inhibit Max Yes Yes Yes Yes Yes Yes Yes Yes Start Time (s) 63 83 48 13 116 63 13 28 End Time (s) 83 13 63 48 13 116 28 63 Yield/Force Off (s) 78 7 56.5 41.5 8 110 24 56.5 Yield/Force Off 170(s) 78 106 56.5 17.5 8 92 24 34.5 Local Start Time (s) 73 93 58 23 6 73 23 38 Local Yield (s) 88 17 66.5 51.5 18 0 34 66.5 Local Yield 170(s) 88 116 66.5 27.5 18 102 34 44.5 Intersection Summary Cycle Length 120 Control Type Actuated-Coordinated Natural Cycle 105 Offset: 110 (92%), Referenced to phase 6:NBT, Start of Yellow Splits and Phases: 1: College (US 287) & Prospect 18 HCM 6th Signalized Intersection Summary 2: College (US 287) & Stuart Recent AM Synchro 10 Light Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 21 5 5 96 3 139 8 1510 50 66 1044 7 Future Volume (veh/h) 21 5 5 96 3 139 8 1510 50 66 1044 7 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 0.99 1.00 0.99 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1945 1796 1870 1870 1796 1870 1870 1796 1870 1870 1796 Adj Flow Rate, veh/h 23 6 0 107 3 32 9 1678 54 73 1160 8 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, % 222222222222 Cap, veh/h 183 208 0 210 15 155 456 3796 122 348 4032 28 Arrive On Green 0.11 0.11 0.00 0.11 0.11 0.11 0.04 1.00 1.00 0.08 1.00 1.00 Sat Flow, veh/h 1357 1945 0 1391 136 1449 1781 5081 163 1781 5232 36 Grp Volume(v), veh/h 23 6 0 107 0 35 9 1124 608 73 755 413 Grp Sat Flow(s),veh/h/ln 1357 1945 0 1391 0 1585 1781 1702 1841 1781 1702 1864 Q Serve(g_s), s 1.7 0.3 0.0 8.2 0.0 2.2 0.1 0.0 0.0 0.9 0.0 0.0 Cycle Q Clear(g_c), s 4.0 0.3 0.0 8.5 0.0 2.2 0.1 0.0 0.0 0.9 0.0 0.0 Prop In Lane 1.00 0.00 1.00 0.91 1.00 0.09 1.00 0.02 Lane Grp Cap(c), veh/h 183 208 0 210 0 169 456 2543 1375 348 2624 1437 V/C Ratio(X) 0.13 0.03 0.00 0.51 0.00 0.21 0.02 0.44 0.44 0.21 0.29 0.29 Avail Cap(c_a), veh/h 322 407 0 352 0 331 554 2543 1375 420 2624 1437 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 2.00 2.00 2.00 Upstream Filter(I) 1.00 1.00 0.00 1.00 0.00 1.00 0.90 0.90 0.90 1.00 1.00 1.00 Uniform Delay (d), s/veh 46.7 44.0 0.0 47.8 0.0 44.9 3.0 0.0 0.0 2.1 0.0 0.0 Incr Delay (d2), s/veh 0.3 0.1 0.0 1.9 0.0 0.6 0.0 0.5 0.9 0.3 0.3 0.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.6 0.2 0.0 2.9 0.0 0.9 0.0 0.2 0.4 0.2 0.1 0.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 47.0 44.1 0.0 49.7 0.0 45.5 3.0 0.5 0.9 2.4 0.3 0.5 LnGrp LOS D D A D A D AAAAAA Approach Vol, veh/h 29 142 1741 1241 Approach Delay, s/veh 46.4 48.7 0.7 0.5 Approach LOS D D A A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 5.0 89.3 15.8 7.6 86.7 15.8 Change Period (Y+Rc), s 4.0 5.5 5.0 4.0 5.5 5.0 Max Green Setting (Gmax), s 7.0 66.5 22.0 8.0 65.5 22.0 Max Q Clear Time (g_c+I1), s 2.1 2.0 6.0 2.9 2.0 10.5 Green Ext Time (p_c), s 0.0 4.8 0.0 0.1 8.9 0.3 Intersection Summary HCM 6th Ctrl Delay 3.2 HCM 6th LOS A Notes User approved pedestrian interval to be less than phase max green. 19 Timing Report, Sorted By Phase 2: College (US 287) & Stuart Recent AM Synchro 10 Light Report Phase Number 124568 Movement NBL SBTL EBTL SBL NBTL WBTL Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize Recall Mode None C-Max None None C-Max None Maximum Split (s) 11 72 27 12 71 27 Maximum Split (%) 10.0% 65.5% 24.5% 10.9% 64.5% 24.5% Minimum Split (s) 11 23 27 11 23 27 Yellow Time (s) 3 4.5 3 3 4.5 3 All-Red Time (s) 112112 Minimum Initial (s) 4 10 7 4 10 4 Vehicle Extension (s) 333333 Minimum Gap (s) 333333 Time Before Reduce (s) 000000 Time To Reduce (s) 000000 Walk Time (s) 7 7 7 Flash Dont Walk (s) 10 18 10 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 34 45 7 34 46 7 End Time (s) 45 7 34 46 7 34 Yield/Force Off (s) 41 1.5 29 42 1.5 29 Yield/Force Off 170(s) 41 101.5 11 42 101.5 29 Local Start Time (s) 27 38 0 27 39 0 Local Yield (s) 34 104.5 22 35 104.5 22 Local Yield 170(s) 34 94.5 4 35 94.5 22 Intersection Summary Cycle Length 110 Control Type Actuated-Coordinated Natural Cycle 65 Offset: 7 (6%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Splits and Phases: 2: College (US 287) & Stuart 20 HCM 6th Signalized Intersection Summary 2: College (US 287) & Stuart Recent PM Synchro 10 Light Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 44 15 28 162 6 99 44 1683 28 107 2219 25 Future Volume (veh/h) 44 15 28 162 6 99 44 1683 28 107 2219 25 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 0.99 0.97 0.99 0.99 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 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1945 1796 1870 1870 1796 1870 1870 1796 1870 1870 1796 Adj Flow Rate, veh/h 46 16 4 169 6 12 46 1753 28 111 2311 25 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 222222222222 Cap, veh/h 271 242 61 271 90 179 192 3575 57 307 3640 39 Arrive On Green 0.16 0.16 0.16 0.16 0.16 0.16 0.05 0.92 0.92 0.04 0.70 0.70 Sat Flow, veh/h 1378 1493 373 1375 552 1103 1781 5176 83 1781 5208 56 Grp Volume(v), veh/h 46 0 20 169 0 18 46 1153 628 111 1510 826 Grp Sat Flow(s),veh/h/ln 1378 0 1866 1375 0 1655 1781 1702 1855 1781 1702 1860 Q Serve(g_s), s 3.5 0.0 1.1 14.2 0.0 1.1 0.9 6.0 6.0 2.1 28.8 28.9 Cycle Q Clear(g_c), s 4.6 0.0 1.1 15.3 0.0 1.1 0.9 6.0 6.0 2.1 28.8 28.9 Prop In Lane 1.00 0.20 1.00 0.67 1.00 0.04 1.00 0.03 Lane Grp Cap(c), veh/h 271 0 303 271 0 269 192 2351 1281 307 2379 1300 V/C Ratio(X) 0.17 0.00 0.07 0.62 0.00 0.07 0.24 0.49 0.49 0.36 0.63 0.64 Avail Cap(c_a), veh/h 311 0 358 311 0 317 250 2351 1281 394 2379 1300 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.33 1.33 1.33 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 0.90 0.90 0.90 1.00 1.00 1.00 Uniform Delay (d), s/veh 44.5 0.0 42.5 49.0 0.0 42.6 9.1 1.8 1.8 4.8 9.8 9.8 Incr Delay (d2), s/veh 0.3 0.0 0.1 3.1 0.0 0.1 0.6 0.7 1.2 0.7 1.3 2.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.2 0.0 0.5 5.1 0.0 0.5 0.3 1.4 1.7 0.7 9.5 10.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 44.8 0.0 42.6 52.1 0.0 42.7 9.7 2.4 3.0 5.5 11.1 12.2 LnGrp LOS D A D D A D AAAABB Approach Vol, veh/h 66 187 1827 2447 Approach Delay, s/veh 44.1 51.2 2.8 11.2 Approach LOS D D A B Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 7.1 88.4 24.5 8.1 87.4 24.5 Change Period (Y+Rc), s 4.0 5.5 6.0 4.0 5.5 6.0 Max Green Setting (Gmax), s 7.0 75.5 22.0 10.0 72.5 22.0 Max Q Clear Time (g_c+I1), s 2.9 30.9 6.6 4.1 8.0 17.3 Green Ext Time (p_c), s 0.0 15.2 0.1 0.1 9.4 0.2 Intersection Summary HCM 6th Ctrl Delay 9.9 HCM 6th LOS A Notes User approved pedestrian interval to be less than phase max green. 21 Timing Report, Sorted By Phase 2: College (US 287) & Stuart Recent PM Synchro 10 Light Report Phase Number 124568 Movement NBL SBTL EBTL SBL NBTL WBTL Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize Recall Mode None C-Max None None C-Max None Maximum Split (s) 11 81 28 14 78 28 Maximum Split (%) 9.2% 67.5% 23.3% 11.7% 65.0% 23.3% Minimum Split (s) 11 22.5 31 11 22.5 31 Yellow Time (s) 3 4.5 3 3 4.5 3 All-Red Time (s) 113113 Minimum Initial (s) 4 10 7 4 10 7 Vehicle Extension (s) 333333 Minimum Gap (s) 333333 Time Before Reduce (s) 000000 Time To Reduce (s) 000000 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 10 18 10 18 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 105.5 116.5 77.5 105.5 119.5 77.5 End Time (s) 116.5 77.5 105.5 119.5 77.5 105.5 Yield/Force Off (s) 112.5 72 99.5 115.5 72 99.5 Yield/Force Off 170(s) 112.5 62 81.5 115.5 62 81.5 Local Start Time (s) 33.5 44.5 5.5 33.5 47.5 5.5 Local Yield (s) 40.5 0 27.5 43.5 0 27.5 Local Yield 170(s) 40.5 110 9.5 43.5 110 9.5 Intersection Summary Cycle Length 120 Control Type Actuated-Coordinated Natural Cycle 90 Offset: 72 (60%), Referenced to phase 2:SBTL and 6:NBTL, Start of Yellow Splits and Phases: 2: College (US 287) & Stuart 22 HCM 6th TWSC 3: College (US 287) & Parker Recent AM Synchro 10 Light Report Intersection Int Delay, s/veh 0.3 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 14 1475 18 15 968 Future Vol, veh/h 0 14 1475 18 15 968 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 - - 150 - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 22222 Mvmt Flow 0 15 1603 20 16 1052 Major/Minor Minor1 Major1 Major2 Conflicting Flow All - 812 0 0 1623 0 Stage 1 - ----- Stage 2 - ----- Critical Hdwy - 7.14 - - 5.34 - Critical Hdwy Stg 1 - ----- Critical Hdwy Stg 2 - ----- Follow-up Hdwy - 3.92 - - 3.12 - Pot Cap-1 Maneuver 0 276 - - 194 - Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver - 276 - - 194 - Mov Cap-2 Maneuver - ----- Stage 1 - ----- Stage 2 - ----- Approach WB NB SB HCM Control Delay, s 18.8 0 0.4 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 276 194 - HCM Lane V/C Ratio - - 0.055 0.084 - HCM Control Delay (s) - - 18.8 25.3 - HCM Lane LOS - - C D - HCM 95th %tile Q(veh) - - 0.2 0.3 - 23 HCM 6th TWSC 3: College (US 287) & Parker Recent PM Synchro 10 Light Report Intersection Int Delay, s/veh 0.4 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 8 1739 23 37 2137 Future Vol, veh/h 0 8 1739 23 37 2137 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 - - 150 - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 22222 Mvmt Flow 0 9 1890 25 40 2323 Major/Minor Minor1 Major1 Major2 Conflicting Flow All - 958 0 0 1915 0 Stage 1 - ----- Stage 2 - ----- Critical Hdwy - 7.14 - - 5.34 - Critical Hdwy Stg 1 - ----- Critical Hdwy Stg 2 - ----- Follow-up Hdwy - 3.92 - - 3.12 - Pot Cap-1 Maneuver 0 221 - - 138 - Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver - 221 - - 138 - Mov Cap-2 Maneuver - ----- Stage 1 - ----- Stage 2 - ----- Approach WB NB SB HCM Control Delay, s 22 0 0.7 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 221 138 - HCM Lane V/C Ratio - - 0.039 0.291 - HCM Control Delay (s) - - 22 41.5 - HCM Lane LOS - - C E - HCM 95th %tile Q(veh) - - 0.1 1.1 - 24 HCM 6th TWSC 4: College (US 287) & Driveway Recent AM Synchro 10 Light Report Intersection Int Delay, s/veh 0.3 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 15 25 1475 968 9 Future Vol, veh/h 0 15 25 1475 968 9 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 150 - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 85 Heavy Vehicles, % 2 22222 Mvmt Flow 0 16 27 1603 1052 11 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 532 1063 0 - 0 Stage 1 - ----- Stage 2 - ----- Critical Hdwy - 7.14 5.34 - - - Critical Hdwy Stg 1 - ----- Critical Hdwy Stg 2 - ----- Follow-up Hdwy - 3.92 3.12 - - - Pot Cap-1 Maneuver 0 421 365 - - - Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver - 421 365 - - - Mov Cap-2 Maneuver - ----- Stage 1 - ----- Stage 2 - ----- Approach EB NB SB HCM Control Delay, s 13.9 0.3 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 365 - 421 - - HCM Lane V/C Ratio 0.074 - 0.039 - - HCM Control Delay (s) 15.7 - 13.9 - - HCM Lane LOS C - B - - HCM 95th %tile Q(veh) 0.2 - 0.1 - - 25 HCM 6th TWSC 4: College (US 287) & Driveway Recent PM Synchro 10 Light Report Intersection Int Delay, s/veh 2.3 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 37 58 1739 2137 56 Future Vol, veh/h 0 37 58 1739 2137 56 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 150 - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 22222 Mvmt Flow 0 40 63 1890 2323 61 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 1192 2384 0 - 0 Stage 1 - ----- Stage 2 - ----- Critical Hdwy - 7.14 5.34 - - - Critical Hdwy Stg 1 - ----- Critical Hdwy Stg 2 - ----- Follow-up Hdwy - 3.92 3.12 - - - Pot Cap-1 Maneuver 0 154 79 - - - Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver - 154 79 - - - Mov Cap-2 Maneuver - ----- Stage 1 - ----- Stage 2 - ----- Approach EB NB SB HCM Control Delay, s 36.4 4.5 0 HCM LOS E Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 79 - 154 - - HCM Lane V/C Ratio 0.798 - 0.261 - - HCM Control Delay (s) 140.9 - 36.4 - - HCM Lane LOS F - E - - HCM 95th %tile Q(veh) 4 - 1 - - 26 UNSIGNALIZED INTERSECTIONS Level-of-Service Average Total Delay sec/veh A < 10 B > 10 and < 15 C > 15 and < 25 D > 25 and < 35 E > 35 and < 50 F > 50 SIGNALIZED INTERSECTIONS Level-of-Service Average Total Delay sec/veh A < 10 B > 10 and < 20 C > 20 and < 35 D > 35 and < 55 E > 55 and < 80 F > 80 27 Table 4-3 Fort Collins (GMA and City Limits) Motor Vehicle LOS Standards (Intersections) Overall Any Approach leg Any Movement Signalized D1 E E2 Unsignalized Arterial / Arterial Collector / Collector E3 F4 Unsignalized Arterial / Collector Arterial / Local Collector / Local Local / Local D3 F4 Roundabout E 3,5 E54 E5 1 In mixed use district including downtown as defined by structure plan, overall LOS E is acceptable 2 Applicable with at least 5% of total entering volume 3 Use weighted average to identify overall delay 4 Mitigation may be required 5 Apply unsignalized delay value thresholds to determine LOS 28 APPENDIX D 29 HCM 6th Signalized Intersection Summary 1: College (US 287) & Prospect Short Background AM Synchro 10 Light Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 229 773 200 160 565 179 230 1420 150 72 790 156 Future Volume (veh/h) 229 773 200 160 565 179 230 1420 150 72 790 156 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1796 1870 1870 1870 Adj Flow Rate, veh/h 257 869 0 180 635 0 258 1596 157 81 888 0 Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Percent Heavy Veh, % 222222222222 Cap, veh/h 361 985 275 977 527 1956 192 164 1532 Arrive On Green 0.03 0.09 0.00 0.03 0.09 0.00 0.30 0.83 0.83 0.02 0.10 0.00 Sat Flow, veh/h 3456 3554 1585 3456 3554 1585 3456 4725 464 3456 5106 1585 Grp Volume(v), veh/h 257 869 0 180 635 0 258 1149 604 81 888 0 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1728 1777 1585 1728 1702 1785 1728 1702 1585 Q Serve(g_s), s 8.1 26.6 0.0 5.7 19.0 0.0 6.7 19.7 19.8 2.6 18.3 0.0 Cycle Q Clear(g_c), s 8.1 26.6 0.0 5.7 19.0 0.0 6.7 19.7 19.8 2.6 18.3 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.26 1.00 1.00 Lane Grp Cap(c), veh/h 361 985 275 977 527 1409 739 164 1532 V/C Ratio(X) 0.71 0.88 0.65 0.65 0.49 0.82 0.82 0.49 0.58 Avail Cap(c_a), veh/h 503 1018 330 977 527 1409 739 283 1532 HCM Platoon Ratio 0.33 0.33 0.33 0.33 0.33 0.33 2.00 2.00 2.00 0.33 0.33 0.33 Upstream Filter(I) 0.93 0.93 0.00 0.96 0.96 0.00 1.00 1.00 1.00 0.94 0.94 0.00 Uniform Delay (d), s/veh 51.5 48.2 0.0 52.1 44.9 0.0 34.7 7.2 7.2 52.8 42.9 0.0 Incr Delay (d2), s/veh 2.6 8.5 0.0 3.4 1.5 0.0 0.7 5.3 9.7 2.1 1.5 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.8 13.8 0.0 2.6 9.2 0.0 2.6 3.8 4.9 1.2 8.5 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 54.1 56.7 0.0 55.4 46.4 0.0 35.4 12.5 17.0 55.0 44.4 0.0 LnGrp LOS D E E D D B B D D Approach Vol, veh/h 1126 A 815 A 2011 969 A Approach Delay, s/veh 56.1 48.4 16.8 45.3 Approach LOS E D B D Timer - Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 21.8 38.0 14.2 36.0 9.2 50.5 14.5 35.7 Change Period (Y+Rc), s 6.0 6.0 6.5 6.5 5.0 6.0 4.0 6.5 Max Green Setting (Gmax), s 13.0 32.0 9.5 30.5 8.0 38.0 15.0 27.5 Max Q Clear Time (g_c+I1), s 8.7 20.3 7.7 28.6 4.6 21.8 10.1 21.0 Green Ext Time (p_c), s 0.4 3.0 0.1 0.8 0.1 7.0 0.4 1.5 Intersection Summary HCM 6th Ctrl Delay 36.6 HCM 6th LOS D Notes User approved pedestrian interval to be less than phase max green. Unsignalized Delay for [EBR, WBR, SBR] is excluded from calculations of the approach delay and intersection delay. 30 Timing Report, Sorted By Phase 1: College (US 287) & Prospect Short Background AM Synchro 10 Light Report Phase Number 12345678 Movement NBL SBT WBL EBT SBL NBT EBL WBT Lead/Lag Lag Lead Lag Lead Lead Lag Lead Lag Lead-Lag Optimize Yes Yes Yes Yes Recall Mode None C-Max None None None Max None None Maximum Split (s) 19 38 16 37 13 44 19 34 Maximum Split (%) 17.3% 34.5% 14.5% 33.6% 11.8% 40.0% 17.3% 30.9% Minimum Split (s) 11 34 11 37.5 11 31 11 38.5 Yellow Time (s) 44443434 All-Red Time (s) 2 2 2.5 2.5 2 2 1 2.5 Minimum Initial (s) 4 10 4 10 4 10 4 10 Vehicle Extension (s) 33333333 Minimum Gap (s) 33333333 Time Before Reduce (s) 00000000 Time To Reduce (s) 00000000 Walk Time (s) 7777 Flash Dont Walk (s) 21 24 18 22 Dual Entry No Yes No Yes No Yes No Yes Inhibit Max Yes Yes Yes Yes Yes Yes Yes Yes Start Time (s) 84 46 30 103 46 59 103 12 End Time (s) 103 84 46 30 59 103 12 46 Yield/Force Off (s) 97 78 39.5 23.5 54 97 8 39.5 Yield/Force Off 170(s) 97 57 39.5 109.5 54 79 8 17.5 Local Start Time (s) 6 78 62 25 78 91 25 44 Local Yield (s) 19 0 71.5 55.5 86 19 40 71.5 Local Yield 170(s) 19 89 71.5 31.5 86 1 40 49.5 Intersection Summary Cycle Length 110 Control Type Actuated-Coordinated Natural Cycle 95 Offset: 78 (71%), Referenced to phase 2:SBT, Start of Yellow Splits and Phases: 1: College (US 287) & Prospect 31 HCM 6th Signalized Intersection Summary 1: College (US 287) & Prospect Short Background PM Synchro 10 Light Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 275 636 410 220 740 94 365 1340 175 223 1790 290 Future Volume (veh/h) 275 636 410 220 740 94 365 1340 175 223 1790 290 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1796 1870 1870 1870 Adj Flow Rate, veh/h 293 677 0 234 787 0 388 1426 171 237 1904 0 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 222222222222 Cap, veh/h 374 821 325 844 461 1847 221 346 1915 Arrive On Green 0.04 0.08 0.00 0.03 0.08 0.00 0.04 0.13 0.13 0.20 0.75 0.00 Sat Flow, veh/h 3456 3554 1585 3456 3554 1585 3456 4618 554 3456 5106 1585 Grp Volume(v), veh/h 293 677 0 234 787 0 388 1051 546 237 1904 0 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1728 1777 1585 1728 1702 1768 1728 1702 1585 Q Serve(g_s), s 10.1 22.5 0.0 8.1 26.4 0.0 13.4 35.8 35.8 7.6 44.0 0.0 Cycle Q Clear(g_c), s 10.1 22.5 0.0 8.1 26.4 0.0 13.4 35.8 35.8 7.6 44.0 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.31 1.00 1.00 Lane Grp Cap(c), veh/h 374 821 325 844 461 1362 707 346 1915 V/C Ratio(X) 0.78 0.82 0.72 0.93 0.84 0.77 0.77 0.69 0.99 Avail Cap(c_a), veh/h 374 874 325 844 461 1362 707 374 1915 HCM Platoon Ratio 0.33 0.33 0.33 0.33 0.33 0.33 0.33 0.33 0.33 2.00 2.00 2.00 Upstream Filter(I) 0.90 0.90 0.00 0.92 0.92 0.00 1.00 1.00 1.00 0.73 0.73 0.00 Uniform Delay (d), s/veh 56.5 53.0 0.0 56.6 54.3 0.0 56.1 46.8 46.8 46.3 14.9 0.0 Incr Delay (d2), s/veh 9.4 5.6 0.0 7.0 15.9 0.0 13.2 4.3 8.0 3.4 16.3 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.1 11.4 0.0 4.0 14.5 0.0 7.1 17.1 18.5 3.2 8.2 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 65.8 58.6 0.0 63.6 70.2 0.0 69.3 51.1 54.8 49.7 31.2 0.0 LnGrp LOS E E E E E DDDC Approach Vol, veh/h 970 A 1021 A 1985 2141 A Approach Delay, s/veh 60.8 68.7 55.7 33.2 Approach LOS E E E C Timer - Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 20.0 50.0 16.8 33.2 17.0 53.0 16.0 34.0 Change Period (Y+Rc), s 5.0 6.0 6.5 6.5 6.0 * 6 4.0 6.5 Max Green Setting (Gmax), s 15.0 44.0 8.5 28.5 12.0 * 47 12.0 27.5 Max Q Clear Time (g_c+I1), s 15.4 46.0 10.1 24.5 9.6 37.8 12.1 28.4 Green Ext Time (p_c), s 0.0 0.0 0.0 1.1 0.2 4.6 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 50.8 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [EBR, WBR, SBR] is excluded from calculations of the approach delay and intersection delay. 32 Timing Report, Sorted By Phase 1: College (US 287) & Prospect Short Background PM Synchro 10 Light Report Phase Number 12345678 Movement NBL SBT WBL EBT SBL NBT EBL WBT Lead/Lag Lead Lag Lag Lead Lag Lead Lead Lag Lead-Lag Optimize Yes Yes Yes Yes Recall Mode None Max None None None C-Max None None Maximum Split (s) 20 50 15 35 17 53 16 34 Maximum Split (%) 16.7% 41.7% 12.5% 29.2% 14.2% 44.2% 13.3% 28.3% Minimum Split (s) 11 34 11 34.5 11 31 11 35.5 Yellow Time (s) 34443434 All-Red Time (s) 2 2 2.5 2.5 2 2 1 2.5 Minimum Initial (s) 4 10 4 10 4 10 4 10 Vehicle Extension (s) 33333333 Minimum Gap (s) 33333333 Time Before Reduce (s) 00000000 Time To Reduce (s) 00000000 Walk Time (s) 7474 Flash Dont Walk (s) 21 24 18 22 Dual Entry No Yes No Yes No Yes No Yes Inhibit Max Yes Yes Yes Yes Yes Yes Yes Yes Start Time (s) 63 83 48 13 116 63 13 29 End Time (s) 83 13 63 48 13 116 29 63 Yield/Force Off (s) 78 7 56.5 41.5 8 110 25 56.5 Yield/Force Off 170(s) 78 106 56.5 17.5 8 92 25 34.5 Local Start Time (s) 73 93 58 23 6 73 23 39 Local Yield (s) 88 17 66.5 51.5 18 0 35 66.5 Local Yield 170(s) 88 116 66.5 27.5 18 102 35 44.5 Intersection Summary Cycle Length 120 Control Type Actuated-Coordinated Natural Cycle 115 Offset: 110 (92%), Referenced to phase 6:NBT, Start of Yellow Splits and Phases: 1: College (US 287) & Prospect 33 HCM 6th Signalized Intersection Summary 2: College (US 287) & Stuart Short Background AM Synchro 10 Light Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 22 5 5 102 3 140 8 1550 53 70 1060 7 Future Volume (veh/h) 22 5 5 102 3 140 8 1550 53 70 1060 7 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 0.99 1.00 0.99 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1945 1796 1870 1870 1796 1870 1870 1796 1870 1870 1796 Adj Flow Rate, veh/h 24 6 0 113 3 36 9 1722 57 78 1178 8 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, % 222222222222 Cap, veh/h 186 216 0 216 14 163 448 3767 125 339 4010 27 Arrive On Green 0.11 0.11 0.00 0.11 0.11 0.11 0.04 1.00 1.00 0.08 1.00 1.00 Sat Flow, veh/h 1353 1945 0 1391 122 1462 1781 5076 168 1781 5232 36 Grp Volume(v), veh/h 24 6 0 113 0 39 9 1155 624 78 766 420 Grp Sat Flow(s),veh/h/ln 1353 1945 0 1391 0 1584 1781 1702 1840 1781 1702 1864 Q Serve(g_s), s 1.8 0.3 0.0 8.7 0.0 2.5 0.1 0.0 0.0 1.0 0.0 0.0 Cycle Q Clear(g_c), s 4.3 0.3 0.0 9.0 0.0 2.5 0.1 0.0 0.0 1.0 0.0 0.0 Prop In Lane 1.00 0.00 1.00 0.92 1.00 0.09 1.00 0.02 Lane Grp Cap(c), veh/h 186 216 0 216 0 176 448 2526 1365 339 2609 1428 V/C Ratio(X) 0.13 0.03 0.00 0.52 0.00 0.22 0.02 0.46 0.46 0.23 0.29 0.29 Avail Cap(c_a), veh/h 318 407 0 353 0 331 545 2526 1365 409 2609 1428 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 2.00 2.00 2.00 Upstream Filter(I) 1.00 1.00 0.00 1.00 0.00 1.00 0.90 0.90 0.90 1.00 1.00 1.00 Uniform Delay (d), s/veh 46.5 43.6 0.0 47.6 0.0 44.5 3.1 0.0 0.0 2.2 0.0 0.0 Incr Delay (d2), s/veh 0.3 0.1 0.0 1.9 0.0 0.6 0.0 0.5 1.0 0.3 0.3 0.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.6 0.2 0.0 3.1 0.0 1.0 0.0 0.2 0.4 0.2 0.1 0.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 46.8 43.6 0.0 49.5 0.0 45.2 3.1 0.5 1.0 2.6 0.3 0.5 LnGrp LOS D D A D A D AAAAAA Approach Vol, veh/h 30 152 1788 1264 Approach Delay, s/veh 46.2 48.4 0.7 0.5 Approach LOS D D A A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 5.0 88.8 16.2 7.6 86.1 16.2 Change Period (Y+Rc), s 4.0 5.5 5.0 4.0 5.5 5.0 Max Green Setting (Gmax), s 7.0 66.5 22.0 8.0 65.5 22.0 Max Q Clear Time (g_c+I1), s 2.1 2.0 6.3 3.0 2.0 11.0 Green Ext Time (p_c), s 0.0 4.9 0.0 0.1 9.4 0.3 Intersection Summary HCM 6th Ctrl Delay 3.3 HCM 6th LOS A Notes User approved pedestrian interval to be less than phase max green. 34 Timing Report, Sorted By Phase 2: College (US 287) & Stuart Short Background AM Synchro 10 Light Report Phase Number 124568 Movement NBL SBTL EBTL SBL NBTL WBTL Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize Recall Mode None C-Max None None C-Max None Maximum Split (s) 11 72 27 12 71 27 Maximum Split (%) 10.0% 65.5% 24.5% 10.9% 64.5% 24.5% Minimum Split (s) 11 23 27 11 23 27 Yellow Time (s) 3 4.5 3 3 4.5 3 All-Red Time (s) 112112 Minimum Initial (s) 4 10 7 4 10 4 Vehicle Extension (s) 333333 Minimum Gap (s) 333333 Time Before Reduce (s) 000000 Time To Reduce (s) 000000 Walk Time (s) 7 7 7 Flash Dont Walk (s) 10 18 10 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 34 45 7 34 46 7 End Time (s) 45 7 34 46 7 34 Yield/Force Off (s) 41 1.5 29 42 1.5 29 Yield/Force Off 170(s) 41 101.5 11 42 101.5 29 Local Start Time (s) 27 38 0 27 39 0 Local Yield (s) 34 104.5 22 35 104.5 22 Local Yield 170(s) 34 94.5 4 35 94.5 22 Intersection Summary Cycle Length 110 Control Type Actuated-Coordinated Natural Cycle 65 Offset: 7 (6%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Splits and Phases: 2: College (US 287) & Stuart 35 HCM 6th Signalized Intersection Summary 2: College (US 287) & Stuart Short Background PM Synchro 10 Light Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 47 16 30 172 6 105 47 1760 30 110 2250 26 Future Volume (veh/h) 47 16 30 172 6 105 47 1760 30 110 2250 26 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 0.99 0.97 0.99 0.99 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 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1945 1796 1870 1870 1796 1870 1870 1796 1870 1870 1796 Adj Flow Rate, veh/h 49 17 4 179 6 15 49 1833 30 115 2344 26 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 222222222222 Cap, veh/h 277 255 60 278 79 197 188 3536 58 292 3604 40 Arrive On Green 0.17 0.17 0.17 0.17 0.17 0.17 0.05 0.91 0.91 0.04 0.69 0.69 Sat Flow, veh/h 1375 1513 356 1375 469 1173 1781 5174 85 1781 5206 58 Grp Volume(v), veh/h 49 0 21 179 0 21 49 1206 657 115 1531 839 Grp Sat Flow(s),veh/h/ln 1375 0 1869 1375 0 1642 1781 1702 1854 1781 1702 1860 Q Serve(g_s), s 3.7 0.0 1.1 15.1 0.0 1.3 1.0 7.3 7.3 2.3 30.2 30.3 Cycle Q Clear(g_c), s 5.0 0.0 1.1 16.2 0.0 1.3 1.0 7.3 7.3 2.3 30.2 30.3 Prop In Lane 1.00 0.19 1.00 0.71 1.00 0.05 1.00 0.03 Lane Grp Cap(c), veh/h 277 0 315 278 0 276 188 2327 1267 292 2357 1287 V/C Ratio(X) 0.18 0.00 0.07 0.64 0.00 0.08 0.26 0.52 0.52 0.39 0.65 0.65 Avail Cap(c_a), veh/h 309 0 358 310 0 315 244 2327 1267 376 2357 1287 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.33 1.33 1.33 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 0.90 0.90 0.90 1.00 1.00 1.00 Uniform Delay (d), s/veh 44.2 0.0 42.0 48.8 0.0 42.0 10.0 2.1 2.1 5.2 10.3 10.3 Incr Delay (d2), s/veh 0.3 0.0 0.1 3.8 0.0 0.1 0.7 0.7 1.4 0.9 1.4 2.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.3 0.0 0.5 5.5 0.0 0.5 0.4 1.6 2.0 0.8 10.1 11.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 44.5 0.0 42.1 52.6 0.0 42.2 10.7 2.8 3.4 6.0 11.7 12.9 LnGrp LOS D A D D A D BAAABB Approach Vol, veh/h 70 200 1912 2485 Approach Delay, s/veh 43.7 51.5 3.2 11.9 Approach LOS D D A B Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 7.2 87.6 25.2 8.3 86.5 25.2 Change Period (Y+Rc), s 4.0 5.5 6.0 4.0 5.5 6.0 Max Green Setting (Gmax), s 7.0 75.5 22.0 10.0 72.5 22.0 Max Q Clear Time (g_c+I1), s 3.0 32.3 7.0 4.3 9.3 18.2 Green Ext Time (p_c), s 0.0 15.5 0.1 0.1 10.2 0.2 Intersection Summary HCM 6th Ctrl Delay 10.5 HCM 6th LOS B Notes User approved pedestrian interval to be less than phase max green. 36 Timing Report, Sorted By Phase 2: College (US 287) & Stuart Short Background PM Synchro 10 Light Report Phase Number 124568 Movement NBL SBTL EBTL SBL NBTL WBTL Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize Recall Mode None C-Max None None C-Max None Maximum Split (s) 11 81 28 14 78 28 Maximum Split (%) 9.2% 67.5% 23.3% 11.7% 65.0% 23.3% Minimum Split (s) 11 22.5 31 11 22.5 31 Yellow Time (s) 3 4.5 3 3 4.5 3 All-Red Time (s) 113113 Minimum Initial (s) 4 10 7 4 10 7 Vehicle Extension (s) 333333 Minimum Gap (s) 333333 Time Before Reduce (s) 000000 Time To Reduce (s) 000000 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 10 18 10 18 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 105.5 116.5 77.5 105.5 119.5 77.5 End Time (s) 116.5 77.5 105.5 119.5 77.5 105.5 Yield/Force Off (s) 112.5 72 99.5 115.5 72 99.5 Yield/Force Off 170(s) 112.5 62 81.5 115.5 62 81.5 Local Start Time (s) 33.5 44.5 5.5 33.5 47.5 5.5 Local Yield (s) 40.5 0 27.5 43.5 0 27.5 Local Yield 170(s) 40.5 110 9.5 43.5 110 9.5 Intersection Summary Cycle Length 120 Control Type Actuated-Coordinated Natural Cycle 90 Offset: 72 (60%), Referenced to phase 2:SBTL and 6:NBTL, Start of Yellow Splits and Phases: 2: College (US 287) & Stuart 37 HCM 6th TWSC 3: College (US 287) & Parker Short Background AM Synchro 10 Light Report Intersection Int Delay, s/veh 0.3 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 15 1549 19 16 1016 Future Vol, veh/h 0 15 1549 19 16 1016 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 - - 100 - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 22222 Mvmt Flow 0 16 1684 21 17 1104 Major/Minor Minor1 Major1 Major2 Conflicting Flow All - 853 0 0 1705 0 Stage 1 - ----- Stage 2 - ----- Critical Hdwy - 7.14 - - 5.34 - Critical Hdwy Stg 1 - ----- Critical Hdwy Stg 2 - ----- Follow-up Hdwy - 3.92 - - 3.12 - Pot Cap-1 Maneuver 0 260 - - 176 - Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver - 260 - - 176 - Mov Cap-2 Maneuver - ----- Stage 1 - ----- Stage 2 - ----- Approach WB NB SB HCM Control Delay, s 19.8 0 0.4 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 260 176 - HCM Lane V/C Ratio - - 0.063 0.099 - HCM Control Delay (s) - - 19.8 27.7 - HCM Lane LOS - - C D - HCM 95th %tile Q(veh) - - 0.2 0.3 - 38 HCM 6th TWSC 3: College (US 287) & Parker Short Background PM Synchro 10 Light Report Intersection Int Delay, s/veh 0.5 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 8 1826 24 39 2244 Future Vol, veh/h 0 8 1826 24 39 2244 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 - - 150 - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 22222 Mvmt Flow 0 9 1985 26 42 2439 Major/Minor Minor1 Major1 Major2 Conflicting Flow All - 1006 0 0 2011 0 Stage 1 - ----- Stage 2 - ----- Critical Hdwy - 7.14 - - 5.34 - Critical Hdwy Stg 1 - ----- Critical Hdwy Stg 2 - ----- Follow-up Hdwy - 3.92 - - 3.12 - Pot Cap-1 Maneuver 0 206 - - 123 - Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver - 206 - - 123 - Mov Cap-2 Maneuver - ----- Stage 1 - ----- Stage 2 - ----- Approach WB NB SB HCM Control Delay, s 23.2 0 0.8 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 206 123 - HCM Lane V/C Ratio - - 0.042 0.345 - HCM Control Delay (s) - - 23.2 48.9 - HCM Lane LOS - - C E - HCM 95th %tile Q(veh) - - 0.1 1.4 - 39 HCM 6th TWSC 4: College (US 287) & Driveway Short Background AM Synchro 10 Light Report Intersection Int Delay, s/veh 0.3 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 16 26 1549 1016 9 Future Vol, veh/h 0 16 26 1549 1016 9 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 150 - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 85 Heavy Vehicles, % 2 22222 Mvmt Flow 0 17 28 1684 1104 11 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 558 1115 0 - 0 Stage 1 - ----- Stage 2 - ----- Critical Hdwy - 7.14 5.34 - - - Critical Hdwy Stg 1 - ----- Critical Hdwy Stg 2 - ----- Follow-up Hdwy - 3.92 3.12 - - - Pot Cap-1 Maneuver 0 405 344 - - - Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver - 405 344 - - - Mov Cap-2 Maneuver - ----- Stage 1 - ----- Stage 2 - ----- Approach EB NB SB HCM Control Delay, s 14.3 0.3 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 344 - 405 - - HCM Lane V/C Ratio 0.082 - 0.043 - - HCM Control Delay (s) 16.4 - 14.3 - - HCM Lane LOS C - B - - HCM 95th %tile Q(veh) 0.3 - 0.1 - - 40 HCM 6th TWSC 4: College (US 287) & Driveway Short Background PM Synchro 10 Light Report Intersection Int Delay, s/veh 3.1 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 29 61 1826 2244 59 Future Vol, veh/h 0 29 61 1826 2244 59 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 150 - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 22222 Mvmt Flow 0 32 66 1985 2439 64 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 1252 2503 0 - 0 Stage 1 - ----- Stage 2 - ----- Critical Hdwy - 7.14 5.34 - - - Critical Hdwy Stg 1 - ----- Critical Hdwy Stg 2 - ----- Follow-up Hdwy - 3.92 3.12 - - - Pot Cap-1 Maneuver 0 140 69 - - - Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver - 140 69 - - - Mov Cap-2 Maneuver - ----- Stage 1 - ----- Stage 2 - ----- Approach EB NB SB HCM Control Delay, s 38 6.4 0 HCM LOS E Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 69 - 140 - - HCM Lane V/C Ratio 0.961 - 0.225 - - HCM Control Delay (s) 198.8 - 38 - - HCM Lane LOS F - E - - HCM 95th %tile Q(veh) 4.8 - 0.8 - - 41 APPENDIX E 42 HCM 6th Signalized Intersection Summary 1: College (US 287) & Prospect Long Background AM Synchro 10 Light Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 255 875 225 180 635 200 260 1600 170 80 895 175 Future Volume (veh/h) 255 875 225 180 635 200 260 1600 170 80 895 175 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1796 1870 1870 1870 Adj Flow Rate, veh/h 268 921 0 189 668 0 274 1684 167 84 942 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 222222222222 Cap, veh/h 372 1014 284 1004 490 1899 188 168 1532 Arrive On Green 0.04 0.09 0.00 0.03 0.09 0.00 0.28 0.80 0.80 0.02 0.10 0.00 Sat Flow, veh/h 3456 3554 1585 3456 3554 1585 3456 4721 467 3456 5106 1585 Grp Volume(v), veh/h 268 921 0 189 668 0 274 1213 638 84 942 0 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1728 1777 1585 1728 1702 1784 1728 1702 1585 Q Serve(g_s), s 8.4 28.2 0.0 6.0 20.0 0.0 7.4 26.7 27.0 2.7 19.5 0.0 Cycle Q Clear(g_c), s 8.4 28.2 0.0 6.0 20.0 0.0 7.4 26.7 27.0 2.7 19.5 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.26 1.00 1.00 Lane Grp Cap(c), veh/h 372 1014 284 1004 490 1369 718 168 1532 V/C Ratio(X) 0.72 0.91 0.67 0.67 0.56 0.89 0.89 0.50 0.61 Avail Cap(c_a), veh/h 503 1018 330 1004 490 1369 718 283 1532 HCM Platoon Ratio 0.33 0.33 0.33 0.33 0.33 0.33 2.00 2.00 2.00 0.33 0.33 0.33 Upstream Filter(I) 0.93 0.93 0.00 0.96 0.96 0.00 1.00 1.00 1.00 0.94 0.94 0.00 Uniform Delay (d), s/veh 51.4 48.4 0.0 52.0 44.9 0.0 36.5 9.0 9.1 52.8 43.5 0.0 Incr Delay (d2), s/veh 3.0 11.0 0.0 3.9 1.6 0.0 1.4 8.7 15.4 2.2 1.7 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.0 15.0 0.0 2.8 9.7 0.0 2.9 5.1 6.6 1.2 9.1 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 54.4 59.4 0.0 55.9 46.5 0.0 37.9 17.8 24.4 54.9 45.2 0.0 LnGrp LOS D E E D D B C D D Approach Vol, veh/h 1189 A 857 A 2125 1026 A Approach Delay, s/veh 58.3 48.6 22.4 46.0 Approach LOS E D C D Timer - Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 20.6 38.0 14.5 36.9 9.3 49.2 14.8 36.6 Change Period (Y+Rc), s 6.0 6.0 6.5 6.5 5.0 6.0 4.0 6.5 Max Green Setting (Gmax), s 13.0 32.0 9.5 30.5 8.0 38.0 15.0 27.5 Max Q Clear Time (g_c+I1), s 9.4 21.5 8.0 30.2 4.7 29.0 10.4 22.0 Green Ext Time (p_c), s 0.3 3.0 0.1 0.1 0.1 5.3 0.4 1.4 Intersection Summary HCM 6th Ctrl Delay 39.6 HCM 6th LOS D Notes User approved pedestrian interval to be less than phase max green. Unsignalized Delay for [EBR, WBR, SBR] is excluded from calculations of the approach delay and intersection delay. 43 Timing Report, Sorted By Phase 1: College (US 287) & Prospect Long Background AM Synchro 10 Light Report Phase Number 12345678 Movement NBL SBT WBL EBT SBL NBT EBL WBT Lead/Lag Lag Lead Lag Lead Lead Lag Lead Lag Lead-Lag Optimize Yes Yes Yes Yes Recall Mode None C-Max None None None Max None None Maximum Split (s) 19 38 16 37 13 44 19 34 Maximum Split (%) 17.3% 34.5% 14.5% 33.6% 11.8% 40.0% 17.3% 30.9% Minimum Split (s) 11 34 11 37.5 11 31 11 38.5 Yellow Time (s) 44443434 All-Red Time (s) 2 2 2.5 2.5 2 2 1 2.5 Minimum Initial (s) 4 10 4 10 4 10 4 10 Vehicle Extension (s) 33333333 Minimum Gap (s) 33333333 Time Before Reduce (s) 00000000 Time To Reduce (s) 00000000 Walk Time (s) 7777 Flash Dont Walk (s) 21 24 18 22 Dual Entry No Yes No Yes No Yes No Yes Inhibit Max Yes Yes Yes Yes Yes Yes Yes Yes Start Time (s) 84 46 30 103 46 59 103 12 End Time (s) 103 84 46 30 59 103 12 46 Yield/Force Off (s) 97 78 39.5 23.5 54 97 8 39.5 Yield/Force Off 170(s) 97 57 39.5 109.5 54 79 8 17.5 Local Start Time (s) 6 78 62 25 78 91 25 44 Local Yield (s) 19 0 71.5 55.5 86 19 40 71.5 Local Yield 170(s) 19 89 71.5 31.5 86 1 40 49.5 Intersection Summary Cycle Length 110 Control Type Actuated-Coordinated Natural Cycle 105 Offset: 78 (71%), Referenced to phase 2:SBT, Start of Yellow Splits and Phases: 1: College (US 287) & Prospect 44 HCM 6th Signalized Intersection Summary 1: College (US 287) & Prospect Long Background PM Synchro 10 Light Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 315 715 460 250 835 105 410 1510 195 250 2015 325 Future Volume (veh/h) 315 715 460 250 835 105 410 1510 195 250 2015 325 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1796 1870 1870 1870 Adj Flow Rate, veh/h 332 753 0 263 879 0 432 1589 190 263 2121 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 222222222222 Cap, veh/h 374 853 293 844 461 1848 221 346 1915 Arrive On Green 0.04 0.08 0.00 0.03 0.08 0.00 0.04 0.13 0.13 0.20 0.75 0.00 Sat Flow, veh/h 3456 3554 1585 3456 3554 1585 3456 4621 551 3456 5106 1585 Grp Volume(v), veh/h 332 753 0 263 879 0 432 1170 609 263 2121 0 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1728 1777 1585 1728 1702 1768 1728 1702 1585 Q Serve(g_s), s 11.5 25.2 0.0 9.1 28.5 0.0 15.0 40.4 40.5 8.6 45.0 0.0 Cycle Q Clear(g_c), s 11.5 25.2 0.0 9.1 28.5 0.0 15.0 40.4 40.5 8.6 45.0 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.31 1.00 1.00 Lane Grp Cap(c), veh/h 374 853 293 844 461 1362 707 346 1915 V/C Ratio(X) 0.89 0.88 0.90 1.04 0.94 0.86 0.86 0.76 1.11 Avail Cap(c_a), veh/h 374 874 293 844 461 1362 707 374 1915 HCM Platoon Ratio 0.33 0.33 0.33 0.33 0.33 0.33 0.33 0.33 0.33 2.00 2.00 2.00 Upstream Filter(I) 0.90 0.90 0.00 0.92 0.92 0.00 1.00 1.00 1.00 0.73 0.73 0.00 Uniform Delay (d), s/veh 57.1 53.6 0.0 57.8 55.3 0.0 56.9 48.8 48.8 46.6 15.0 0.0 Incr Delay (d2), s/veh 20.0 9.5 0.0 26.3 41.1 0.0 27.0 7.2 13.1 6.1 54.7 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 6.4 13.1 0.0 5.2 18.4 0.0 8.7 19.8 21.7 3.7 15.1 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 77.1 63.0 0.0 84.1 96.4 0.0 83.9 56.0 61.9 52.8 69.7 0.0 LnGrp LOS E E F F F E E D F Approach Vol, veh/h 1085 A 1142 A 2211 2384 A Approach Delay, s/veh 67.4 93.5 63.1 67.8 Approach LOS E F E E Timer - Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 20.0 50.0 15.7 34.3 17.0 53.0 16.0 34.0 Change Period (Y+Rc), s 5.0 6.0 6.5 6.5 6.0 * 6 4.0 6.5 Max Green Setting (Gmax), s 15.0 44.0 8.5 28.5 12.0 * 47 12.0 27.5 Max Q Clear Time (g_c+I1), s 17.0 47.0 11.1 27.2 10.6 42.5 13.5 30.5 Green Ext Time (p_c), s 0.0 0.0 0.0 0.5 0.1 3.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 70.5 HCM 6th LOS E Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [EBR, WBR, SBR] is excluded from calculations of the approach delay and intersection delay. 45 Timing Report, Sorted By Phase 1: College (US 287) & Prospect Long Background PM Synchro 10 Light Report Phase Number 12345678 Movement NBL SBT WBL EBT SBL NBT EBL WBT Lead/Lag Lead Lag Lag Lead Lag Lead Lead Lag Lead-Lag Optimize Yes Yes Yes Yes Recall Mode None Max None None None C-Max None None Maximum Split (s) 20 50 15 35 17 53 16 34 Maximum Split (%) 16.7% 41.7% 12.5% 29.2% 14.2% 44.2% 13.3% 28.3% Minimum Split (s) 11 34 11 34.5 11 31 11 35.5 Yellow Time (s) 34443434 All-Red Time (s) 2 2 2.5 2.5 2 2 1 2.5 Minimum Initial (s) 4 10 4 10 4 10 4 10 Vehicle Extension (s) 33333333 Minimum Gap (s) 33333333 Time Before Reduce (s) 00000000 Time To Reduce (s) 00000000 Walk Time (s) 7474 Flash Dont Walk (s) 21 24 18 22 Dual Entry No Yes No Yes No Yes No Yes Inhibit Max Yes Yes Yes Yes Yes Yes Yes Yes Start Time (s) 63 83 48 13 116 63 13 29 End Time (s) 83 13 63 48 13 116 29 63 Yield/Force Off (s) 78 7 56.5 41.5 8 110 25 56.5 Yield/Force Off 170(s) 78 106 56.5 17.5 8 92 25 34.5 Local Start Time (s) 73 93 58 23 6 73 23 39 Local Yield (s) 88 17 66.5 51.5 18 0 35 66.5 Local Yield 170(s) 88 116 66.5 27.5 18 102 35 44.5 Intersection Summary Cycle Length 120 Control Type Actuated-Coordinated Natural Cycle 135 Offset: 110 (92%), Referenced to phase 6:NBT, Start of Yellow Splits and Phases: 1: College (US 287) & Prospect 46 HCM 6th Signalized Intersection Summary 2: College (US 287) & Stuart Long Background AM Synchro 10 Light Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 25 5 5 115 5 160 10 1745 60 80 1195 10 Future Volume (veh/h) 25 5 5 115 5 160 10 1745 60 80 1195 10 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 0.99 1.00 0.99 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1945 1796 1870 1870 1796 1870 1870 1796 1870 1870 1796 Adj Flow Rate, veh/h 26 5 0 121 5 54 11 1837 61 84 1258 11 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 222222222222 Cap, veh/h 176 228 0 225 16 170 421 3734 124 316 3962 35 Arrive On Green 0.12 0.12 0.00 0.12 0.12 0.12 0.04 1.00 1.00 0.09 1.00 1.00 Sat Flow, veh/h 1330 1945 0 1393 134 1452 1781 5075 168 1781 5220 46 Grp Volume(v), veh/h 26 5 0 121 0 59 11 1231 667 84 820 449 Grp Sat Flow(s),veh/h/ln 1330 1945 0 1393 0 1587 1781 1702 1840 1781 1702 1862 Q Serve(g_s), s 2.0 0.3 0.0 9.3 0.0 3.8 0.2 0.0 0.0 1.1 0.0 0.0 Cycle Q Clear(g_c), s 5.8 0.3 0.0 9.5 0.0 3.8 0.2 0.0 0.0 1.1 0.0 0.0 Prop In Lane 1.00 0.00 1.00 0.92 1.00 0.09 1.00 0.02 Lane Grp Cap(c), veh/h 176 228 0 225 0 186 421 2505 1354 316 2584 1413 V/C Ratio(X) 0.15 0.02 0.00 0.54 0.00 0.32 0.03 0.49 0.49 0.27 0.32 0.32 Avail Cap(c_a), veh/h 298 407 0 354 0 332 516 2505 1354 386 2584 1413 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 2.00 2.00 2.00 Upstream Filter(I) 1.00 1.00 0.00 1.00 0.00 1.00 0.90 0.90 0.90 1.00 1.00 1.00 Uniform Delay (d), s/veh 47.2 43.0 0.0 47.2 0.0 44.5 3.2 0.0 0.0 2.4 0.0 0.0 Incr Delay (d2), s/veh 0.4 0.0 0.0 2.0 0.0 1.0 0.0 0.6 1.2 0.4 0.3 0.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.7 0.1 0.0 3.3 0.0 1.5 0.0 0.2 0.4 0.3 0.1 0.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 47.6 43.0 0.0 49.2 0.0 45.5 3.3 0.6 1.2 2.8 0.3 0.6 LnGrp LOS D D A D A D AAAAAA Approach Vol, veh/h 31 180 1909 1353 Approach Delay, s/veh 46.8 48.0 0.8 0.6 Approach LOS D D A A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 5.1 88.0 16.9 7.7 85.4 16.9 Change Period (Y+Rc), s 4.0 5.5 5.0 4.0 5.5 5.0 Max Green Setting (Gmax), s 7.0 66.5 22.0 8.0 65.5 22.0 Max Q Clear Time (g_c+I1), s 2.2 2.0 7.8 3.1 2.0 11.5 Green Ext Time (p_c), s 0.0 5.4 0.0 0.1 10.6 0.4 Intersection Summary HCM 6th Ctrl Delay 3.6 HCM 6th LOS A Notes User approved pedestrian interval to be less than phase max green. 47 Timing Report, Sorted By Phase 2: College (US 287) & Stuart Long Background AM Synchro 10 Light Report Phase Number 124568 Movement NBL SBTL EBTL SBL NBTL WBTL Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize Recall Mode None C-Max None None C-Max None Maximum Split (s) 11 72 27 12 71 27 Maximum Split (%) 10.0% 65.5% 24.5% 10.9% 64.5% 24.5% Minimum Split (s) 11 23 27 11 23 27 Yellow Time (s) 3 4.5 3 3 4.5 3 All-Red Time (s) 112112 Minimum Initial (s) 4 10 7 4 10 4 Vehicle Extension (s) 333333 Minimum Gap (s) 333333 Time Before Reduce (s) 000000 Time To Reduce (s) 000000 Walk Time (s) 7 7 7 Flash Dont Walk (s) 10 18 10 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 34 45 7 34 46 7 End Time (s) 45 7 34 46 7 34 Yield/Force Off (s) 41 1.5 29 42 1.5 29 Yield/Force Off 170(s) 41 101.5 11 42 101.5 29 Local Start Time (s) 27 38 0 27 39 0 Local Yield (s) 34 104.5 22 35 104.5 22 Local Yield 170(s) 34 94.5 4 35 94.5 22 Intersection Summary Cycle Length 110 Control Type Actuated-Coordinated Natural Cycle 70 Offset: 7 (6%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Splits and Phases: 2: College (US 287) & Stuart 48 HCM 6th Signalized Intersection Summary 2: College (US 287) & Stuart Long Background PM Synchro 10 Light Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 50 20 30 195 10 120 50 1985 35 125 2540 30 Future Volume (veh/h) 50 20 30 195 10 120 50 1985 35 125 2540 30 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 0.99 1.00 0.99 0.99 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 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1945 1796 1870 1870 1796 1870 1870 1796 1870 1870 1796 Adj Flow Rate, veh/h 52 21 -4 203 10 31 52 2068 32 130 2646 30 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 222222222222 Cap, veh/h 274 349 0 298 71 221 162 3463 54 275 3542 40 Arrive On Green 0.18 0.18 0.00 0.18 0.18 0.18 0.07 1.00 1.00 0.05 0.68 0.68 Sat Flow, veh/h 1352 1945 0 1380 398 1233 1781 5179 80 1781 5205 59 Grp Volume(v), veh/h 52 17 0 203 0 41 52 1358 742 130 1728 948 Grp Sat Flow(s),veh/h/ln 1352 1945 0 1380 0 1631 1781 1702 1855 1781 1702 1859 Q Serve(g_s), s 4.0 0.9 0.0 17.1 0.0 2.5 1.1 0.0 0.0 2.6 39.5 39.9 Cycle Q Clear(g_c), s 6.6 0.9 0.0 18.0 0.0 2.5 1.1 0.0 0.0 2.6 39.5 39.9 Prop In Lane 1.00 0.00 1.00 0.76 1.00 0.04 1.00 0.03 Lane Grp Cap(c), veh/h 274 349 0 298 0 293 162 2276 1240 275 2317 1265 V/C Ratio(X) 0.19 0.05 0.00 0.68 0.00 0.14 0.32 0.60 0.60 0.47 0.75 0.75 Avail Cap(c_a), veh/h 290 373 0 315 0 313 217 2276 1240 354 2317 1265 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.00 1.00 0.00 1.00 0.90 0.90 0.90 1.00 1.00 1.00 Uniform Delay (d), s/veh 44.2 40.7 0.0 48.2 0.0 41.4 16.1 0.0 0.0 5.1 12.4 12.5 Incr Delay (d2), s/veh 0.3 0.1 0.0 5.5 0.0 0.2 1.0 1.0 1.9 1.3 2.2 4.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.4 0.4 0.0 6.3 0.0 1.0 0.7 0.3 0.7 0.9 13.6 15.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 44.5 40.8 0.0 53.7 0.0 41.6 17.1 1.0 1.9 6.3 14.7 16.6 LnGrp LOS D D A D A D BAAABB Approach Vol, veh/h 69 244 2152 2806 Approach Delay, s/veh 43.6 51.7 1.7 14.9 Approach LOS D D A B Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 7.3 86.2 26.5 8.7 84.7 26.5 Change Period (Y+Rc), s 4.0 5.5 6.0 4.0 5.5 6.0 Max Green Setting (Gmax), s 7.0 75.5 22.0 10.0 72.5 22.0 Max Q Clear Time (g_c+I1), s 3.1 41.9 8.6 4.6 2.0 20.0 Green Ext Time (p_c), s 0.0 17.7 0.1 0.1 13.0 0.2 Intersection Summary HCM 6th Ctrl Delay 11.6 HCM 6th LOS B Notes User approved pedestrian interval to be less than phase max green. 49 Timing Report, Sorted By Phase 2: College (US 287) & Stuart Long Background PM Synchro 10 Light Report Phase Number 124568 Movement NBL SBTL EBTL SBL NBTL WBTL Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize Recall Mode None C-Max None None C-Max None Maximum Split (s) 11 81 28 14 78 28 Maximum Split (%) 9.2% 67.5% 23.3% 11.7% 65.0% 23.3% Minimum Split (s) 11 22.5 31 11 22.5 31 Yellow Time (s) 3 4.5 3 3 4.5 3 All-Red Time (s) 113113 Minimum Initial (s) 4 10 7 4 10 7 Vehicle Extension (s) 333333 Minimum Gap (s) 333333 Time Before Reduce (s) 000000 Time To Reduce (s) 000000 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 10 18 10 18 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 105.5 116.5 77.5 105.5 119.5 77.5 End Time (s) 116.5 77.5 105.5 119.5 77.5 105.5 Yield/Force Off (s) 112.5 72 99.5 115.5 72 99.5 Yield/Force Off 170(s) 112.5 62 81.5 115.5 62 81.5 Local Start Time (s) 33.5 44.5 5.5 33.5 47.5 5.5 Local Yield (s) 40.5 0 27.5 43.5 0 27.5 Local Yield 170(s) 40.5 110 9.5 43.5 110 9.5 Intersection Summary Cycle Length 120 Control Type Actuated-Coordinated Natural Cycle 100 Offset: 72 (60%), Referenced to phase 2:SBTL and 6:NBTL, Start of Yellow Splits and Phases: 2: College (US 287) & Stuart 50 HCM 6th TWSC 3: College (US 287) & Parker Long Background AM Synchro 10 Light Report Intersection Int Delay, s/veh 0.3 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 15 1745 20 20 1135 Future Vol, veh/h 0 15 1745 20 20 1135 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 - - 100 - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 22222 Mvmt Flow 0 16 1837 21 21 1195 Major/Minor Minor1 Major1 Major2 Conflicting Flow All - 929 0 0 1858 0 Stage 1 - ----- Stage 2 - ----- Critical Hdwy - 7.14 - - 5.34 - Critical Hdwy Stg 1 - ----- Critical Hdwy Stg 2 - ----- Follow-up Hdwy - 3.92 - - 3.12 - Pot Cap-1 Maneuver 0 231 - - 148 - Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver - 231 - - 148 - Mov Cap-2 Maneuver - ----- Stage 1 - ----- Stage 2 - ----- Approach WB NB SB HCM Control Delay, s 21.7 0 0.6 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 231 148 - HCM Lane V/C Ratio - - 0.068 0.142 - HCM Control Delay (s) - - 21.7 33.3 - HCM Lane LOS - - C D - HCM 95th %tile Q(veh) - - 0.2 0.5 - 51 HCM 6th TWSC 3: College (US 287) & Parker Long Background PM Synchro 10 Light Report Intersection Int Delay, s/veh 0.7 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 10 2085 25 40 2520 Future Vol, veh/h 0 10 2085 25 40 2520 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 - - 150 - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 22222 Mvmt Flow 0 11 2195 26 42 2653 Major/Minor Minor1 Major1 Major2 Conflicting Flow All - 1111 0 0 2221 0 Stage 1 - ----- Stage 2 - ----- Critical Hdwy - 7.14 - - 5.34 - Critical Hdwy Stg 1 - ----- Critical Hdwy Stg 2 - ----- Follow-up Hdwy - 3.92 - - 3.12 - Pot Cap-1 Maneuver 0 175 - - 96 - Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver - 175 - - 96 - Mov Cap-2 Maneuver - ----- Stage 1 - ----- Stage 2 - ----- Approach WB NB SB HCM Control Delay, s 26.9 0 1.1 HCM LOS D Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 175 96 - HCM Lane V/C Ratio - - 0.06 0.439 - HCM Control Delay (s) - - 26.9 69 - HCM Lane LOS - - D F - HCM 95th %tile Q(veh) - - 0.2 1.8 - 52 HCM 6th TWSC 4: College (US 287) & Driveway Long Background AM Synchro 10 Light Report Intersection Int Delay, s/veh 0.3 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 20 30 1745 1135 10 Future Vol, veh/h 0 20 30 1745 1135 10 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 150 - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 22222 Mvmt Flow 0 21 32 1837 1195 11 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 603 1206 0 - 0 Stage 1 - ----- Stage 2 - ----- Critical Hdwy - 7.14 5.34 - - - Critical Hdwy Stg 1 - ----- Critical Hdwy Stg 2 - ----- Follow-up Hdwy - 3.92 3.12 - - - Pot Cap-1 Maneuver 0 379 311 - - - Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver - 379 311 - - - Mov Cap-2 Maneuver - ----- Stage 1 - ----- Stage 2 - ----- Approach EB NB SB HCM Control Delay, s 15.1 0.3 0 HCM LOS C Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 311 - 379 - - HCM Lane V/C Ratio 0.102 - 0.056 - - HCM Control Delay (s) 17.9 - 15.1 - - HCM Lane LOS C - C - - HCM 95th %tile Q(veh) 0.3 - 0.2 - - 53 HCM 6th TWSC 4: College (US 287) & Driveway Long Background PM Synchro 10 Light Report Intersection Int Delay, s/veh 5.2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 30 65 2085 2535 60 Future Vol, veh/h 0 30 65 2085 2535 60 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 150 - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 22222 Mvmt Flow 0 32 68 2195 2668 63 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 1366 2731 0 - 0 Stage 1 - ----- Stage 2 - ----- Critical Hdwy - 7.14 5.34 - - - Critical Hdwy Stg 1 - ----- Critical Hdwy Stg 2 - ----- Follow-up Hdwy - 3.92 3.12 - - - Pot Cap-1 Maneuver 0 118 ~ 52 - - - Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver - 118 ~ 52 - - - Mov Cap-2 Maneuver - ----- Stage 1 - ----- Stage 2 - ----- Approach EB NB SB HCM Control Delay, s 46.3 10.9 0 HCM LOS E Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) ~ 52 - 118 - - HCM Lane V/C Ratio 1.316 - 0.268 - - HCM Control Delay (s) $ 359.9 - 46.3 - - HCM Lane LOS F - E - - HCM 95th %tile Q(veh) 6.2 - 1 - - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 54 APPENDIX F 55 HCM 6th Signalized Intersection Summary 1: College (US 287) & Prospect Short Total AM Synchro 10 Light Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 243 779 202 168 565 179 230 1420 150 72 802 156 Future Volume (veh/h) 243 779 202 168 565 179 230 1420 150 72 802 156 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1796 1870 1870 1870 Adj Flow Rate, veh/h 273 875 0 189 635 0 258 1596 157 81 901 0 Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Percent Heavy Veh, % 222222222222 Cap, veh/h 377 988 284 973 514 1939 191 164 1532 Arrive On Green 0.04 0.09 0.00 0.03 0.09 0.00 0.30 0.82 0.82 0.02 0.10 0.00 Sat Flow, veh/h 3456 3554 1585 3456 3554 1585 3456 4725 464 3456 5106 1585 Grp Volume(v), veh/h 273 875 0 189 635 0 258 1149 604 81 901 0 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1728 1777 1585 1728 1702 1785 1728 1702 1585 Q Serve(g_s), s 8.6 26.8 0.0 6.0 19.0 0.0 6.8 20.5 20.6 2.6 18.6 0.0 Cycle Q Clear(g_c), s 8.6 26.8 0.0 6.0 19.0 0.0 6.8 20.5 20.6 2.6 18.6 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.26 1.00 1.00 Lane Grp Cap(c), veh/h 377 988 284 973 514 1397 733 164 1532 V/C Ratio(X) 0.72 0.89 0.67 0.65 0.50 0.82 0.82 0.49 0.59 Avail Cap(c_a), veh/h 503 1018 330 973 514 1397 733 283 1532 HCM Platoon Ratio 0.33 0.33 0.33 0.33 0.33 0.33 2.00 2.00 2.00 0.33 0.33 0.33 Upstream Filter(I) 0.93 0.93 0.00 0.96 0.96 0.00 1.00 1.00 1.00 0.94 0.94 0.00 Uniform Delay (d), s/veh 51.4 48.2 0.0 52.0 45.0 0.0 35.3 7.6 7.7 52.8 43.1 0.0 Incr Delay (d2), s/veh 3.2 8.7 0.0 3.9 1.5 0.0 0.8 5.6 10.2 2.1 1.6 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.1 13.9 0.0 2.8 9.2 0.0 2.7 4.0 5.1 1.2 8.7 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 54.6 56.9 0.0 55.9 46.5 0.0 36.0 13.2 17.8 55.0 44.6 0.0 LnGrp LOS D E E D D B B D D Approach Vol, veh/h 1148 A 824 A 2011 982 A Approach Delay, s/veh 56.4 48.6 17.5 45.5 Approach LOS E D B D Timer - Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 21.4 38.0 14.5 36.1 9.2 50.2 15.0 35.6 Change Period (Y+Rc), s 6.0 6.0 6.5 6.5 5.0 6.0 4.0 6.5 Max Green Setting (Gmax), s 13.0 32.0 9.5 30.5 8.0 38.0 15.0 27.5 Max Q Clear Time (g_c+I1), s 8.8 20.6 8.0 28.8 4.6 22.6 10.6 21.0 Green Ext Time (p_c), s 0.4 3.0 0.1 0.7 0.1 6.9 0.4 1.5 Intersection Summary HCM 6th Ctrl Delay 37.2 HCM 6th LOS D Notes User approved pedestrian interval to be less than phase max green. Unsignalized Delay for [EBR, WBR, SBR] is excluded from calculations of the approach delay and intersection delay. 56 Timing Report, Sorted By Phase 1: College (US 287) & Prospect Short Total AM Synchro 10 Light Report Phase Number 12345678 Movement NBL SBT WBL EBT SBL NBT EBL WBT Lead/Lag Lag Lead Lag Lead Lead Lag Lead Lag Lead-Lag Optimize Yes Yes Yes Yes Recall Mode None C-Max None None None Max None None Maximum Split (s) 19 38 16 37 13 44 19 34 Maximum Split (%) 17.3% 34.5% 14.5% 33.6% 11.8% 40.0% 17.3% 30.9% Minimum Split (s) 11 34 11 37.5 11 31 11 38.5 Yellow Time (s) 44443434 All-Red Time (s) 2 2 2.5 2.5 2 2 1 2.5 Minimum Initial (s) 4 10 4 10 4 10 4 10 Vehicle Extension (s) 33333333 Minimum Gap (s) 33333333 Time Before Reduce (s) 00000000 Time To Reduce (s) 00000000 Walk Time (s) 7777 Flash Dont Walk (s) 21 24 18 22 Dual Entry No Yes No Yes No Yes No Yes Inhibit Max Yes Yes Yes Yes Yes Yes Yes Yes Start Time (s) 84 46 30 103 46 59 103 12 End Time (s) 103 84 46 30 59 103 12 46 Yield/Force Off (s) 97 78 39.5 23.5 54 97 8 39.5 Yield/Force Off 170(s) 97 57 39.5 109.5 54 79 8 17.5 Local Start Time (s) 6 78 62 25 78 91 25 44 Local Yield (s) 19 0 71.5 55.5 86 19 40 71.5 Local Yield 170(s) 19 89 71.5 31.5 86 1 40 49.5 Intersection Summary Cycle Length 110 Control Type Actuated-Coordinated Natural Cycle 95 Offset: 78 (71%), Referenced to phase 2:SBT, Start of Yellow Splits and Phases: 1: College (US 287) & Prospect 57 HCM 6th Signalized Intersection Summary 1: College (US 287) & Prospect Short Total PM Synchro 10 Light Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 296 644 413 229 740 94 365 1340 175 223 1803 290 Future Volume (veh/h) 296 644 413 229 740 94 365 1340 175 223 1803 290 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1796 1870 1870 1870 Adj Flow Rate, veh/h 315 685 0 244 787 0 388 1426 171 237 1918 0 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 222222222222 Cap, veh/h 374 825 321 844 461 1847 221 346 1915 Arrive On Green 0.04 0.08 0.00 0.03 0.08 0.00 0.04 0.13 0.13 0.20 0.75 0.00 Sat Flow, veh/h 3456 3554 1585 3456 3554 1585 3456 4618 554 3456 5106 1585 Grp Volume(v), veh/h 315 685 0 244 787 0 388 1051 546 237 1918 0 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1728 1777 1585 1728 1702 1768 1728 1702 1585 Q Serve(g_s), s 10.9 22.8 0.0 8.4 26.4 0.0 13.4 35.8 35.8 7.6 45.0 0.0 Cycle Q Clear(g_c), s 10.9 22.8 0.0 8.4 26.4 0.0 13.4 35.8 35.8 7.6 45.0 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.31 1.00 1.00 Lane Grp Cap(c), veh/h 374 825 321 844 461 1362 707 346 1915 V/C Ratio(X) 0.84 0.83 0.76 0.93 0.84 0.77 0.77 0.69 1.00 Avail Cap(c_a), veh/h 374 874 321 844 461 1362 707 374 1915 HCM Platoon Ratio 0.33 0.33 0.33 0.33 0.33 0.33 0.33 0.33 0.33 2.00 2.00 2.00 Upstream Filter(I) 0.90 0.90 0.00 0.92 0.92 0.00 1.00 1.00 1.00 0.73 0.73 0.00 Uniform Delay (d), s/veh 56.8 53.1 0.0 56.8 54.3 0.0 56.1 46.8 46.8 46.3 15.0 0.0 Incr Delay (d2), s/veh 14.4 5.9 0.0 9.4 15.9 0.0 13.2 4.3 8.0 3.4 18.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.8 11.6 0.0 4.2 14.5 0.0 7.1 17.1 18.5 3.2 8.6 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 71.2 59.0 0.0 66.2 70.2 0.0 69.3 51.1 54.8 49.7 33.0 0.0 LnGrp LOS E E E E E D D D F Approach Vol, veh/h 1000 A 1031 A 1985 2155 A Approach Delay, s/veh 62.8 69.3 55.7 34.8 Approach LOS E E E C Timer - Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 20.0 50.0 16.7 33.3 17.0 53.0 16.0 34.0 Change Period (Y+Rc), s 5.0 6.0 6.5 6.5 6.0 * 6 4.0 6.5 Max Green Setting (Gmax), s 15.0 44.0 8.5 28.5 12.0 * 47 12.0 27.5 Max Q Clear Time (g_c+I1), s 15.4 47.0 10.4 24.8 9.6 37.8 12.9 28.4 Green Ext Time (p_c), s 0.0 0.0 0.0 1.1 0.2 4.6 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 51.8 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [EBR, WBR, SBR] is excluded from calculations of the approach delay and intersection delay. 58 Timing Report, Sorted By Phase 1: College (US 287) & Prospect Short Total PM Synchro 10 Light Report Phase Number 12345678 Movement NBL SBT WBL EBT SBL NBT EBL WBT Lead/Lag Lead Lag Lag Lead Lag Lead Lead Lag Lead-Lag Optimize Yes Yes Yes Yes Recall Mode None Max None None None C-Max None None Maximum Split (s) 20 50 15 35 17 53 16 34 Maximum Split (%) 16.7% 41.7% 12.5% 29.2% 14.2% 44.2% 13.3% 28.3% Minimum Split (s) 11 34 11 34.5 11 31 11 35.5 Yellow Time (s) 34443434 All-Red Time (s) 2 2 2.5 2.5 2 2 1 2.5 Minimum Initial (s) 4 10 4 10 4 10 4 10 Vehicle Extension (s) 33333333 Minimum Gap (s) 33333333 Time Before Reduce (s) 00000000 Time To Reduce (s) 00000000 Walk Time (s) 7474 Flash Dont Walk (s) 21 24 18 22 Dual Entry No Yes No Yes No Yes No Yes Inhibit Max Yes Yes Yes Yes Yes Yes Yes Yes Start Time (s) 63 83 48 13 116 63 13 29 End Time (s) 83 13 63 48 13 116 29 63 Yield/Force Off (s) 78 7 56.5 41.5 8 110 25 56.5 Yield/Force Off 170(s) 78 106 56.5 17.5 8 92 25 34.5 Local Start Time (s) 73 93 58 23 6 73 23 39 Local Yield (s) 88 17 66.5 51.5 18 0 35 66.5 Local Yield 170(s) 88 116 66.5 27.5 18 102 35 44.5 Intersection Summary Cycle Length 120 Control Type Actuated-Coordinated Natural Cycle 115 Offset: 110 (92%), Referenced to phase 6:NBT, Start of Yellow Splits and Phases: 1: College (US 287) & Prospect 59 HCM 6th Signalized Intersection Summary 2: College (US 287) & Stuart Short Total AM Synchro 10 Light Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 22 5 5 102 3 140 8 1563 53 70 1068 7 Future Volume (veh/h) 22 5 5 102 3 140 8 1563 53 70 1068 7 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 0.99 1.00 0.99 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1945 1796 1870 1870 1796 1870 1870 1796 1870 1870 1796 Adj Flow Rate, veh/h 24 6 0 113 3 36 9 1737 57 78 1187 8 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, % 222222222222 Cap, veh/h 186 216 0 216 14 163 445 3768 124 336 4010 27 Arrive On Green 0.11 0.11 0.00 0.11 0.11 0.11 0.04 1.00 1.00 0.08 1.00 1.00 Sat Flow, veh/h 1353 1945 0 1391 122 1462 1781 5078 167 1781 5233 35 Grp Volume(v), veh/h 24 6 0 113 0 39 9 1164 630 78 772 423 Grp Sat Flow(s),veh/h/ln 1353 1945 0 1391 0 1584 1781 1702 1840 1781 1702 1864 Q Serve(g_s), s 1.8 0.3 0.0 8.7 0.0 2.5 0.1 0.0 0.0 1.0 0.0 0.0 Cycle Q Clear(g_c), s 4.3 0.3 0.0 9.0 0.0 2.5 0.1 0.0 0.0 1.0 0.0 0.0 Prop In Lane 1.00 0.00 1.00 0.92 1.00 0.09 1.00 0.02 Lane Grp Cap(c), veh/h 186 216 0 216 0 176 445 2526 1365 336 2609 1428 V/C Ratio(X) 0.13 0.03 0.00 0.52 0.00 0.22 0.02 0.46 0.46 0.23 0.30 0.30 Avail Cap(c_a), veh/h 318 407 0 353 0 331 542 2526 1365 407 2609 1428 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 2.00 2.00 2.00 Upstream Filter(I) 1.00 1.00 0.00 1.00 0.00 1.00 0.90 0.90 0.90 1.00 1.00 1.00 Uniform Delay (d), s/veh 46.5 43.6 0.0 47.6 0.0 44.5 3.1 0.0 0.0 2.2 0.0 0.0 Incr Delay (d2), s/veh 0.3 0.1 0.0 1.9 0.0 0.6 0.0 0.5 1.0 0.4 0.3 0.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.6 0.2 0.0 3.1 0.0 1.0 0.0 0.2 0.4 0.2 0.1 0.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 46.8 43.6 0.0 49.5 0.0 45.2 3.1 0.5 1.0 2.6 0.3 0.5 LnGrp LOS D D A D A D AAAAAA Approach Vol, veh/h 30 152 1803 1273 Approach Delay, s/veh 46.2 48.4 0.7 0.5 Approach LOS D D A A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 5.0 88.8 16.2 7.6 86.1 16.2 Change Period (Y+Rc), s 4.0 5.5 5.0 4.0 5.5 5.0 Max Green Setting (Gmax), s 7.0 66.5 22.0 8.0 65.5 22.0 Max Q Clear Time (g_c+I1), s 2.1 2.0 6.3 3.0 2.0 11.0 Green Ext Time (p_c), s 0.0 5.0 0.0 0.1 9.5 0.3 Intersection Summary HCM 6th Ctrl Delay 3.3 HCM 6th LOS A Notes User approved pedestrian interval to be less than phase max green. 60 Timing Report, Sorted By Phase 2: College (US 287) & Stuart Short Total AM Synchro 10 Light Report Phase Number 124568 Movement NBL SBTL EBTL SBL NBTL WBTL Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize Recall Mode None C-Max None None C-Max None Maximum Split (s) 11 72 27 12 71 27 Maximum Split (%) 10.0% 65.5% 24.5% 10.9% 64.5% 24.5% Minimum Split (s) 11 23 27 11 23 27 Yellow Time (s) 3 4.5 3 3 4.5 3 All-Red Time (s) 112112 Minimum Initial (s) 4 10 7 4 10 4 Vehicle Extension (s) 333333 Minimum Gap (s) 333333 Time Before Reduce (s) 000000 Time To Reduce (s) 000000 Walk Time (s) 7 7 7 Flash Dont Walk (s) 10 18 10 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 34 45 7 34 46 7 End Time (s) 45 7 34 46 7 34 Yield/Force Off (s) 41 1.5 29 42 1.5 29 Yield/Force Off 170(s) 41 101.5 11 42 101.5 29 Local Start Time (s) 27 38 0 27 39 0 Local Yield (s) 34 104.5 22 35 104.5 22 Local Yield 170(s) 34 94.5 4 35 94.5 22 Intersection Summary Cycle Length 110 Control Type Actuated-Coordinated Natural Cycle 65 Offset: 7 (6%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Splits and Phases: 2: College (US 287) & Stuart 61 HCM 6th Signalized Intersection Summary 2: College (US 287) & Stuart Short Total PM Synchro 10 Light Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 47 16 30 172 6 105 47 1773 30 110 2263 26 Future Volume (veh/h) 47 16 30 172 6 105 47 1773 30 110 2263 26 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 0.99 0.97 0.99 0.99 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 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1945 1796 1870 1870 1796 1870 1870 1796 1870 1870 1796 Adj Flow Rate, veh/h 49 17 4 179 6 15 49 1847 30 115 2357 26 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 222222222222 Cap, veh/h 277 255 60 278 79 197 187 3537 57 289 3604 40 Arrive On Green 0.17 0.17 0.17 0.17 0.17 0.17 0.05 0.91 0.91 0.04 0.69 0.69 Sat Flow, veh/h 1375 1513 356 1375 469 1173 1781 5175 84 1781 5206 57 Grp Volume(v), veh/h 49 0 21 179 0 21 49 1215 662 115 1540 843 Grp Sat Flow(s),veh/h/ln 1375 0 1869 1375 0 1642 1781 1702 1855 1781 1702 1860 Q Serve(g_s), s 3.7 0.0 1.1 15.1 0.0 1.3 1.0 7.4 7.4 2.3 30.5 30.6 Cycle Q Clear(g_c), s 5.0 0.0 1.1 16.2 0.0 1.3 1.0 7.4 7.4 2.3 30.5 30.6 Prop In Lane 1.00 0.19 1.00 0.71 1.00 0.05 1.00 0.03 Lane Grp Cap(c), veh/h 277 0 315 278 0 276 187 2327 1268 289 2357 1287 V/C Ratio(X) 0.18 0.00 0.07 0.64 0.00 0.08 0.26 0.52 0.52 0.40 0.65 0.65 Avail Cap(c_a), veh/h 309 0 358 310 0 315 243 2327 1268 374 2357 1287 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.33 1.33 1.33 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 0.90 0.90 0.90 1.00 1.00 1.00 Uniform Delay (d), s/veh 44.2 0.0 42.0 48.8 0.0 42.0 10.2 2.1 2.1 5.2 10.4 10.4 Incr Delay (d2), s/veh 0.3 0.0 0.1 3.8 0.0 0.1 0.7 0.8 1.4 0.9 1.4 2.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.3 0.0 0.5 5.5 0.0 0.5 0.4 1.6 2.0 0.8 10.2 11.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 44.5 0.0 42.1 52.6 0.0 42.2 10.8 2.8 3.5 6.1 11.8 13.0 LnGrp LOS D A D D A D BAAABB Approach Vol, veh/h 70 200 1926 2498 Approach Delay, s/veh 43.7 51.5 3.2 11.9 Approach LOS D D A B Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 7.2 87.6 25.2 8.3 86.5 25.2 Change Period (Y+Rc), s 4.0 5.5 6.0 4.0 5.5 6.0 Max Green Setting (Gmax), s 7.0 75.5 22.0 10.0 72.5 22.0 Max Q Clear Time (g_c+I1), s 3.0 32.6 7.0 4.3 9.4 18.2 Green Ext Time (p_c), s 0.0 15.7 0.1 0.1 10.3 0.2 Intersection Summary HCM 6th Ctrl Delay 10.5 HCM 6th LOS B Notes User approved pedestrian interval to be less than phase max green. 62 Timing Report, Sorted By Phase 2: College (US 287) & Stuart Short Total PM Synchro 10 Light Report Phase Number 124568 Movement NBL SBTL EBTL SBL NBTL WBTL Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize Recall Mode None C-Max None None C-Max None Maximum Split (s) 11 81 28 14 78 28 Maximum Split (%) 9.2% 67.5% 23.3% 11.7% 65.0% 23.3% Minimum Split (s) 11 22.5 31 11 22.5 31 Yellow Time (s) 3 4.5 3 3 4.5 3 All-Red Time (s) 113113 Minimum Initial (s) 4 10 7 4 10 7 Vehicle Extension (s) 333333 Minimum Gap (s) 333333 Time Before Reduce (s) 000000 Time To Reduce (s) 000000 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 10 18 10 18 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 105.5 116.5 77.5 105.5 119.5 77.5 End Time (s) 116.5 77.5 105.5 119.5 77.5 105.5 Yield/Force Off (s) 112.5 72 99.5 115.5 72 99.5 Yield/Force Off 170(s) 112.5 62 81.5 115.5 62 81.5 Local Start Time (s) 33.5 44.5 5.5 33.5 47.5 5.5 Local Yield (s) 40.5 0 27.5 43.5 0 27.5 Local Yield 170(s) 40.5 110 9.5 43.5 110 9.5 Intersection Summary Cycle Length 120 Control Type Actuated-Coordinated Natural Cycle 90 Offset: 72 (60%), Referenced to phase 2:SBTL and 6:NBTL, Start of Yellow Splits and Phases: 2: College (US 287) & Stuart 63 HCM 6th TWSC 5: College (US 287) & Hotel Access Short Total AM Synchro 10 Light Report Intersection Int Delay, s/veh 0.2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 9 18 1559 1032 30 Future Vol, veh/h 0 9 18 1559 1032 30 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 100 - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 22222 Mvmt Flow 0 10 20 1695 1122 33 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 578 1155 0 - 0 Stage 1 - ----- Stage 2 - ----- Critical Hdwy - 7.14 5.34 - - - Critical Hdwy Stg 1 - ----- Critical Hdwy Stg 2 - ----- Follow-up Hdwy - 3.92 3.12 - - - Pot Cap-1 Maneuver 0 393 329 - - - Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver - 393 329 - - - Mov Cap-2 Maneuver - ----- Stage 1 - ----- Stage 2 - ----- Approach EB NB SB HCM Control Delay, s 14.4 0.2 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 329 - 393 - - HCM Lane V/C Ratio 0.059 - 0.025 - - HCM Control Delay (s) 16.6 - 14.4 - - HCM Lane LOS C - B - - HCM 95th %tile Q(veh) 0.2 - 0.1 - - 64 HCM 6th TWSC 5: College (US 287) & Hotel Access Short Total PM Synchro 10 Light Report Intersection Int Delay, s/veh 1 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 20 29 1847 2322 51 Future Vol, veh/h 0 20 29 1847 2322 51 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 100 - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 22222 Mvmt Flow 0 22 32 2052 2580 57 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 1319 2637 0 - 0 Stage 1 - ----- Stage 2 - ----- Critical Hdwy - 7.14 5.34 - - - Critical Hdwy Stg 1 - ----- Critical Hdwy Stg 2 - ----- Follow-up Hdwy - 3.92 3.12 - - - Pot Cap-1 Maneuver 0 126 59 - - - Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver - 126 59 - - - Mov Cap-2 Maneuver - ----- Stage 1 - ----- Stage 2 - ----- Approach EB NB SB HCM Control Delay, s 39.6 1.9 0 HCM LOS E Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 59 - 126 - - HCM Lane V/C Ratio 0.546 - 0.176 - - HCM Control Delay (s) 123.3 - 39.6 - - HCM Lane LOS F - E - - HCM 95th %tile Q(veh) 2.2 - 0.6 - - 65 HCM 6th TWSC 3: College (US 287) & Parker Short Total AM Synchro 10 Light Report Intersection Int Delay, s/veh 0.3 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 15 1549 19 16 1016 Future Vol, veh/h 0 15 1549 19 16 1016 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 - - 100 - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 22222 Mvmt Flow 0 16 1684 21 17 1104 Major/Minor Minor1 Major1 Major2 Conflicting Flow All - 853 0 0 1705 0 Stage 1 - ----- Stage 2 - ----- Critical Hdwy - 7.14 - - 5.34 - Critical Hdwy Stg 1 - ----- Critical Hdwy Stg 2 - ----- Follow-up Hdwy - 3.92 - - 3.12 - Pot Cap-1 Maneuver 0 260 - - 176 - Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver - 260 - - 176 - Mov Cap-2 Maneuver - ----- Stage 1 - ----- Stage 2 - ----- Approach WB NB SB HCM Control Delay, s 19.8 0 0.4 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 260 176 - HCM Lane V/C Ratio - - 0.063 0.099 - HCM Control Delay (s) - - 19.8 27.7 - HCM Lane LOS - - C D - HCM 95th %tile Q(veh) - - 0.2 0.3 - 66 HCM 6th TWSC 3: College (US 287) & Parker Short Total PM Synchro 10 Light Report Intersection Int Delay, s/veh 0.5 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 8 1826 24 39 2244 Future Vol, veh/h 0 8 1826 24 39 2244 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 - - 150 - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 22222 Mvmt Flow 0 9 1985 26 42 2439 Major/Minor Minor1 Major1 Major2 Conflicting Flow All - 1006 0 0 2011 0 Stage 1 - ----- Stage 2 - ----- Critical Hdwy - 7.14 - - 5.34 - Critical Hdwy Stg 1 - ----- Critical Hdwy Stg 2 - ----- Follow-up Hdwy - 3.92 - - 3.12 - Pot Cap-1 Maneuver 0 206 - - 123 - Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver - 206 - - 123 - Mov Cap-2 Maneuver - ----- Stage 1 - ----- Stage 2 - ----- Approach WB NB SB HCM Control Delay, s 23.2 0 0.8 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 206 123 - HCM Lane V/C Ratio - - 0.042 0.345 - HCM Control Delay (s) - - 23.2 48.9 - HCM Lane LOS - - C E - HCM 95th %tile Q(veh) - - 0.1 1.4 - 67 HCM 6th TWSC 4: College (US 287) & Driveway Short Total AM Synchro 10 Light Report Intersection Int Delay, s/veh 0.2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 16 24 1549 1016 9 Future Vol, veh/h 0 16 24 1549 1016 9 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 150 - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 85 Heavy Vehicles, % 2 22222 Mvmt Flow 0 17 26 1684 1104 11 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 558 1115 0 - 0 Stage 1 - ----- Stage 2 - ----- Critical Hdwy - 7.14 5.34 - - - Critical Hdwy Stg 1 - ----- Critical Hdwy Stg 2 - ----- Follow-up Hdwy - 3.92 3.12 - - - Pot Cap-1 Maneuver 0 405 344 - - - Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver - 405 344 - - - Mov Cap-2 Maneuver - ----- Stage 1 - ----- Stage 2 - ----- Approach EB NB SB HCM Control Delay, s 14.3 0.2 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 344 - 405 - - HCM Lane V/C Ratio 0.076 - 0.043 - - HCM Control Delay (s) 16.3 - 14.3 - - HCM Lane LOS C - B - - HCM 95th %tile Q(veh) 0.2 - 0.1 - - 68 HCM 6th TWSC 4: College (US 287) & Driveway Short Total PM Synchro 10 Light Report Intersection Int Delay, s/veh 1.9 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 29 47 1826 2244 59 Future Vol, veh/h 0 29 47 1826 2244 59 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 150 - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 22222 Mvmt Flow 0 32 51 1985 2439 64 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 1252 2503 0 - 0 Stage 1 - ----- Stage 2 - ----- Critical Hdwy - 7.14 5.34 - - - Critical Hdwy Stg 1 - ----- Critical Hdwy Stg 2 - ----- Follow-up Hdwy - 3.92 3.12 - - - Pot Cap-1 Maneuver 0 140 69 - - - Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver - 140 69 - - - Mov Cap-2 Maneuver - ----- Stage 1 - ----- Stage 2 - ----- Approach EB NB SB HCM Control Delay, s 38 3.6 0 HCM LOS E Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 69 - 140 - - HCM Lane V/C Ratio 0.74 - 0.225 - - HCM Control Delay (s) 143 - 38 - - HCM Lane LOS F - E - - HCM 95th %tile Q(veh) 3.4 - 0.8 - - 69 APPENDIX G 70 HCM 6th Signalized Intersection Summary 1: College (US 287) & Prospect Long Total AM Synchro 10 Light Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 275 880 230 190 635 200 260 1600 170 80 905 175 Future Volume (veh/h) 275 880 230 190 635 200 260 1600 170 80 905 175 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1796 1870 1870 1870 Adj Flow Rate, veh/h 289 926 0 200 668 0 274 1684 167 84 953 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 222222222222 Cap, veh/h 393 1016 294 996 477 1881 186 168 1532 Arrive On Green 0.04 0.09 0.00 0.03 0.09 0.00 0.28 0.80 0.80 0.02 0.10 0.00 Sat Flow, veh/h 3456 3554 1585 3456 3554 1585 3456 4721 467 3456 5106 1585 Grp Volume(v), veh/h 289 926 0 200 668 0 274 1213 638 84 953 0 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1728 1777 1585 1728 1702 1784 1728 1702 1585 Q Serve(g_s), s 9.1 28.4 0.0 6.3 20.0 0.0 7.5 27.7 28.0 2.7 19.7 0.0 Cycle Q Clear(g_c), s 9.1 28.4 0.0 6.3 20.0 0.0 7.5 27.7 28.0 2.7 19.7 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.26 1.00 1.00 Lane Grp Cap(c), veh/h 393 1016 294 996 477 1356 711 168 1532 V/C Ratio(X) 0.74 0.91 0.68 0.67 0.57 0.89 0.90 0.50 0.62 Avail Cap(c_a), veh/h 503 1018 330 996 477 1356 711 283 1532 HCM Platoon Ratio 0.33 0.33 0.33 0.33 0.33 0.33 2.00 2.00 2.00 0.33 0.33 0.33 Upstream Filter(I) 0.93 0.93 0.00 0.96 0.96 0.00 1.00 1.00 1.00 0.94 0.94 0.00 Uniform Delay (d), s/veh 51.3 48.4 0.0 52.0 45.0 0.0 37.0 9.5 9.6 52.8 43.6 0.0 Incr Delay (d2), s/veh 3.8 11.3 0.0 4.6 1.7 0.0 1.7 9.4 16.4 2.2 1.8 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.3 15.1 0.0 3.0 9.7 0.0 3.0 5.3 7.0 1.2 9.2 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 55.1 59.7 0.0 56.6 46.7 0.0 38.7 18.9 25.9 54.9 45.4 0.0 LnGrp LOS E E E D D B C D D Approach Vol, veh/h 1215 A 868 A 2125 1037 A Approach Delay, s/veh 58.7 49.0 23.6 46.1 Approach LOS E D C D Timer - Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 20.2 38.0 14.9 37.0 9.3 48.8 15.5 36.3 Change Period (Y+Rc), s 6.0 6.0 6.5 6.5 5.0 6.0 4.0 6.5 Max Green Setting (Gmax), s 13.0 32.0 9.5 30.5 8.0 38.0 15.0 27.5 Max Q Clear Time (g_c+I1), s 9.5 21.7 8.3 30.4 4.7 30.0 11.1 22.0 Green Ext Time (p_c), s 0.3 3.0 0.1 0.0 0.1 4.8 0.4 1.4 Intersection Summary HCM 6th Ctrl Delay 40.4 HCM 6th LOS D Notes User approved pedestrian interval to be less than phase max green. Unsignalized Delay for [EBR, WBR, SBR] is excluded from calculations of the approach delay and intersection delay. 71 Timing Report, Sorted By Phase 1: College (US 287) & Prospect Long Total AM Synchro 10 Light Report Phase Number 12345678 Movement NBL SBT WBL EBT SBL NBT EBL WBT Lead/Lag Lag Lead Lag Lead Lead Lag Lead Lag Lead-Lag Optimize Yes Yes Yes Yes Recall Mode None C-Max None None None Max None None Maximum Split (s) 19 38 16 37 13 44 19 34 Maximum Split (%) 17.3% 34.5% 14.5% 33.6% 11.8% 40.0% 17.3% 30.9% Minimum Split (s) 11 34 11 37.5 11 31 11 38.5 Yellow Time (s) 44443434 All-Red Time (s) 2 2 2.5 2.5 2 2 1 2.5 Minimum Initial (s) 4 10 4 10 4 10 4 10 Vehicle Extension (s) 33333333 Minimum Gap (s) 33333333 Time Before Reduce (s) 00000000 Time To Reduce (s) 00000000 Walk Time (s) 7777 Flash Dont Walk (s) 21 24 18 22 Dual Entry No Yes No Yes No Yes No Yes Inhibit Max Yes Yes Yes Yes Yes Yes Yes Yes Start Time (s) 84 46 30 103 46 59 103 12 End Time (s) 103 84 46 30 59 103 12 46 Yield/Force Off (s) 97 78 39.5 23.5 54 97 8 39.5 Yield/Force Off 170(s) 97 57 39.5 109.5 54 79 8 17.5 Local Start Time (s) 6 78 62 25 78 91 25 44 Local Yield (s) 19 0 71.5 55.5 86 19 40 71.5 Local Yield 170(s) 19 89 71.5 31.5 86 1 40 49.5 Intersection Summary Cycle Length 110 Control Type Actuated-Coordinated Natural Cycle 105 Offset: 78 (71%), Referenced to phase 2:SBT, Start of Yellow Splits and Phases: 1: College (US 287) & Prospect 72 HCM 6th Signalized Intersection Summary 1: College (US 287) & Prospect Long Total PM Synchro 10 Light Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 335 725 465 260 835 105 410 1510 195 250 2030 325 Future Volume (veh/h) 335 725 465 260 835 105 410 1510 195 250 2030 325 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1796 1870 1870 1870 Adj Flow Rate, veh/h 353 763 0 274 879 0 432 1589 190 263 2137 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 222222222222 Cap, veh/h 374 857 290 844 461 1848 221 346 1915 Arrive On Green 0.04 0.08 0.00 0.03 0.08 0.00 0.04 0.13 0.13 0.20 0.75 0.00 Sat Flow, veh/h 3456 3554 1585 3456 3554 1585 3456 4621 551 3456 5106 1585 Grp Volume(v), veh/h 353 763 0 274 879 0 432 1170 609 263 2137 0 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1728 1777 1585 1728 1702 1768 1728 1702 1585 Q Serve(g_s), s 12.2 25.5 0.0 9.5 28.5 0.0 15.0 40.4 40.5 8.6 45.0 0.0 Cycle Q Clear(g_c), s 12.2 25.5 0.0 9.5 28.5 0.0 15.0 40.4 40.5 8.6 45.0 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.31 1.00 1.00 Lane Grp Cap(c), veh/h 374 857 290 844 461 1362 707 346 1915 V/C Ratio(X) 0.94 0.89 0.95 1.04 0.94 0.86 0.86 0.76 1.12 Avail Cap(c_a), veh/h 374 874 290 844 461 1362 707 374 1915 HCM Platoon Ratio 0.33 0.33 0.33 0.33 0.33 0.33 0.33 0.33 0.33 2.00 2.00 2.00 Upstream Filter(I) 0.90 0.90 0.00 0.92 0.92 0.00 1.00 1.00 1.00 0.73 0.73 0.00 Uniform Delay (d), s/veh 57.5 53.6 0.0 58.1 55.3 0.0 56.9 48.8 48.8 46.6 15.0 0.0 Incr Delay (d2), s/veh 30.0 10.2 0.0 36.6 41.1 0.0 27.0 7.2 13.1 6.1 58.2 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 7.2 13.4 0.0 5.8 18.4 0.0 8.7 19.8 21.7 3.7 15.7 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 87.5 63.8 0.0 94.7 96.4 0.0 83.9 56.0 61.9 52.8 73.2 0.0 LnGrp LOS F E F F F E E D F Approach Vol, veh/h 1116 A 1153 A 2211 2400 A Approach Delay, s/veh 71.3 96.0 63.1 70.9 Approach LOS E F E E Timer - Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 20.0 50.0 15.6 34.4 17.0 53.0 16.0 34.0 Change Period (Y+Rc), s 5.0 6.0 6.5 6.5 6.0 * 6 4.0 6.5 Max Green Setting (Gmax), s 15.0 44.0 8.5 28.5 12.0 * 47 12.0 27.5 Max Q Clear Time (g_c+I1), s 17.0 47.0 11.5 27.5 10.6 42.5 14.2 30.5 Green Ext Time (p_c), s 0.0 0.0 0.0 0.4 0.1 3.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 72.7 HCM 6th LOS E Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [EBR, WBR, SBR] is excluded from calculations of the approach delay and intersection delay. 73 Timing Report, Sorted By Phase 1: College (US 287) & Prospect Long Total PM Synchro 10 Light Report Phase Number 12345678 Movement NBL SBT WBL EBT SBL NBT EBL WBT Lead/Lag Lead Lag Lag Lead Lag Lead Lead Lag Lead-Lag Optimize Yes Yes Yes Yes Recall Mode None Max None None None C-Max None None Maximum Split (s) 20 50 15 35 17 53 16 34 Maximum Split (%) 16.7% 41.7% 12.5% 29.2% 14.2% 44.2% 13.3% 28.3% Minimum Split (s) 11 34 11 34.5 11 31 11 35.5 Yellow Time (s) 34443434 All-Red Time (s) 2 2 2.5 2.5 2 2 1 2.5 Minimum Initial (s) 4 10 4 10 4 10 4 10 Vehicle Extension (s) 33333333 Minimum Gap (s) 33333333 Time Before Reduce (s) 00000000 Time To Reduce (s) 00000000 Walk Time (s) 7474 Flash Dont Walk (s) 21 24 18 22 Dual Entry No Yes No Yes No Yes No Yes Inhibit Max Yes Yes Yes Yes Yes Yes Yes Yes Start Time (s) 63 83 48 13 116 63 13 29 End Time (s) 83 13 63 48 13 116 29 63 Yield/Force Off (s) 78 7 56.5 41.5 8 110 25 56.5 Yield/Force Off 170(s) 78 106 56.5 17.5 8 92 25 34.5 Local Start Time (s) 73 93 58 23 6 73 23 39 Local Yield (s) 88 17 66.5 51.5 18 0 35 66.5 Local Yield 170(s) 88 116 66.5 27.5 18 102 35 44.5 Intersection Summary Cycle Length 120 Control Type Actuated-Coordinated Natural Cycle 135 Offset: 110 (92%), Referenced to phase 6:NBT, Start of Yellow Splits and Phases: 1: College (US 287) & Prospect 74 HCM 6th Signalized Intersection Summary 2: College (US 287) & Stuart Long Total AM Synchro 10 Light Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 25 5 5 115 5 160 10 1760 60 80 1205 10 Future Volume (veh/h) 25 5 5 115 5 160 10 1760 60 80 1205 10 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 0.99 1.00 0.99 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1945 1796 1870 1870 1796 1870 1870 1796 1870 1870 1796 Adj Flow Rate, veh/h 26 5 0 121 5 54 11 1853 61 84 1268 11 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 222222222222 Cap, veh/h 176 228 0 225 16 170 418 3735 123 314 3962 34 Arrive On Green 0.12 0.12 0.00 0.12 0.12 0.12 0.04 1.00 1.00 0.09 1.00 1.00 Sat Flow, veh/h 1330 1945 0 1393 134 1452 1781 5077 167 1781 5221 45 Grp Volume(v), veh/h 26 5 0 121 0 59 11 1242 672 84 827 452 Grp Sat Flow(s),veh/h/ln 1330 1945 0 1393 0 1587 1781 1702 1840 1781 1702 1862 Q Serve(g_s), s 2.0 0.3 0.0 9.3 0.0 3.8 0.2 0.0 0.0 1.1 0.0 0.0 Cycle Q Clear(g_c), s 5.8 0.3 0.0 9.5 0.0 3.8 0.2 0.0 0.0 1.1 0.0 0.0 Prop In Lane 1.00 0.00 1.00 0.92 1.00 0.09 1.00 0.02 Lane Grp Cap(c), veh/h 176 228 0 225 0 186 418 2505 1354 314 2584 1413 V/C Ratio(X) 0.15 0.02 0.00 0.54 0.00 0.32 0.03 0.50 0.50 0.27 0.32 0.32 Avail Cap(c_a), veh/h 298 407 0 354 0 332 513 2505 1354 383 2584 1413 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 2.00 2.00 2.00 Upstream Filter(I) 1.00 1.00 0.00 1.00 0.00 1.00 0.90 0.90 0.90 1.00 1.00 1.00 Uniform Delay (d), s/veh 47.2 43.0 0.0 47.2 0.0 44.5 3.2 0.0 0.0 2.4 0.0 0.0 Incr Delay (d2), s/veh 0.4 0.0 0.0 2.0 0.0 1.0 0.0 0.6 1.2 0.5 0.3 0.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.7 0.1 0.0 3.3 0.0 1.5 0.0 0.2 0.4 0.3 0.1 0.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 47.6 43.0 0.0 49.2 0.0 45.5 3.3 0.6 1.2 2.8 0.3 0.6 LnGrp LOS D D A D A D AAAAAA Approach Vol, veh/h 31 180 1925 1363 Approach Delay, s/veh 46.8 48.0 0.8 0.6 Approach LOS D D A A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 5.1 88.0 16.9 7.7 85.4 16.9 Change Period (Y+Rc), s 4.0 5.5 5.0 4.0 5.5 5.0 Max Green Setting (Gmax), s 7.0 66.5 22.0 8.0 65.5 22.0 Max Q Clear Time (g_c+I1), s 2.2 2.0 7.8 3.1 2.0 11.5 Green Ext Time (p_c), s 0.0 5.5 0.0 0.1 10.7 0.4 Intersection Summary HCM 6th Ctrl Delay 3.6 HCM 6th LOS A Notes User approved pedestrian interval to be less than phase max green. 75 Timing Report, Sorted By Phase 2: College (US 287) & Stuart Long Total AM Synchro 10 Light Report Phase Number 124568 Movement NBL SBTL EBTL SBL NBTL WBTL Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize Recall Mode None C-Max None None C-Max None Maximum Split (s) 11 72 27 12 71 27 Maximum Split (%) 10.0% 65.5% 24.5% 10.9% 64.5% 24.5% Minimum Split (s) 11 23 27 11 23 27 Yellow Time (s) 3 4.5 3 3 4.5 3 All-Red Time (s) 112112 Minimum Initial (s) 4 10 7 4 10 4 Vehicle Extension (s) 333333 Minimum Gap (s) 333333 Time Before Reduce (s) 000000 Time To Reduce (s) 000000 Walk Time (s) 7 7 7 Flash Dont Walk (s) 10 18 10 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 34 45 7 34 46 7 End Time (s) 45 7 34 46 7 34 Yield/Force Off (s) 41 1.5 29 42 1.5 29 Yield/Force Off 170(s) 41 101.5 11 42 101.5 29 Local Start Time (s) 27 38 0 27 39 0 Local Yield (s) 34 104.5 22 35 104.5 22 Local Yield 170(s) 34 94.5 4 35 94.5 22 Intersection Summary Cycle Length 110 Control Type Actuated-Coordinated Natural Cycle 70 Offset: 7 (6%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Splits and Phases: 2: College (US 287) & Stuart 76 HCM 6th Signalized Intersection Summary 2: College (US 287) & Stuart Long Total PM Synchro 10 Light Report Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 50 20 30 195 10 120 50 2000 35 125 2555 30 Future Volume (veh/h) 50 20 30 195 10 120 50 2000 35 125 2555 30 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 0.99 1.00 0.99 0.99 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 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1945 1796 1870 1870 1796 1870 1870 1796 1870 1870 1796 Adj Flow Rate, veh/h 52 21 -4 203 10 31 52 2083 32 130 2661 30 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 222222222222 Cap, veh/h 274 349 0 298 71 221 161 3463 53 273 3542 40 Arrive On Green 0.18 0.18 0.00 0.18 0.18 0.18 0.07 1.00 1.00 0.05 0.68 0.68 Sat Flow, veh/h 1352 1945 0 1380 398 1233 1781 5180 79 1781 5205 59 Grp Volume(v), veh/h 52 17 0 203 0 41 52 1368 747 130 1738 953 Grp Sat Flow(s),veh/h/ln 1352 1945 0 1380 0 1631 1781 1702 1855 1781 1702 1859 Q Serve(g_s), s 4.0 0.9 0.0 17.1 0.0 2.5 1.1 0.0 0.0 2.6 40.0 40.3 Cycle Q Clear(g_c), s 6.6 0.9 0.0 18.0 0.0 2.5 1.1 0.0 0.0 2.6 40.0 40.3 Prop In Lane 1.00 0.00 1.00 0.76 1.00 0.04 1.00 0.03 Lane Grp Cap(c), veh/h 274 349 0 298 0 293 161 2276 1241 273 2317 1265 V/C Ratio(X) 0.19 0.05 0.00 0.68 0.00 0.14 0.32 0.60 0.60 0.48 0.75 0.75 Avail Cap(c_a), veh/h 290 373 0 315 0 313 216 2276 1241 352 2317 1265 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.00 1.00 0.00 1.00 0.90 0.90 0.90 1.00 1.00 1.00 Uniform Delay (d), s/veh 44.2 40.7 0.0 48.2 0.0 41.4 16.5 0.0 0.0 5.1 12.5 12.6 Incr Delay (d2), s/veh 0.3 0.1 0.0 5.5 0.0 0.2 1.0 1.1 2.0 1.3 2.3 4.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.4 0.4 0.0 6.3 0.0 1.0 0.7 0.3 0.7 0.9 13.7 15.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 44.5 40.8 0.0 53.7 0.0 41.6 17.5 1.1 2.0 6.4 14.8 16.8 LnGrp LOS D D A D A D BAAABB Approach Vol, veh/h 69 244 2167 2821 Approach Delay, s/veh 43.6 51.7 1.8 15.1 Approach LOS D D A B Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 7.3 86.2 26.5 8.7 84.7 26.5 Change Period (Y+Rc), s 4.0 5.5 6.0 4.0 5.5 6.0 Max Green Setting (Gmax), s 7.0 75.5 22.0 10.0 72.5 22.0 Max Q Clear Time (g_c+I1), s 3.1 42.3 8.6 4.6 2.0 20.0 Green Ext Time (p_c), s 0.0 17.7 0.1 0.1 13.2 0.2 Intersection Summary HCM 6th Ctrl Delay 11.7 HCM 6th LOS B Notes User approved pedestrian interval to be less than phase max green. 77 Timing Report, Sorted By Phase 2: College (US 287) & Stuart Long Total PM Synchro 10 Light Report Phase Number 124568 Movement NBL SBTL EBTL SBL NBTL WBTL Lead/Lag Lead Lag Lead Lag Lead-Lag Optimize Recall Mode None C-Max None None C-Max None Maximum Split (s) 11 81 28 14 78 28 Maximum Split (%) 9.2% 67.5% 23.3% 11.7% 65.0% 23.3% Minimum Split (s) 11 22.5 31 11 22.5 31 Yellow Time (s) 3 4.5 3 3 4.5 3 All-Red Time (s) 113113 Minimum Initial (s) 4 10 7 4 10 7 Vehicle Extension (s) 333333 Minimum Gap (s) 333333 Time Before Reduce (s) 000000 Time To Reduce (s) 000000 Walk Time (s) 7 7 7 7 Flash Dont Walk (s) 10 18 10 18 Dual Entry No Yes Yes No Yes Yes Inhibit Max Yes Yes Yes Yes Yes Yes Start Time (s) 105.5 116.5 77.5 105.5 119.5 77.5 End Time (s) 116.5 77.5 105.5 119.5 77.5 105.5 Yield/Force Off (s) 112.5 72 99.5 115.5 72 99.5 Yield/Force Off 170(s) 112.5 62 81.5 115.5 62 81.5 Local Start Time (s) 33.5 44.5 5.5 33.5 47.5 5.5 Local Yield (s) 40.5 0 27.5 43.5 0 27.5 Local Yield 170(s) 40.5 110 9.5 43.5 110 9.5 Intersection Summary Cycle Length 120 Control Type Actuated-Coordinated Natural Cycle 100 Offset: 72 (60%), Referenced to phase 2:SBTL and 6:NBTL, Start of Yellow Splits and Phases: 2: College (US 287) & Stuart 78 HCM 6th TWSC 5: College (US 287) & Hotel Access Long Total AM Synchro 10 Light Report Intersection Int Delay, s/veh 0.2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 10 20 1755 1165 30 Future Vol, veh/h 0 10 20 1755 1165 30 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 100 - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 22222 Mvmt Flow 0 11 21 1847 1226 32 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 629 1258 0 - 0 Stage 1 - ----- Stage 2 - ----- Critical Hdwy - 7.14 5.34 - - - Critical Hdwy Stg 1 - ----- Critical Hdwy Stg 2 - ----- Follow-up Hdwy - 3.92 3.12 - - - Pot Cap-1 Maneuver 0 364 293 - - - Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver - 364 293 - - - Mov Cap-2 Maneuver - ----- Stage 1 - ----- Stage 2 - ----- Approach EB NB SB HCM Control Delay, s 15.2 0.2 0 HCM LOS C Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 293 - 364 - - HCM Lane V/C Ratio 0.072 - 0.029 - - HCM Control Delay (s) 18.2 - 15.2 - - HCM Lane LOS C - C - - HCM 95th %tile Q(veh) 0.2 - 0.1 - - 79 HCM 6th TWSC 5: College (US 287) & Hotel Access Long Total PM Synchro 10 Light Report Intersection Int Delay, s/veh 1.2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 20 30 2080 2615 50 Future Vol, veh/h 0 20 30 2080 2615 50 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 100 - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 22222 Mvmt Flow 0 21 32 2189 2753 53 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 1403 2806 0 - 0 Stage 1 - ----- Stage 2 - ----- Critical Hdwy - 7.14 5.34 - - - Critical Hdwy Stg 1 - ----- Critical Hdwy Stg 2 - ----- Follow-up Hdwy - 3.92 3.12 - - - Pot Cap-1 Maneuver 0 111 48 - - - Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver - 111 48 - - - Mov Cap-2 Maneuver - ----- Stage 1 - ----- Stage 2 - ----- Approach EB NB SB HCM Control Delay, s 44.9 2.4 0 HCM LOS E Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 48 - 111 - - HCM Lane V/C Ratio 0.658 - 0.19 - - HCM Control Delay (s) 170.7 - 44.9 - - HCM Lane LOS F - E - - HCM 95th %tile Q(veh) 2.6 - 0.7 - - 80 HCM 6th TWSC 3: College (US 287) & Parker Long Total AM Synchro 10 Light Report Intersection Int Delay, s/veh 0.3 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 15 1760 20 20 1145 Future Vol, veh/h 0 15 1760 20 20 1145 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 - - 100 - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 22222 Mvmt Flow 0 16 1853 21 21 1205 Major/Minor Minor1 Major1 Major2 Conflicting Flow All - 937 0 0 1874 0 Stage 1 - ----- Stage 2 - ----- Critical Hdwy - 7.14 - - 5.34 - Critical Hdwy Stg 1 - ----- Critical Hdwy Stg 2 - ----- Follow-up Hdwy - 3.92 - - 3.12 - Pot Cap-1 Maneuver 0 228 - - 145 - Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver - 228 - - 145 - Mov Cap-2 Maneuver - ----- Stage 1 - ----- Stage 2 - ----- Approach WB NB SB HCM Control Delay, s 22 0 0.6 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 228 145 - HCM Lane V/C Ratio - - 0.069 0.145 - HCM Control Delay (s) - - 22 34 - HCM Lane LOS - - C D - HCM 95th %tile Q(veh) - - 0.2 0.5 - 81 HCM 6th TWSC 3: College (US 287) & Parker Long Total PM Synchro 10 Light Report Intersection Int Delay, s/veh 0.7 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 10 2100 25 40 2535 Future Vol, veh/h 0 10 2100 25 40 2535 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 - - 150 - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 22222 Mvmt Flow 0 11 2211 26 42 2668 Major/Minor Minor1 Major1 Major2 Conflicting Flow All - 1119 0 0 2237 0 Stage 1 - ----- Stage 2 - ----- Critical Hdwy - 7.14 - - 5.34 - Critical Hdwy Stg 1 - ----- Critical Hdwy Stg 2 - ----- Follow-up Hdwy - 3.92 - - 3.12 - Pot Cap-1 Maneuver 0 173 - - 95 - Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver - 173 - - 95 - Mov Cap-2 Maneuver - ----- Stage 1 - ----- Stage 2 - ----- Approach WB NB SB HCM Control Delay, s 27.2 0 1.1 HCM LOS D Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 173 95 - HCM Lane V/C Ratio - - 0.061 0.443 - HCM Control Delay (s) - - 27.2 70.1 - HCM Lane LOS - - D F - HCM 95th %tile Q(veh) - - 0.2 1.9 - 82 HCM 6th TWSC 4: College (US 287) & Driveway Long Total AM Synchro 10 Light Report Intersection Int Delay, s/veh 0.2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 20 25 1760 1145 10 Future Vol, veh/h 0 20 25 1760 1145 10 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 150 - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 22222 Mvmt Flow 0 21 26 1853 1205 11 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 608 1216 0 - 0 Stage 1 - ----- Stage 2 - ----- Critical Hdwy - 7.14 5.34 - - - Critical Hdwy Stg 1 - ----- Critical Hdwy Stg 2 - ----- Follow-up Hdwy - 3.92 3.12 - - - Pot Cap-1 Maneuver 0 376 307 - - - Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver - 376 307 - - - Mov Cap-2 Maneuver - ----- Stage 1 - ----- Stage 2 - ----- Approach EB NB SB HCM Control Delay, s 15.1 0.2 0 HCM LOS C Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 307 - 376 - - HCM Lane V/C Ratio 0.086 - 0.056 - - HCM Control Delay (s) 17.8 - 15.1 - - HCM Lane LOS C - C - - HCM 95th %tile Q(veh) 0.3 - 0.2 - - 83 HCM 6th TWSC 4: College (US 287) & Driveway Long Total PM Synchro 10 Light Report Intersection Int Delay, s/veh 2.9 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 30 50 2100 2535 60 Future Vol, veh/h 0 30 50 2100 2535 60 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - 0 150 - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 22222 Mvmt Flow 0 32 53 2211 2668 63 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 1366 2731 0 - 0 Stage 1 - ----- Stage 2 - ----- Critical Hdwy - 7.14 5.34 - - - Critical Hdwy Stg 1 - ----- Critical Hdwy Stg 2 - ----- Follow-up Hdwy - 3.92 3.12 - - - Pot Cap-1 Maneuver 0 118 ~ 52 - - - Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver - 118 ~ 52 - - - Mov Cap-2 Maneuver - ----- Stage 1 - ----- Stage 2 - ----- Approach EB NB SB HCM Control Delay, s 46.3 5.9 0 HCM LOS E Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) ~ 52 - 118 - - HCM Lane V/C Ratio 1.012 - 0.268 - - HCM Control Delay (s) 254.6 - 46.3 - - HCM Lane LOS F - E - - HCM 95th %tile Q(veh) 4.5 - 1 - - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 84 APPENDIX H 85 College Avenue Prospect Road Parker Street Stuart Street Remington Street Centre Street SCALE: 1"=500' PEDESTRIAN INFLUENCE AREA DELICH ASSOCIATES Prospect-College Hotel 86 Pedestrian LOS Worksheet Project Location Classification: Pedestrian District Description of Applicable Destination Area Within 1320’ Destination Area Classification Level of Service (minimum based on project location classification) Directness Continuity Street Crossings Visual Interest & Amenities Security Colorado State University, Max, and commercial area to the north of the site Institutional/ Commercial Minimum A A B A A 1 Actual A C B A A Proposed A C B A A Commercial/Residential neighborhood to the east of the site Commercial/ Residential Minimum A A B A A 2 Actual A C C A A Proposed A C C A A Commercial/Residential neighborhood to the south of the site Commercial/ Residential Minimum A A B A A 3 Actual A C B A A Proposed A C B A A Commercial and Mason Trail to the west of the site Commercial/ Recreational Minimum A A B A A 4 Actual A C B A A Proposed A C B A A Minimum 5 Actual Proposed Minimum 6 Actual Proposed Minimum 7 Actual Proposed Minimum 8 Actual Proposed SCALE: 1"=500' BICYCLE INFLUENCE AREA DELICH ASSOCIATES Prospect-College Hotel College Avenue Prospect Road Parker Street Stuart Street Remington Street Centre Street 88 Bicycle LOS Worksheet Level of Service – Connectivity Minimum Actual Proposed Base Connectivity: C B B Specific connections to priority sites: Description of Applicable Destination Area Within 1320’ Destination Area Classification 1 Mason Trail Recreational B B B Colorado State 2 University Institutional B B B 3 4 89 Minimum 9 Actual Proposed Minimum 10 Actual Proposed 87 (RT-in/RT-out/LT-in) EB RT B E NB LT C (17.8 secs) 1/25 F (254.6 secs) 5/125 OVERALL A A