HomeMy WebLinkAboutWOODSPRING SUITES - PDP190006 - SUBMITTAL DOCUMENTS - ROUND 3 - TRAFFIC STUDYTraffic Impact Study
WoodSpring Suites
Fort Collins, Colorado
Prepared for:
Tallgrass Hospitality, LLC
T R A F F I C I M P A C T S T U D Y
WoodSpring Suites
Fort Collins, Colorado
Prepared for
Tallgrass Hospitality, LLC
250 North Water
Suite 300
Wichita, KS 67202
Prepared by
Kimley-Horn and Associates, Inc.
4582 South Ulster Street
Suite 1500
Denver, Colorado 80237
(303) 228-2300
August 2019
This document, together with the concepts and designs presented herein, as an instrument of
service, is intended only for the specific purpose and client for which it was prepared. Reuse of
and improper reliance on this document without written authorization and adaptation by Kimley-
Horn and Associates, Inc. shall be without liability to Kimley-Horn and Associates, Inc.
08/27/2019
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096813000 – WoodSpring Suites Fort Collins Page i
TABLE OF CONTENTS
TABLE OF CONTENTS ................................................................................................... i
APPENDICES ..................................................................................................................ii
LIST OF TABLES .............................................................................................................ii
LIST OF FIGURES ...........................................................................................................ii
1.0 EXECUTIVE SUMMARY ........................................................................................... 1
2.0 INTRODUCTION ....................................................................................................... 4
3.0 EXISTING AND FUTURE CONDITIONS .................................................................. 6
3.1 Existing Study Area ...........................................................................................................6
3.2 Existing and Future Roadway Network ..............................................................................6
3.3 Existing Traffic Volumes ....................................................................................................8
3.4 Unspecified Development Traffic Growth ...........................................................................8
4.0 PROJECT TRAFFIC CHARACTERISTICS ............................................................. 13
4.1 Trip Generation................................................................................................................13
4.2 Trip Distribution ...............................................................................................................14
4.3 Traffic Assignment ...........................................................................................................14
4.4 Total (Background Plus Project) Traffic............................................................................17
5.0 TRAFFIC OPERATIONS ANALYSIS ...................................................................... 20
5.1 Analysis Methodology ......................................................................................................20
5.2 Key Intersection Operational Analysis .............................................................................21
5.4 CDOT Turn Bay Length Analysis .....................................................................................23
5.5 Turn Bay Vehicle Queuing Analysis .................................................................................23
5.6 Multimodal Transportation Analysis .................................................................................26
Pedestrian Analysis ...........................................................................................................26
Bicycle Analysis .................................................................................................................29
Transit Analysis..................................................................................................................29
6.0 CONCLUSIONS AND RECOMMENDATIONS ....................................................... 30
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APPENDICES
Appendix A – Intersection Count Sheets
Appendix B – CDOT Traffic Data
Appendix C – Trip Generation Worksheets
Appendix D – Intersection Analysis Worksheets
Appendix E – Queue Analysis Worksheets
Appendix F – Conceptual Site Plan
LIST OF TABLES
Table 1 – WoodSpring Suites Hotel Traffic Generation .............................................................13
Table 2 – Level of Service Definitions .......................................................................................20
Table 3 – Mulberry Street (SH-14) and I-25 Frontage Road LOS Results .................................21
Table 4 – I-25 Frontage Road Access LOS Results ..................................................................22
Table 5 – Turn Lane Length Analysis Results ...........................................................................23
LIST OF FIGURES
Figure 1 – Vicinity Map ................................................................................................................5
Figure 2 – Surrounding Site Area ................................................................................................7
Figure 3 – Existing Lane Configurations and Control...................................................................9
Figure 4 – Existing Traffic Volumes ...........................................................................................10
Figure 5 – 2020 Background Traffic Volumes............................................................................11
Figure 6 – 2040 Background Traffic Volumes............................................................................12
Figure 7 – Project Trip Distribution ............................................................................................15
Figure 8 – Project Traffic Assignment .......................................................................................16
Figure 9 – 2020 Background Plus Project Traffic Volumes ........................................................18
Figure 10 – 2040 Background Plus Project Traffic Volumes ......................................................19
Figure 11 – Recommended Lane Configurations and Control ...................................................25
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1.0 EXECUTIVE SUMMARY
WoodSpring Suites in Fort Collins is a proposed hotel to be located within the southeast
quadrant of the Mulberry Street (SH-14) and Interstate-25 interchange in Fort Collins, Colorado.
The hotel is anticipated to be developed with 123 hotel rooms. It is expected that the project will
be completed by 2020; therefore, analysis was conducted for the 2020 short term horizon as
well as the 2040 long-term horizon.
The purpose of this traffic study is to identify project traffic generation characteristics and
potential project traffic related impacts on the local street system, as well as to develop
mitigation measures required for identified impacts. The intersection of Mulberry Street (SH-14)
and I-25 Frontage Road was incorporated into this traffic study in accordance with the City of
Fort Collins and State of Colorado Department of Transportation (CDOT) standards and
requirements. In addition, the proposed project access along the west side of the I-25 Frontage
Road was also included for evaluation.
Regional access will be provided by Interstate 25 (I-25) and Mulberry Street (SH-14). Primary
access to the site will be provided by the Interstate-25 Frontage Road. Direct access to the
project is proposed from one (1) full movement accesses being proposed along the west side of
the I-25 Frontage Road. The project access is proposed to align with a full movement driveway
that provides access to the existing Interstate Honda dealership, approximately 1,500 feet south
of Mulberry Street (SH-14) (measured center to center). Additionally, a porte-cochere for
passenger drop-off and pick-up is proposed along the west side of the I-25 Frontage Road, just
north of this access. There will be an entrance curb cut and exit curb cut from this hotel porte-
cochere.
WoodSpring Suites in Fort Collins is expected to generate approximately 962 daily weekday
trips with 56 of these trips occurring during the weekday morning peak hour and 66 trips
occurring during the weekday afternoon peak hour.
Distribution of project traffic was based on the existing and proposed area street system
characteristics, existing traffic patterns, anticipated surrounding development in the area, and
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the proposed access system for the project. Assignment of project traffic was based upon the
trip generation described previously and the distributions developed.
Based on the analysis presented in this report, Kimley-Horn believes the proposed WoodSpring
Suites in Fort Collins, Colorado will be successfully incorporated into the existing and future
roadway network. The proposed project development and expected traffic volumes resulted in
the following recommendations and conclusions:
• The threshold for requiring an access permit along CDOT roadways occurs when project
traffic is anticipated to increase the existing access traffic volumes by more than 20 percent.
Based on traffic projections, the addition of project traffic on the south leg of the I-25
Northbound Frontage Road at SH-14 (Mulberry Street) is not anticipated to increase existing
access traffic volumes by more than 20 percent; therefore, it is not believed that CDOT will
require an access permit at this location in association with this project.
• The site proposes a new full movement access location along the west side of the I-25
Frontage Road. The project access is proposed to align with the full movement driveway
that provides access to the existing Interstate Honda dealership, approximately 1,500 feet
south of Mulberry Street (SH-14). The project access drive is recommended to have a R1-1
“STOP” sign installed for the exiting approach. A single exiting lane will be sufficient to
accommodate exiting project traffic on the eastbound access approach.
• The Colorado Department of Transportation (CDOT) plans to improve Interstate 25 (I-25) to
include three lanes of travel in each direction south of Mulberry Street (SH-14). When this
improvement occurs, the newly widened Interstate will occupy and cause the removal of the
existing Frontage Road. It is understood that CDOT plans to remove the existing I-25
Frontage Road to the south of all existing commercial accesses in this area. When this
occurs, there will be no through traffic to or from Prospect Road to the south along the I-25
Frontage Road. Therefore, it is anticipated that all project traffic will originate and depart
from Mulberry Street (SH-14). It is anticipated that a cul-de-sac will be constructed at the
termination of the I-25 Frontage Road to the south of this proposed project.
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• The projected queue lengths may exceed the existing 175-foot northbound left storage lane
at the intersection of Mulberry Street (SH-14) and I-25 Frontage Road. The existing
northbound left storage lane cannot be further extended due to the existing back-to-back left
turn lanes for the intersection of Denrose Court and the I-25 Frontage Road to the south.
However, dual northbound left turn lanes could be considered here if desired. Since only a
single southbound through lane from this intersection is needed instead of the existing two
southbound receiving lanes, the northbound approach could be shifted over to the west to
designate dual northbound left turn lanes.
• Any on-site and off-site signing and striping improvements should be incorporated into the
Civil Drawings and conform to City of Fort Collins and CDOT Standards as well as the
Manual on Uniform Traffic Control Devices – 2009 Edition (MUTCD).
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2.0 INTRODUCTION
WoodSpring Suites in Fort Collins is a proposed hotel to be located within the southeast
quadrant of the Mulberry Street (State-Highway 14) and Interstate-25 interchange in Fort
Collins, Colorado. A vicinity map illustrating the project location is shown in Figure 1. The hotel
is anticipated to be developed with 123 hotel rooms. A conceptual site plan illustrating the
development is shown in Appendix F. It is expected that the project will be completed by 2020;
therefore, analysis was conducted for the 2020 short term horizon as well as the 2040 long-term
horizon.
The purpose of this traffic study is to identify project traffic generation characteristics and
potential project traffic related impacts on the local street system, as well as to develop
mitigation measures required for identified impacts. The intersection of Mulberry Street (SH-14)
and I-25 Frontage Road was incorporated into this traffic study in accordance with the City of
Fort Collins and State of Colorado Department of Transportation (CDOT) standards and
requirements. In addition, the proposed project access along the west side of the I-25 Frontage
Road was also included for evaluation.
Regional access will be provided by Interstate 25 (I-25) and Mulberry Street (SH-14). Primary
access to the site will be provided by the Interstate-25 Frontage Road. Direct access to the
project is proposed from one (1) full movement accesses being proposed along the west side of
the I-25 Frontage Road. The project access is proposed to align with a full movement driveway
that provides access to the existing Interstate Honda dealership, approximately 1,500 feet south
of Mulberry Street (SH-14) (measured center to center). Additionally, a porte-cochere for
passenger drop-off and pick-up is proposed along the west side of the I-25 Frontage Road, just
north of this access. There will be an entrance curb cut and exit curb cut from this hotel porte-
cochere.
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3.0 EXISTING AND FUTURE CONDITIONS
3.1 Existing Study Area
The existing site is comprised of a vacant land, while the immediate surrounding area mainly
consists of commercial uses and other vacant land. Directly north of the project site is an
existing Air Care Colorado car inspection station. Directly to the east of the project site is an
Interstate Honda motorcycle dealership. Interstate 25 and the northbound off ramp to eastbound
Mulberry Street (SH-14) acts as a boundary for the project site to the west. The land uses and
roadway network surrounding the site are shown in Figure 2.
3.2 Existing and Future Roadway Network
Mulberry Street (SH-14) provides two through lanes of travel both eastbound and westbound
with left and right turn lanes at all major intersections and a posted speed limit of 50 miles per
hour through the study area.
The Interstate 25 Frontage Road is currently a three-lane roadway with one through lane in
each direction as well as a shared two-way left turn lane. The Frontage Road turns into a two-
lane roadway with a single lane of travel in each direction northbound and southbound just
south of the project site. There are planned improvements to widen Interstate 25 adjacent to this
portion of the I-25 Frontage Road to include three through lanes northbound and southbound.
When this improvement occurs, the increased width of Interstate 25 will occupy and cause the
removal of the existing I-25 Frontage Road. It is understood that the Colorado Department of
Transportation (CDOT) has planned to eliminate the I-25 Frontage Road where it runs parallel
to the Interstate in this section to the south of the proposed project. Therefore, it is anticipated
that by the 2020 project build-out year the I-25 Frontage Road will be terminated south of the
project site.
The intersection of Mulberry Street (SH-14) and the I-25 Frontage Road is signalized with
protected-permitted left turn phasing on the eastbound and westbound approaches and
permitted-only phasing on the northbound and southbound approaches. The eastbound and
westbound approaches of this intersection provide a left turn lane, two through lanes, and a
right turn lane. The northbound and southbound approaches provide a left turn lane and a
shared through/right turn lane.
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The existing T-intersection of the I-25 Frontage Road and Interstate Honda access is
unsignalized. No stop sign was observed to be present on the existing westbound approach
from the private Interstate Honda access, but one was assumed for analysis purposes of this
study. The northbound I-25 Frontage Road approach provides a shared through/right turn lane.
The southbound I-25 Frontage Road approach provides one through lane and a two-way left
turn lane. The westbound Interstate Honda driveway provides a single lane for shared left and
right turning movements exiting the property. The intersection lane configuration and control for
the study area key intersections are shown in Figure 3.
3.3 Existing Traffic Volumes
Existing peak hour turning movement counts were conducted during morning and afternoon
peak hours at the key intersection of Mulberry Street (SH-14) and I-25 Frontage Road on
Thursday, March 28, 2019. Existing peak hour turning movement counts were also conducted at
the I-25 Frontage Road Honda Access on Thursday, March 28, 2019 during morning peak
hours and on Tuesday April 9, 2019 during afternoon peak hours due to equipment failure
during the March 28th afternoon peak hour. Counts were conducted in 15-minute intervals
during the morning and afternoon peak hours of adjacent street traffic from 7:00 AM to 9:00 AM
and 4:00 PM to 6:00 PM on these count dates. Existing turning movement counts are shown in
Figure 4 with count sheets provided in Appendix A.
3.4 Unspecified Development Traffic Growth
Based on information provided on the website for CDOT, the 20-year growth factor along SH-14
(Mulberry Street) adjacent to the study area is 1.53. This value equates to an annual growth rate
of approximately 2.15 percent per year. Traffic information from the CDOT Online
Transportation Information System (OTIS) website is included in Appendix B. Based on this, a
2.15 percent annual growth rate was used to calculate future traffic volumes at the study area
intersections. This annual growth rate was used to estimated short term 2020 and long term
2040 traffic volumes at the key intersections. Background traffic volumes for 2020 and 2040 are
shown in Figure 5 and Figure 6, respectively.
160(149)
23(65)
50(109)
114(73)
27(21)
30(54)
73(100)
434(874)
151(230)
29(38)
891(664)
81(49)
24(75)
4(2)
48(58)
7(1)
2(4)
1(3)
164(155)
23(66)
51(111)
116(75)
28(21)
31(55)
75(102)
443(893)
158(237)
30(39)
910(678)
83(50)
11(3)
3(7)
251(236)
36(102)
78(170)
178(114)
42(33)
47(84)
114(156)
678(1366)
240(362)
45(59)
1393(1038)
127(77)
11(3)
3(7)
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4.0 PROJECT TRAFFIC CHARACTERISTICS
4.1 Trip Generation
Site-generated traffic estimates are determined through a process known as trip generation.
Rates and/or equations are applied to the proposed land use to estimate traffic generated by the
development during a specific time interval. The acknowledged source for trip generation rates
is the Trip Generation Manual1 published by the Institute of Transportation Engineers (ITE). ITE
has established trip rates in nationwide studies of similar land uses. For this study, Kimley-Horn
used the ITE Trip Generation Report regression equations that apply to Hotel land use (ITE
Code 310) for traffic associated with the development.
WoodSpring Suites in Fort Collins is expected to generate approximately 962 daily weekday
trips with 56 of these trips occurring during the weekday morning peak hour and 66 trips
occurring during the weekday afternoon peak hour. Calculations were based on the procedure
and information provided in the ITE Trip Generation Manual, 10th Edition – Volume 1: User’s
Guide and Handbook, 2017. Table 1 summarizes the estimated trip generation for the proposed
development. The trip generation worksheet is included in Appendix C.
Table 1 – WoodSpring Suites Hotel Traffic Generation
Land Use
Vehicle Trips
Daily
AM Peak Hour PM Peak Hour
In Out Total In Out Total
Hotel (ITE #310) –123 Rooms 962 33 23 56 34 32 66
1 Institute of Transportation Engineers, Trip Generation Manual, Tenth Edition, Washington DC, 2017.
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4.2 Trip Distribution
Distribution of project traffic was based on the existing and proposed area street system
characteristics, existing traffic patterns, anticipated surrounding development in the area, and
the proposed access system for the project. Assignment of project traffic was based upon the
trip generation described previously and the distributions developed. The directional distribution
of traffic is a means to quantify the percentage of site-generated traffic that approaches the site
from a given direction and departs the site back to the original source. As mentioned previously,
there are planned improvements to widen Interstate-25, adjacent to the project site, to include
three through lanes of travel in each direction. When this improvement occurs, the increased
width of Interstate-25 will occupy and cause the removal of the existing I-25 Frontage Road. It is
understood that CDOT has plans to eliminate the I-25 Frontage Road where it runs parallel to
the Interstate in this area. It is anticipated that by the 2020 project build-out year the I-25
Frontage Road will be terminated south of the project site allowing no through traffic to or from
Prospect Road to the south. Resultantly, the trip distribution for this project is anticipated to be
entirely served to and from the north and Mulberry Street (SH-14).
In addition to the proposed full movement project access along the west side of the I-25
Frontage Road, WoodSpring Suites also proposes a porte-cochere at the main entrance of the
hotel. As shown in the attached site plan provided in Appendix F, the porte-cochere lane will
provide a temporary parking area for arriving and departing guests to pick-up, drop-off, check-in,
or check-out of the hotel as well as transport baggage. If long queues occur during peak hours,
hotel guests are anticipated to bypass the porte-cochere lane and access the guest parking lot
instead. It is anticipated that all hotel guests using the porte-cochere lane will ultimately use the
proposed full movement access in order to access the provided guest parking lot. Therefore,
only the proposed full movement site access was included for analysis. The project trip
distribution is illustrated in Figure 7.
4.3 Traffic Assignment
Traffic assignment was obtained by applying the project trip distribution to the estimated traffic
generation of the development shown in Table 1. Site traffic assignment for the WoodSpring
Suites in Fort Collins is shown in Figure 8.
20%
80%
[100%]
100%
[80%]
[20%]
18(26)
5(6)
26(27)
7(7)
33(34)
23(32)
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4.4 Total (Background Plus Project) Traffic
Site traffic volumes were added to the background volumes to represent estimated traffic
conditions for the short term 2020 horizon and long term 2040 horizon. These total traffic
volumes for the site are illustrated for the 2020 and 2040 horizon years in Figures 9 and 10,
respectively.
182(181)
23(66)
56(117)
116(75)
28(21)
31(55)
75(102)
443(893)
184(264)
30(39)
910(678)
90(57)
33(34)
11(3)
23(32)
3(7)
182(181)
23(66)
56(117)
116(75)
28(21)
31(55)
75(102)
443(893)
184(264)
30(39)
910(678)
90(57)
33(34)
11(3)
23(32)
3(7)
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5.0 TRAFFIC OPERATIONS ANALYSIS
Kimley-Horn’s analysis of traffic operations in the site vicinity was conducted to determine
potential capacity deficiencies in the 2020 and 2040 development horizons at the identified key
intersections and access driveways. The acknowledged source for determining overall capacity
is the current edition of the Highway Capacity Manual (HCM)2.
5.1 Analysis Methodology
Capacity analysis results are listed in terms of Level of Service (LOS). LOS is a qualitative term
describing operating conditions a driver will experience while traveling on a particular street or
highway during a specific time interval. It ranges from A (very little delay) to F (long delays and
congestion). Typical standard traffic engineering practice recommends LOS D as the minimum
threshold for acceptable operations. Table 2 shows the definition of level of service for
signalized and unsignalized intersections.
Table 2 – Level of Service Definitions
Level of
Service
Signalized Intersection
Average Total Delay
(sec/veh)
Unsignalized Intersection
Average Total Delay
(sec/veh)
A ≤ 10 ≤ 10
B > 10 and ≤ 20 > 10 and ≤ 15
C > 20 and ≤ 35 > 15 and ≤ 25
D > 35 and ≤ 55 > 25 and ≤ 35
E > 55 and ≤ 80 > 35 and ≤ 50
F > 80 > 50
_______________
Definitions provided from the Highway Capacity Manual, Sixth Edition, Transportation Research Board, 2016.
Study area intersections were analyzed based on average total delay analysis for signalized
and unsignalized intersections. Under the unsignalized analysis, the LOS for a two-way stop-
controlled intersection is determined by the computed or measured control delay and is defined
for each minor movement. LOS for a two-way stop-controlled intersection is not defined for the
intersection as a whole. LOS for a signalized and all-way stop controlled intersection is defined
for each approach and for the overall intersection.
2 Transportation Research Board, Highway Capacity Manual, Sixth Edition, Washington DC, 2016.
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5.2 Key Intersection Operational Analysis
Calculations for the level of service at the key intersections and project access driveways for the
study area are provided in Appendix D. The existing year analysis is based on the lane
geometry and intersection control shown in Figure 3. Synchro traffic analysis software was
used to analyze the study area intersections and access driveways. The Synchro Highway
Capacity Manual (HCM) methodology reports were used to analyze intersection delay and level
of service.
Mulberry Street (SH-14) and I-25 Frontage Road
The intersection of Mulberry Street (SH-14) and the I-25 Frontage Road is signalized with
protected-permitted left turn phasing on the eastbound and westbound approaches and
permitted-only phasing on the northbound and southbound approaches. The intersection
currently operates acceptably with LOS C during the morning and afternoon peak hours under
existing conditions. With the addition of project traffic and the existing lane configuration and
control, this intersection is anticipated to continue operating acceptably with a LOS C during the
peak hours in the 2020 project build out year and LOS D during the peak hours in the 2040 long
term horizon. Table 3 provides the results of the level of service at this intersection.
Table 3 – Mulberry Street (SH-14) and I-25 Frontage Road LOS Results
Scenario
AM Peak Hour PM Peak Hour
Delay
(sec/veh)
LOS
Delay
(sec/veh)
LOS
2019 Existing 26.4 C 25.0 C
2020 Background 26.9 C 25.5 C
2020 Background Plus Project 28.0 C 27.1 C
2040 Background 47.2 D 41.0 D
2040 Background Plus Project 49.4 D 45.2 D
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I-25 Frontage Road Access
The I-25 Frontage Road Access for the WoodSpring Suites project is proposed to align with an
existing unsignalized T-intersection access serving Interstate Honda. No STOP sign was
observed to be present on the existing westbound approach from the private Interstate Honda
access, but one was assumed for analysis purposes of this study. With this control and the
existing lane configurations, all movements at this existing Interstate Honda access intersection
currently operate acceptably with a LOS A during the morning and afternoon peak hours.
With completion of the WoodSpring Suites Fort Collins development, the site proposes a new
full movement access to align with this intersection as a new west leg. This proposed
eastbound, as well as the existing westbound, access drives are recommended to have R1-1
“STOP” signs installed for the exiting approaches. The northbound and southbound I-25
Frontage Road approaches are anticipated to use the existing two-way left turn lane and a
shared through/right turn lane. For the eastbound and westbound access approaches, one
shared movement lane will be sufficient for exiting traffic.
As mentioned previously, it is understood that CDOT has planned for the elimination of the I-25
Frontage Road where it runs parallel to the Interstate with the anticipate widening of I-25. It is
anticipated that by the 2020 project build-out year, the I-25 Frontage Road will be terminated
south of this project site allowing no through traffic to or from Prospect Road to the south. When
this improvement occurs, it is believed that this will be the last available access to the south
along the I-25 Frontage Road so no northbound or southbound through volumes along the
frontage road are anticipated at this intersection. Therefore, no delays are expected at this
intersection in either the background or the background plus project scenarios. Table 4 provides
the results of the level of service analysis for this intersection.
Table 4 – I-25 Frontage Road Access LOS Results
Scenario
AM Peak Hour PM Peak Hour
Delay
(sec/veh)
LOS
Delay
(sec/veh)
LOS
2019 Existing
Westbound Approach
Southbound Left
9.0
7.3
A
A
9.2
7.4
A
A
2020 and 2040 Includes Termination of Frontage Road to South, so No Delay
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5.4 CDOT Turn Bay Length Analysis
Mulberry Street (SH-14) is a state owned and maintained facility. CDOT categorizes the
segment of SH-14 through the study area as NR-A: Non-Rural Principal Highway. The threshold
for requiring an access permit along CDOT roadways occurs when project traffic is anticipated
to increase the existing access traffic volumes by more than 20 percent. Based on traffic
projections, the addition of project traffic on the south leg of the I-25 Northbound Frontage Road
at SH-14 (Mulberry Street) is not anticipated to increase existing access traffic volumes by more
than 20 percent. The increase in traffic on the I-25 Frontage Road access to Mulberry Street
(SH-14) is 11.4 percent during the morning peak hour and 10.6 percent during the afternoon
peak hour. Therefore, it is believed that CDOT will not require an access permit at this location
in association with this project.
5.5 Turn Bay Vehicle Queuing Analysis
Turn lane length analysis was conducted for the study area intersection. Results were obtained
from the 95th percentile queue lengths obtained from the Synchro analysis. Turn storage length
analysis worksheets at the signalized intersection are provided in Appendix E. Results of the
turn lane length analysis at the key study intersection are provided in Table 5.
Table 5 – Turn Lane Length Analysis Results
Intersection Turn Lane
Existing
Turn Lane
Length
(feet)
2020 Total
Queue
Length
(feet)
2020
Recommended
Turn Lane
Length (feet)
2040 Total
Queue
Length
(feet)
2040
Recommended
Turn Lane
Length (feet)
Mulberry St (SH-14) & I-25 Frontage Rd
Eastbound Left
Eastbound Right
Westbound Left
Westbound Right
Northbound Left
Southbound Left
200’
C
275’
325’
175’
25’
75’
128’
71’
17’
305’
100’
200’
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length and cannot be further extended due to the existing back-to-back left turn lane at the
intersection of Denrose Court and the I-25 Frontage Road to the south. Therefore, in order to
improve queueing operations, dual northbound left turn lanes should be considered here. Since
only a single southbound through lane from this intersection is needed instead of the existing
two southbound receiving lanes, the northbound approach could be shifted over to the west to
designate dual northbound left turn lanes. Likewise, the existing southbound left turn lane at
this intersection only provides 25 feet of length and cannot be further extended due to the
existing close proximity signalized intersection and geometry to the north. Since this intersection
to the north is part of the signalized intersection, traffic is held on the approaches to this
intersection so that the Mulberry Street (SH-14) and I-25 Frontage Road operates better. It
should be noted that project traffic does not add to this movement.
Based on the results of the level of service operational analysis and turn lane analysis, the
recommended lane configurations and control of the study key intersections is shown in Figure
11.
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5.6 Multimodal Transportation Analysis
A multimodal transportation analysis was performed as part of this traffic study to meet City of
Fort Collins and standards and requirements. This multi-modal evaluation includes an
assessment of operations and level of service for pedestrians, bicycles and transit, as outlined
with the City of Fort Collins Multimodal Transportation Level of Service Manual and Adequate
Public Facilities Plan. Each of these will be discussed further within the following sections:
Pedestrian Analysis
The five level of service standards specific to pedestrian facilities were reviewed as part of this
project. These include directness, continuity, street crossings, visual interest and amenity, and
security. WoodSpring Suites Fort Collins is proposed to be located within the southeast
quadrant of the Mulberry Street (SH-14) and Interstate-25 interchange in Fort Collins, Colorado.
Interstate 25 and the northbound off ramp to eastbound Mulberry Street (SH-14) acts as a
boundary for the project site to the west and the immediate surrounding area mainly consists of
commercial uses and other vacant land. With the proposed WoodSpring Suites hotel being
integrated into the project area. it is anticipated to be primarily a vehicle generated destination.
The five level of service quality measure assessments are as follows:
Directness
The City of Fort Collins identifies directness as the walking distance to destinations including
transit stops, schools, parks, commercial employment or activity areas. A grid street pattern
with sidewalks typifies the ideal system, as is present with this proposed project location.
Measurement of directness is the ratio of the Actual distance to such destinations by way of
pedestrian sidewalk or pathway divided by Minimum right-angle distance characterized by the
grid street pattern (the A/M ratio). Pedestrian activity generated by this project is anticipated to
be along the Frontage Road, to and from the commercial and restaurant uses along Denrose
Court Street to the east. No major City destinations are located within a quarter-mile of the
project. As the actual distance is the same as the minimum distance, the ratio of directness is
1.0, which is less than the maximum 1.2 threshold for Level of Service A. Therefore, this
criterion is met with this project, level of service A.
Kimley-Horn and Associates, Inc.
096813000 – WoodSpring Suites Fort Collins Page 27
Continuity
Continuity is defined as the completeness of the sidewalk/walkway systems with avoidance of
gaps. Where the pedestrian corridor is integrated within the activities along the corridor, level of
service A results. The Frontage Road includes sidewalks along the west side of the street
adjacent to Air Care Colorado immediately to the north of this proposed project and adjacent to
the Maverik gas station on the southwest corner of the Mulberry Street (SH-14) and Frontage
Road intersection. It appears that sidewalk may be missing adjacent to the Guest House Inn &
Suites along the west side of the Frontage Road, south of the new Maverik gas station.
As mentioned previously, it is understood that CDOT plans to improve Interstate 25 (I-25) to
include three lanes of travel in each direction south of Mulberry Street (SH-14). When this
improvement occurs, the newly widened Interstate will occupy and cause the removal of the
existing Frontage Road. Consequently, CDOT plans to remove the existing I-25 Frontage Road
to the south of all existing commercial accesses in this area. It is anticipated that a cul-de-sac
will be constructed at the termination of the I-25 Frontage Road to the south of this proposed
project. It would be beneficial to extend the existing sidewalk on the west side of the Frontage
Road through adjoining businesses as well as to the south and east around the future cul-de-
sac. Given that WoodSpring Suites Fort Collins is proposing new sidewalk adjacent to its
frontage of the Frontage Road, it is believed that this project meets City of Fort Collins
standards for acceptable level of service for pedestrian facilities as a single entity within the
activity area.
Street Crossings
There are four types of street crossings with associated level of service ratings. The first is
signalized intersections where elements include grade separation, number of lanes to cross,
signal indication, well-marked crosswalks, lighting, raised median width, visibility, curb ramps,
pedestrian buttons, convenience, comfort, and security. The second is unsignalized intersection
crossing of major streets where grade separation, number of lanes to cross, well-marked
crosswalks, lighting, raised median width, visibility, and curb ramps are evaluated. Third,
unsignalized intersection crossings of minor streets that include an evaluation of well-marked
crosswalks, lighting, and curb ramps. The fourth and last is mid-block crossings where the
number of lanes to cross, strength of crosswalk presence, well-marked crosswalks, lighting,
Kimley-Horn and Associates, Inc.
096813000 – WoodSpring Suites Fort Collins Page 28
raised median width, curb ramps, pedestrian signals, convenience, comfort, and security are
considered.
Along the pedestrian path between WoodSpring Suites Fort Collins and the nearby commercial
uses located east of the project site, there are no signalized intersection public street crossings.
There are no unsignalized public street pedestrian crossings nor any mid-block crosswalks.
Due to the Frontage Road being a low volume cul-de-sac access, no additional imrpovements
to crosswalk is needed, other than the ramps and crossing at the south leg of the Denrose Court
and Frontage Road intersection already in place.
Visual Interest and Amenity
This identifies a pedestrian system to be aesthetically compatible with local architecture and
include pedestrian amenities. Street trees are located along both sides of the Frontage Road
between WoodSpring Suites Fort Collins and Mulberry Street. Throughout the remainder of the
corridor, the landscaping that is present provides visual interest necessary to provide a Level of
Service A category as defined by “Visually appealing and compatible with local architecture.
Generous sidewalk width, active building frontages, pedestrian lighting, street trees, and quality
of street furniture.”, within the City standards.
Security
As identified by the City of Fort Collins requirements, the highest level of service is in an
environment with high pedestrians and police presence, clear lines of sight, and good lighting
levels. The lowest is where the streetscape is totally intimidating with major breaches in
pedestrian visibility from the street, adjacent land uses, and activities. Lighting is present along
the entire Frontage Road corridor between WoodSpring Suites Fort Collins and Mulberry Street.
Adequate sight lines exist, and the buildings overlook the sidewalk. Due to this, the sense of
security of the sidewalk and pedestrian connection is very safe, level of service A.
Based on this evaluation criteria, it is believed that the project meets the minimum requirements
for pedestrian level of service with this project.
Kimley-Horn and Associates, Inc.
096813000 – WoodSpring Suites Fort Collins Page 29
Bicycle Analysis
Bicycle level of service standards are based on connectivity to various bike facilities in
connecting corridors. Bicycle corridors may contain either on-street lanes, off-street paths, or
on-street routes, with on-street routes preferred providing this safer and more direct
connectivity. On-street bicycle lanes do currently exist along both sides of the Frontage Road
within the project area. Bicyclists could traverse the general area by using the existing street
system, if desired. Therefore, the bicycle analysis demonstrates that LOS A exists for this
project.
Transit Analysis
Transit level of service standards have been developed to plan for a well-connected intermodal
transportation system. The transit service is developed so that it is frequent, reliable, and
accessible. There are currently no existing transit stops located near the proposed project site.
Route 14, Downtown Transit Center (DTC)-Lincoln-Mulberry-John Deere-Vine-Timberline
provides service along eastbound and westbound North Frontage Street on the west side of I-
25, but there is not currently a connection for pedestrians to access this location from the
WoodSpring Suites project site. The transit stop along North Frontage is located in the
northwest quadrant at the Interstate-25 and Mulberry Street interchange.
As discussed, it is anticipated that the hotel land use located near Interstate-25 will be primarily
vehicular centric. Therefore, it is believed that adequate and acceptable pedestrian and bicycle
connections exist along the Frontage Road to connect WoodSpring Suites Fort Collins to the
commercial uses within the surrounding area.
In summary, the multimodal analysis provided for this project identifies that acceptable
operations will result to meet City of Fort Collins APF standards.
Kimley-Horn and Associates, Inc.
096813000 – WoodSpring Suites Fort Collins Page 30
6.0 CONCLUSIONS AND RECOMMENDATIONS
Based on the analysis presented in this report, Kimley-Horn believes the proposed WoodSpring
Suites in Fort Collins, Colorado will be successfully incorporated into the existing and future
roadway network. The proposed project development and expected traffic volumes resulted in
the following recommendations and conclusions:
• The threshold for requiring an access permit along CDOT roadways occurs when project
traffic is anticipated to increase the existing access traffic volumes by more than 20 percent.
Based on traffic projections, the addition of project traffic on the south leg of the I-25
Northbound Frontage Road at SH-14 (Mulberry Street) is not anticipated to increase existing
access traffic volumes by more than 20 percent; therefore, it is not believed that CDOT will
require an access permit at this location in association with this project.
• The site proposes a new full movement access location along the west side of the I-25
Frontage Road. The project access is proposed to align with the full movement driveway
that provides access to the existing Interstate Honda dealership, approximately 1,500 feet
south of Mulberry Street (SH-14). The project access drive is recommended to have a R1-1
“STOP” sign installed for the exiting approach. A single exiting lane will be sufficient to
accommodate exiting project traffic on the eastbound access approach.
• The Colorado Department of Transportation (CDOT) plans to improve Interstate 25 (I-25) to
include three lanes of travel in each direction south of Mulberry Street (SH-14). When this
improvement occurs, the newly widened Interstate will occupy and cause the removal of the
existing Frontage Road. It is understood that CDOT plans to remove the existing I-25
Frontage Road to the south of all existing commercial accesses in this area. When this
occurs, there will be no through traffic to or from Prospect Road to the south along the I-25
Frontage Road. Therefore, it is anticipated that all project traffic will originate and depart
from Mulberry Street (SH-14). It is anticipated that a cul-de-sac will be constructed at the
termination of the I-25 Frontage Road to the south of this proposed project.
• The projected queue lengths may exceed the existing 175-foot northbound left storage lane
at the intersection of Mulberry Street (SH-14) and I-25 Frontage Road. The existing
Kimley-Horn and Associates, Inc.
096813000 – WoodSpring Suites Fort Collins Page 31
northbound left storage lane cannot be further extended due to the existing back-to-back left
turn lanes for the intersection of Denrose Court and the I-25 Frontage Road to the south.
However, dual northbound left turn lanes could be considered here if desired. Since only a
single southbound through lane from this intersection is needed instead of the existing two
southbound receiving lanes, the northbound approach could be shifted over to the west to
designate dual northbound left turn lanes.
• Any on-site and off-site signing and striping improvements should be incorporated into the
Civil Drawings and conform to City of Fort Collins and CDOT Standards as well as the
Manual on Uniform Traffic Control Devices – 2009 Edition (MUTCD).
Kimley-Horn and Associates, Inc.
096813000 – WoodSpring Suites Fort Collins
APPENDICES
Kimley-Horn and Associates, Inc.
096813000 – WoodSpring Suites Fort Collins
APPENDIX A
Intersection Count Sheets
File Name : Mulberry St & I25 NB Frontage Rd AM
Site Code : IPO 426
Start Date : 3/28/2019
Page No : 1
Ft Collins, CO
WoodSpring Suites
AM Peak
Mulberry St & I25 NB Frontage Rd
Groups Printed- Automobiles
Mulberry St
Eastbound
Mulberry St
Westbound
858 Frontage Rd
Northbound
I25 NB Frontage Rd
Southbound
Start Time Left Thru Right U Turns App. Total Left Thru Right U Turns App. Total Left Thru Right U Turns App. Total Left Thru Right U Turns App. Total Int. Total
07:00 AM 18 107 39 0 164 18 175 6 0 199 28 5 16 0 49 8 8 30 0 46 458
07:15 AM 17 122 41 1 181 31 228 10 0 269 49 3 15 0 67 10 3 37 0 50 567
07:30 AM 13 98 41 3 155 22 242 7 0 271 46 9 11 0 66 9 8 23 0 40 532
07:45 AM 25 107 30 2 164 10 246 6 0 262 37 6 8 0 51 3 8 24 0 35 512
Total 73 434 151 6 664 81 891 29 0 1001 160 23 50 0 233 30 27 114 0 171 2069
08:00 AM 17 81 49 1 148 20 187 5 0 212 26 9 14 0 49 8 12 20 0 40 449
08:15 AM 10 76 33 2 121 15 153 4 0 172 39 6 16 0 61 11 7 17 0 35 389
08:30 AM 7 82 47 5 141 12 169 2 0 183 35 3 6 0 44 10 3 23 0 36 404
08:45 AM 10 89 52 3 154 16 154 6 0 176 35 11 14 0 60 4 5 12 0 21 411
Total 44 328 181 11 564 63 663 17 0 743 135 29 50 0 214 33 27 72 0 132 1653
Grand Total 117 762 332 17 1228 144 1554 46 0 1744 295 52 100 0 447 63 54 186 0 303 3722
Apprch % 9.5 62.1 27 1.4 8.3
89.1 2.6 0 66 11.6 22.4
0 20.8 17.8 61.4 0
Total % 3.1 20.5 8.9 0.5 33 3.9
41.8 1.2 0 46.9 7.9 1.4 2.7 0 12 1.7 1.5 5 0 8.1
File Name : Mulberry St & I25 NB Frontage Rd AM
Site Code : IPO 426
Start Date : 3/28/2019
Page No : 2
Ft Collins, CO
WoodSpring Suites
AM Peak
Mulberry St & I25 NB Frontage Rd
I25 NB Frontage Rd
Mulberry St
Mulberry St
858 Frontage Rd
Right
186
Thru
54
Left
63
U
Turns
0
Out In Total
215 303 518
Right
46
Thru
1554
Left
144
U
Turns
0
Out In Total
925 1744 2669
Left
295
Thru
52
Right
100
U
Turns
0
Out In Total
530 447 977
Left
117
Thru
762
Right
332
U
Turns
17
Out In Total
2035 1228 3263
3/28/2019 07:00 AM
3/28/2019 08:45 AM
Automobiles
North
File Name : Mulberry St & I25 NB Frontage Rd AM
Site Code : IPO 426
Start Date : 3/28/2019
Page No : 3
Ft Collins, CO
WoodSpring Suites
AM Peak
Mulberry St & I25 NB Frontage Rd
Mulberry St
Eastbound
Mulberry St
Westbound
858 Frontage Rd
Northbound
I25 NB Frontage Rd
Southbound
Start Time Left Thru Right U Turns App. Total Left Thru Right U Turns App. Total Left Thru Right U Turns App. Total Left Thru Right U Turns App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:00 AM
07:00 AM 18 107 39 0 164 18 175 6 0 199 28 5 16 0 49 8 8 30 0 46 458
07:15 AM 17 122 41 1 181 31 228
10 0 269 49 3 15 0 67 10
3 37 0 50 567
07:30 AM 13 98 41 3 155 22 242 7 0 271 46
9 11 0 66 9 8 23 0 40 532
07:45 AM 25 107 30 2 164 10 246 6 0 262 37 6 8 0 51 3 8 24 0 35 512
Total Volume 73 434 151 6 664 81 891 29 0 1001 160 23 50 0 233 30 27 114 0 171 2069
% App. Total 11 65.4 22.7 0.9 8.1 89 2.9 0
68.7 9.9 21.5
0 17.5 15.8 66.7 0
PHF .730 .889 .921 .500 .917
.653 .905 .725 .000 .923 .816 .639 .781 .000
.869 .750 .844 .770 .000 .855 .912
I25 NB Frontage Rd
Mulberry St
Mulberry St
858 Frontage Rd
Right
114
Thru
27
Left
30
U
Turns
0
Out In Total
125 171 296
Right
29
Thru
891
Left
81
U
Turns
0
Out In Total
514 1001 1515
Left
File Name : Mulberry St & I25 NB Frontage Rd PM
Site Code : IPO 426
Start Date : 3/28/2019
Page No : 1
Ft Collins, CO
WoodSpring Suites
PM Peak
Mulberry St & I25 NB Frontage Rd
Groups Printed- Automobiles
Mulberry St
Eastbound
Mulberry St
Westbound
858 Frontage Rd
Northbound
I25 NB Frontage Rd
Southbound
Start Time Left Thru Right U Turns App. Total Left Thru Right U Turns App. Total Left Thru Right U Turns App. Total Left Thru Right U Turns App. Total Int. Total
04:00 PM 26 177 59 1 263 11 146 10 0 167 40 20 31 0 91 9 4 11 0 24 545
04:15 PM 37 198 52 0 287 18 141 8 0 167 30 14 25 0 69 8 8 12 0 28 551
04:30 PM 19 214 51 1 285 6 164 9 0 179 46 13 30 0 89 17 6 26 0 49 602
04:45 PM 27 199 55 0 281 6 161 9 0 176 31 20 19 0 70 12 3 12 0 27 554
Total 109 788 217 2 1116 41 612 36 0 689 147 67 105 0 319 46 21 61 0 128 2252
05:00 PM 21 196 60 0 277 19 156 13 0 188 38 22 32 0 92 15 5 24 0 44 601
05:15 PM 33 265 64 0 362 18 183 7 0 208 34 10 28 0 72 10 7 11 0 28 670
05:30 PM 33 218 55 1 307 11 148 15 0 174 38 18 31 0 87 5 10 12 0 27 595
05:45 PM 32 160 29 1 222 16 146 8 1 171 33 13 15 0 61 6 3 10 0 19 473
Total 119 839 208 2 1168 64 633 43 1 741 143 63 106 0 312 36 25 57 0 118 2339
Grand Total 228 1627 425 4 2284 105 1245 79 1 1430 290 130 211 0 631 82 46 118 0 246 4591
Apprch % 10 71.2 18.6 0.2 7.3
87.1 5.5 0.1 46 20.6 33.4
0 33.3 18.7 48 0
Total % 5 35.4 9.3 0.1 49.7 2.3
27.1 1.7 0 31.1 6.3 2.8 4.6 0 13.7 1.8 1 2.6 0 5.4
File Name : Mulberry St & I25 NB Frontage Rd PM
Site Code : IPO 426
Start Date : 3/28/2019
Page No : 2
Ft Collins, CO
WoodSpring Suites
PM Peak
Mulberry St & I25 NB Frontage Rd
I25 NB Frontage Rd
Mulberry St
Mulberry St
858 Frontage Rd
Right
118
Thru
46
Left
82
U
Turns
0
Out In Total
437 246 683
Right
79
Thru
1245
Left
105
U
Turns
1
Out In Total
1920 1430 3350
Left
290
Thru
130
Right
211
U
Turns
0
Out In Total
576 631 1207
Left
228
Thru
1627
Right
425
U
Turns
4
Out In Total
1653 2284 3937
3/28/2019 04:00 PM
3/28/2019 05:45 PM
Automobiles
North
File Name : Mulberry St & I25 NB Frontage Rd PM
Site Code : IPO 426
Start Date : 3/28/2019
Page No : 3
Ft Collins, CO
WoodSpring Suites
PM Peak
Mulberry St & I25 NB Frontage Rd
Mulberry St
Eastbound
Mulberry St
Westbound
858 Frontage Rd
Northbound
I25 NB Frontage Rd
Southbound
Start Time Left Thru Right U Turns App. Total Left Thru Right U Turns App. Total Left Thru Right U Turns App. Total Left Thru Right U Turns App. Total Int. Total
Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:30 PM
04:30 PM 19 214 51 1 285 6 164 9 0 179 46 13 30 0 89
17 6 26 0 49
602
04:45 PM 27 199 55 0 281 6 161 9 0 176 31 20 19 0 70 12 3 12 0 27 554
05:00 PM 21 196 60 0 277 19 156 13 0 188 38
22 32 0 92 15 5 24 0 44 601
05:15 PM 33 265 64 0 362 18
183 7 0 208 34 10 28 0 72 10 7
11 0 28 670
Total Volume 100 874 230 1 1205 49 664 38 0 751 149 65 109 0 323 54 21 73 0 148 2427
% App. Total 8.3 72.5 19.1 0.1 6.5
88.4 5.1 0 46.1 20.1 33.7
0 36.5 14.2 49.3 0
PHF .758 .825 .898 .250 .832
.645 .907 .731 .000 .903 .810 .739 .852 .000
.878 .794 .750 .702 .000 .755 .906
I25 NB Frontage Rd
Mulberry St
Mulberry St
858 Frontage Rd
Right
73
Thru
21
Left
54
U
Turns
0
Out In Total
203 148 351
Right
38
Thru
664
Left
49
U
Turns
0
Out In Total
File Name : 858 Frontage Rd & Honda W Access AM
Site Code : IPO 426
Start Date : 3/28/2019
Page No : 1
Ft Collins, CO
WoodSpring Suites
AM Peak
858 Frontage Rd & Honda W Access
Groups Printed- Automobiles
Honda West Access
Westbound
858 Frontage Rd
Northbound
858 Frontage Rd
Southbound
Start Time Left Right U Turns App. Total Thru Right
U Turns App. Total Left Thru U Turns
App. Total Int. Total
07:00 AM 0 0 0 0 10 1 0 11 1 9 0 10 21
07:15 AM 0 0 0 0 5 0 0 5 1 15 0 16 21
07:30 AM 0 0 0 0 10 2 0 12 2 9 0 11 23
07:45 AM 0 0 0 0 2 1 0 3 1 14 0 15 18
Total 0 0 0 0 27 4 0 31 5 47 0 52 83
08:00 AM 1 1 0 2 6 1 0 7 0 14 0 14 23
08:15 AM 0 1 0 1 6 0 0 6 4 11 0 15 22
08:30 AM 0 2 0 2 7 1 0 8 0 6 0 6 16
08:45 AM 2 1 0 3 6 2 0 8 1 5 0 6 17
Total 3 5 0 8 25 4 0 29 5 36 0 41 78
Grand Total 3 5 0 8 52 8 0 60 10 83 0 93 161
Apprch % 37.5 62.5 0 86.7 13.3 0 10.8 89.2 0
Total % 1.9 3.1 0 5 32.3 5 0 37.3 6.2 51.6 0 57.8
File Name : 858 Frontage Rd & Honda W Access AM
Site Code : IPO 426
Start Date : 3/28/2019
Page No : 2
Ft Collins, CO
WoodSpring Suites
AM Peak
858 Frontage Rd & Honda W Access
858 Frontage Rd
Honda West Access
858 Frontage Rd
Thru
83
Left
10
U
Turns
0
Out In Total
57 93 150
Right
5
Left
3
U
Turns
0
Out In Total
18 8 26
Thru
52
Right
8
U
Turns
0
Out In Total
86 60 146
3/28/2019 07:00 AM
3/28/2019 08:45 AM
Automobiles
North
File Name : 858 Frontage Rd & Honda W Access AM
Site Code : IPO 426
Start Date : 3/28/2019
Page No : 3
Ft Collins, CO
WoodSpring Suites
AM Peak
858 Frontage Rd & Honda W Access
Honda West Access
Westbound
858 Frontage Rd
Northbound
858 Frontage Rd
Southbound
Start Time Left Right U Turns App. Total Thru Right U Turns
App. Total Left Thru U Turns App. Total
Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 07:30 AM
07:30 AM 0 0 0 0 10 2 0 12 2 9 0 11
23
07:45 AM 0 0 0 0 2 1 0 3 1 14 0 15 18
08:00 AM 1 1 0 2 6 1 0 7 0 14 0 14 23
08:15 AM 0 1 0 1 6 0 0 6 4 11 0 15 22
Total Volume 1 2 0 3 24 4 0 28 7 48 0 55 86
% App. Total 33.3 66.7 0 85.7 14.3 0 12.7 87.3 0
PHF .250 .500 .000 .375 .600 .500 .000 .583 .438 .857 .000 .917 .935
858 Frontage Rd
Honda West Access
858 Frontage Rd
Thru
48
Left
7
U
Turns
0
Out In Total
26 55 81
Right
2
Left
1
U
Turns
0
Out In Total
11 3 14
Thru
24
Right
4
U
Turns
0
Out In Total
49 28 77
Peak Hour Begins at 07:30 AM
Automobiles
Peak Hour Data
File Name : 858 Frontage Rd & Honda W Access PM
Site Code : IPO 426
Start Date : 4/9/2019
Page No : 1
Ft Collins, CO
WoodSpring Suites
PM Peak
858 Frontage Rd & Honda W Access
Groups Printed- Automobiles
Honda West Access
Westbound
858 Frontage Rd
Northbound
858 Frontage Rd
Southbound
Start Time Left Right U Turns App. Total Thru Right
U Turns App. Total Left Thru U Turns
App. Total Int. Total
04:00 PM 1 1 0 2 18 0 0 18 1 7 1 9 29
04:15 PM 0 1 0 1 14 0 0 14 2 9 0 11 26
04:30 PM 0 1 0 1 10 1 0 11 2 16 0 18 30
04:45 PM 2 2 0 4 17 2 0 19 0 14 0 14 37
Total 3 5 0 8 59 3 0 62 5 46 1 52 122
05:00 PM 1 0 0 1 17 0 0 17 0 11 0 11 29
05:15 PM 0 0 0 0 18 0 0 18 0 20 0 20 38
05:30 PM 0 2 0 2 23 0 1 24 1 13 0 14 40
05:45 PM 0 1 0 1 6 0 1 7 0 9 0 9 17
Total 1 3 0 4 64 0 2 66 1 53 0 54 124
Grand Total 4 8 0 12 123 3 2 128 6 99 1 106 246
Apprch % 33.3 66.7 0 96.1 2.3 1.6 5.7 93.4 0.9
Total % 1.6 3.3 0 4.9 50 1.2 0.8 52 2.4 40.2 0.4 43.1
File Name : 858 Frontage Rd & Honda W Access PM
Site Code : IPO 426
Start Date : 4/9/2019
Page No : 2
Ft Collins, CO
WoodSpring Suites
PM Peak
858 Frontage Rd & Honda W Access
858 Frontage Rd
Honda West Access
858 Frontage Rd
Thru
99
Left
6
U
Turns
1
Out In Total
131 106 237
Right
8
Left
4
U
Turns
0
Out In Total
9 12 21
Thru
123
Right
3
U
Turns
2
Out In Total
103 128 231
4/9/2019 04:00 PM
4/9/2019 05:45 PM
Automobiles
North
File Name : 858 Frontage Rd & Honda W Access PM
Site Code : IPO 426
Start Date : 4/9/2019
Page No : 3
Ft Collins, CO
WoodSpring Suites
PM Peak
858 Frontage Rd & Honda W Access
Honda West Access
Westbound
858 Frontage Rd
Northbound
858 Frontage Rd
Southbound
Start Time Left Right U Turns App. Total Thru Right U Turns
App. Total Left Thru U Turns App. Total
Int. Total
Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 04:45 PM
04:45 PM 2 2 0 4 17
2 0 19 0 14 0 14 37
05:00 PM 1 0 0 1 17 0 0 17 0 11 0 11 29
05:15 PM 0 0 0 0 18 0 0 18 0 20 0 20 38
05:30 PM 0 2 0 2 23 0 1 24 1 13 0 14
40
Total Volume 3 4 0 7 75 2 1 78 1 58 0 59 144
% App. Total 42.9 57.1 0 96.2 2.6 1.3 1.7 98.3 0
PHF .375 .500 .000 .438 .815 .250 .250 .813 .250 .725 .000 .738 .900
858 Frontage Rd
Honda West Access
858 Frontage Rd
Thru
58
Left
1
U
Turns
0
Out In Total
79 59 138
Right
4
Left
3
U
Turns
0
Out In Total
3 7 10
Thru
75
Right
2
U
Turns
1
Out In Total
61 78 139
Peak Hour Begins at 04:45 PM
Automobiles
Kimley-Horn and Associates, Inc.
096813000 – WoodSpring Suites Fort Collins
APPENDIX B
CDOT Traffic Data
SH-14 Traffic Projections:
ROUTE REFPT ENDREFPT LENGTH UPDATEYR AADT AADTYR PKTRK OFFPKTRK YR20FACTOR DHV PCTOFFPKSU PCTOFFPKCOMB AADTTRUCKS DVMT VMT LOCATION
014C 138.968 140.233 1.275 2018 22000 2017 0.8 9.1 1.53 9.5 5 4.1 2000 28050 28050 ON SH 14 MULBERRY ST E/O I-25 FT COLLINS
Kimley-Horn and Associates, Inc.
096813000 – WoodSpring Suites Fort Collins
APPENDIX C
Trip Generation Worksheets
Project WoodSpring Suites Fort Collins
Subject Trip Generation for Hotel
Designed by JRP Date April 17, 2019 Job No.
Checked by Sheet No. 1 of 1
TRIP GENERATION MANUAL TECHNIQUES
ITE Trip Generation Manual 10th Edition, Fitted Curve
Land Use Code -Hotel (310)
Independant Variable - Rooms (X)
X = 123
T = Average Vehicle Trip Ends
Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (Series 300 Page 3)
Directional Distribution: 59% ent. 41% exit.
(T) = 0.50 (X) - 5.34 T = 56 Average Vehicle Trip Ends
(T) = 0.50 * (123.0) 33 entering 23 exiting
33 + 23 = 56
Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (Series 300 page 4)
Directional Distribution: 51% ent. 49% exit.
T = 0.75 (X) - 26.02 T = 66 Average Vehicle Trip Ends
T = 0.75 * - 26.02 34 entering 32 exiting
34 + 32 = 66
Weekday (Series 300 Page 2)
Average Weekday Directional Distribution: 50% entering, 50% exiting
(T) = 11.29 (X) - 426.97 T = 962 Average Vehicle Trip Ends
(T) = 11.29 * (123.0) - 426.97 481 entering 481 exiting
481 + 481 = 962
096813000
123
- 5.34
Kimley-Horn and Associates, Inc.
096813000 – WoodSpring Suites Fort Collins
APPENDIX D
Intersection Analysis Worksheets
HCM 6th Signalized Intersection Summary 2019 Existing AM.syn
1: I-25 Frontage Rd & Mulberry St (SH-14) 04/29/2019
Synchro 10 Report
Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 73 434 151 81 891 29 160 23 50 30 27 114
Future Volume (veh/h) 73 434 151 81 891 29 160 23 50 30 27 114
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 100 488 164 125 979 40 195 36 64 40 32 148
Peak Hour Factor 0.73 0.89 0.92 0.65 0.91 0.72 0.82 0.64 0.78 0.75 0.84 0.77
Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 364 2201 982 543 2220 990 253 162 288 327 78 359
Arrive On Green 0.03 0.62 0.62 0.04 0.62 0.62 0.27 0.27 0.27 0.27 0.27 0.27
Sat Flow, veh/h 1781 3554 1585 1781 3554 1585 1204 604 1073 1295 290 1340
Grp Volume(v), veh/h 100 488 164 125 979 40 195 0 100 40 0 180
Grp Sat Flow(s),veh/h/ln 1781 1777 1585 1781 1777 1585 1204 0 1677 1295 0 1629
Q Serve(g_s), s 3.7 10.9 7.9 4.7 25.7 1.7 28.6 0.0 8.4 4.5 0.0 16.4
Cycle Q Clear(g_c), s 3.7 10.9 7.9 4.7 25.7 1.7 45.0 0.0 8.4 12.8 0.0 16.4
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.64 1.00 0.82
Lane Grp Cap(c), veh/h 364 2201 982 543 2220 990 253 0 449 327 0 436
V/C Ratio(X) 0.27 0.22 0.17 0.23 0.44 0.04 0.77 0.00 0.22 0.12 0.00 0.41
Avail Cap(c_a), veh/h 450 2201 982 600 2220 990 382 0 629 465 0 611
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 13.6 15.1 14.5 11.8 17.5 13.0 72.7 0.0 51.3 56.3 0.0 54.2
Incr Delay (d2), s/veh 0.4 0.2 0.4 0.2 0.6 0.1 5.3 0.0 0.2 0.2 0.0 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 1.6 4.6 3.1 1.9 10.9 0.7 9.3 0.0 3.6 1.5 0.0 6.9
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 14.0 15.3 14.9 12.0 18.1 13.1 78.0 0.0 51.5 56.5 0.0 54.9
LnGrp LOS B B B B B B E A D E A D
Approach Vol, veh/h 752 1144 295 220
Approach Delay, s/veh 15.1 17.3 69.0 55.1
Approach LOS B B E E
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 52.7 11.3 116.0 52.7 10.3 117.0
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 67.5 12.5 86.5 67.5 14.5 84.5
Max Q Clear Time (g_c+I1), s 47.0 6.7 12.9 18.4 5.7 27.7
Green Ext Time (p_c), s 1.2 0.1 4.4 1.4 0.1 9.4
Intersection Summary
HCM 6th Ctrl Delay 26.4
HCM 6th LOS C
Notes
User approved pedestrian interval to be less than phase max green.
You created this PDF from an application that is not licensed to print to novaPDF printer (http://www.novapdf.com)
HCM 6th Signalized Intersection Summary 2019 Existing PM.syn
1: I-25 Frontage Rd & Mulberry St (SH-14) 04/30/2019
Synchro 10 Report
Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 100 874 230 49 664 38 149 65 109 54 21 73
Future Volume (veh/h) 100 874 230 49 664 38 149 65 109 54 21 73
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 132 1066 232 75 730 52 184 88 128 68 28 104
Peak Hour Factor 0.76 0.82 0.99 0.65 0.91 0.73 0.81 0.74 0.85 0.79 0.75 0.70
Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 498 2366 1055 310 2332 1040 247 160 232 179 81 300
Arrive On Green 0.04 0.67 0.67 0.03 0.66 0.66 0.23 0.23 0.23 0.23 0.23 0.23
Sat Flow, veh/h 1781 3554 1585 1781 3554 1585 1258 689 1002 1165 347 1291
Grp Volume(v), veh/h 132 1066 232 75 730 52 184 0 216 68 0 132
Grp Sat Flow(s),veh/h/ln 1781 1777 1585 1781 1777 1585 1258 0 1690 1165 0 1638
Q Serve(g_s), s 4.4 25.8 10.3 2.5 16.0 2.1 25.8 0.0 20.3 9.8 0.0 12.1
Cycle Q Clear(g_c), s 4.4 25.8 10.3 2.5 16.0 2.1 37.9 0.0 20.3 30.1 0.0 12.1
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.59 1.00 0.79
Lane Grp Cap(c), veh/h 498 2366 1055 310 2332 1040 247 0 392 179 0 380
V/C Ratio(X) 0.27 0.45 0.22 0.24 0.31 0.05 0.74 0.00 0.55 0.38 0.00 0.35
Avail Cap(c_a), veh/h 585 2366 1055 386 2332 1040 378 0 568 301 0 551
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 10.0 14.4 11.8 11.4 13.4 11.0 73.5 0.0 60.8 74.1 0.0 57.7
Incr Delay (d2), s/veh 0.3 0.6 0.5 0.4 0.4 0.1 4.4 0.0 1.2 1.3 0.0 0.5
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.8 10.7 3.9 1.0 6.7 0.8 8.7 0.0 8.9 3.0 0.0 5.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 10.3 15.0 12.3 11.8 13.7 11.1 77.9 0.0 62.1 75.4 0.0 58.3
LnGrp LOS B B B B B B E A E E A E
Approach Vol, veh/h 1430 857 400 200
Approach Delay, s/veh 14.1 13.4 69.4 64.1
Approach LOS B B E E
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 46.3 9.4 124.3 46.3 11.1 122.6
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 60.5 12.5 93.5 60.5 15.5 90.5
Max Q Clear Time (g_c+I1), s 39.9 4.5 27.8 32.1 6.4 18.0
Green Ext Time (p_c), s 1.9 0.1 12.1 1.1 0.2 6.4
Intersection Summary
HCM 6th Ctrl Delay 25.0
HCM 6th LOS C
Notes
User approved pedestrian interval to be less than phase max green.
You created this PDF from an application that is not licensed to print to novaPDF printer (http://www.novapdf.com)
HCM 6th Signalized Intersection Summary 2020 BG AM.syn
1: I-25 Frontage Rd & Mulberry St (SH-14) 04/29/2019
Synchro 10 Report
Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 75 443 158 83 910 30 164 23 51 31 28 116
Future Volume (veh/h) 75 443 158 83 910 30 164 23 51 31 28 116
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 103 498 172 128 1000 42 200 36 65 41 33 151
Peak Hour Factor 0.73 0.89 0.92 0.65 0.91 0.72 0.82 0.64 0.78 0.75 0.84 0.77
Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 353 2175 970 530 2194 979 258 164 296 334 80 367
Arrive On Green 0.03 0.61 0.61 0.04 0.62 0.62 0.27 0.27 0.27 0.27 0.27 0.27
Sat Flow, veh/h 1781 3554 1585 1781 3554 1585 1200 597 1079 1294 292 1337
Grp Volume(v), veh/h 103 498 172 128 1000 42 200 0 101 41 0 184
Grp Sat Flow(s),veh/h/ln 1781 1777 1585 1781 1777 1585 1200 0 1676 1294 0 1630
Q Serve(g_s), s 3.9 11.4 8.5 4.9 27.0 1.9 29.5 0.0 8.4 4.6 0.0 16.6
Cycle Q Clear(g_c), s 3.9 11.4 8.5 4.9 27.0 1.9 46.1 0.0 8.4 12.9 0.0 16.6
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.64 1.00 0.82
Lane Grp Cap(c), veh/h 353 2175 970 530 2194 979 258 0 459 334 0 447
V/C Ratio(X) 0.29 0.23 0.18 0.24 0.46 0.04 0.78 0.00 0.22 0.12 0.00 0.41
Avail Cap(c_a), veh/h 437 2175 970 585 2194 979 379 0 629 465 0 611
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 14.3 15.8 15.2 12.2 18.3 13.5 72.3 0.0 50.5 55.5 0.0 53.5
Incr Delay (d2), s/veh 0.5 0.2 0.4 0.2 0.7 0.1 5.9 0.0 0.2 0.2 0.0 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 1.7 4.9 3.3 2.0 11.5 0.7 9.5 0.0 3.6 1.5 0.0 7.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 14.8 16.0 15.6 12.5 19.0 13.6 78.2 0.0 50.7 55.6 0.0 54.1
LnGrp LOS B B B B B B E A D E A D
Approach Vol, veh/h 773 1170 301 225
Approach Delay, s/veh 15.7 18.1 69.0 54.4
Approach LOS B B E D
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 53.8 11.5 114.7 53.8 10.5 115.6
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 67.5 12.5 86.5 67.5 14.5 84.5
Max Q Clear Time (g_c+I1), s 48.1 6.9 13.4 18.6 5.9 29.0
Green Ext Time (p_c), s 1.2 0.1 4.5 1.4 0.1 9.7
Intersection Summary
HCM 6th Ctrl Delay 26.9
HCM 6th LOS C
Notes
User approved pedestrian interval to be less than phase max green.
You created this PDF from an application that is not licensed to print to novaPDF printer (http://www.novapdf.com)
HCM 6th Signalized Intersection Summary 2020 BG PM.syn
1: I-25 Frontage Rd & Mulberry St (SH-14) 04/30/2019
Synchro 10 Report
Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 102 893 237 50 678 39 155 66 111 55 21 75
Future Volume (veh/h) 102 893 237 50 678 39 155 66 111 55 21 75
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 134 1089 239 77 745 53 191 89 131 70 28 107
Peak Hour Factor 0.76 0.82 0.99 0.65 0.91 0.73 0.81 0.74 0.85 0.79 0.75 0.70
Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 485 2340 1044 298 2302 1027 254 164 241 186 81 310
Arrive On Green 0.04 0.66 0.66 0.03 0.65 0.65 0.24 0.24 0.24 0.24 0.24 0.24
Sat Flow, veh/h 1781 3554 1585 1781 3554 1585 1254 683 1006 1161 339 1297
Grp Volume(v), veh/h 134 1089 239 77 745 53 191 0 220 70 0 135
Grp Sat Flow(s),veh/h/ln 1781 1777 1585 1781 1777 1585 1254 0 1689 1161 0 1637
Q Serve(g_s), s 4.6 27.2 10.9 2.6 16.8 2.2 26.8 0.0 20.5 10.1 0.0 12.3
Cycle Q Clear(g_c), s 4.6 27.2 10.9 2.6 16.8 2.2 39.1 0.0 20.5 30.6 0.0 12.3
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.60 1.00 0.79
Lane Grp Cap(c), veh/h 485 2340 1044 298 2302 1027 254 0 404 186 0 392
V/C Ratio(X) 0.28 0.47 0.23 0.26 0.32 0.05 0.75 0.00 0.54 0.38 0.00 0.34
Avail Cap(c_a), veh/h 581 2340 1044 373 2302 1027 383 0 577 304 0 559
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 10.6 15.1 12.4 12.1 14.1 11.5 73.0 0.0 59.9 73.3 0.0 56.8
Incr Delay (d2), s/veh 0.3 0.7 0.5 0.5 0.4 0.1 4.4 0.0 1.1 1.3 0.0 0.5
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.9 11.3 4.1 1.1 7.1 0.8 9.0 0.0 9.0 3.1 0.0 5.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 10.9 15.8 12.9 12.6 14.5 11.6 77.4 0.0 61.0 74.5 0.0 57.3
LnGrp LOS B B B B B B E A E E A E
Approach Vol, veh/h 1462 875 411 205
Approach Delay, s/veh 14.9 14.1 68.6 63.2
Approach LOS B B E E
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 47.6 9.4 123.0 47.6 11.3 121.1
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 61.5 12.5 92.5 61.5 16.5 88.5
Max Q Clear Time (g_c+I1), s 41.1 4.6 29.2 32.6 6.6 18.8
Green Ext Time (p_c), s 2.0 0.1 12.5 1.1 0.2 6.5
Intersection Summary
HCM 6th Ctrl Delay 25.5
HCM 6th LOS C
Notes
User approved pedestrian interval to be less than phase max green.
You created this PDF from an application that is not licensed to print to novaPDF printer (http://www.novapdf.com)
HCM 6th Signalized Intersection Summary 2020 Total AM.syn
1: I-25 Frontage Rd & Mulberry St (SH-14) 05/01/2019
Synchro 10 Report
Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 75 443 184 90 910 30 182 23 56 31 28 116
Future Volume (veh/h) 75 443 184 90 910 30 182 23 56 31 28 116
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 103 498 200 138 1000 42 222 36 72 41 33 151
Peak Hour Factor 0.73 0.89 0.92 0.65 0.91 0.72 0.82 0.64 0.78 0.75 0.84 0.77
Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 341 2101 937 508 2129 950 281 162 324 352 85 390
Arrive On Green 0.03 0.59 0.59 0.04 0.60 0.60 0.29 0.29 0.29 0.29 0.29 0.29
Sat Flow, veh/h 1781 3554 1585 1781 3554 1585 1200 557 1113 1286 292 1337
Grp Volume(v), veh/h 103 498 200 138 1000 42 222 0 108 41 0 184
Grp Sat Flow(s),veh/h/ln 1781 1777 1585 1781 1777 1585 1200 0 1670 1286 0 1630
Q Serve(g_s), s 4.1 12.0 10.6 5.5 28.3 2.0 32.6 0.0 8.8 4.5 0.0 16.2
Cycle Q Clear(g_c), s 4.1 12.0 10.6 5.5 28.3 2.0 48.9 0.0 8.8 13.3 0.0 16.2
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.67 1.00 0.82
Lane Grp Cap(c), veh/h 341 2101 937 508 2129 950 281 0 487 352 0 475
V/C Ratio(X) 0.30 0.24 0.21 0.27 0.47 0.04 0.79 0.00 0.22 0.12 0.00 0.39
Avail Cap(c_a), veh/h 393 2101 937 536 2129 950 782 0 1183 888 0 1154
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 15.9 17.5 17.2 13.6 20.1 14.9 70.5 0.0 48.3 53.4 0.0 50.9
Incr Delay (d2), s/veh 0.5 0.3 0.5 0.3 0.7 0.1 4.9 0.0 0.2 0.1 0.0 0.5
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.8 5.2 4.2 2.3 12.2 0.8 10.5 0.0 3.8 1.5 0.0 6.8
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 16.4 17.8 17.7 13.9 20.9 14.9 75.4 0.0 48.5 53.5 0.0 51.5
LnGrp LOS B B B B C B E A D D A D
Approach Vol, veh/h 801 1180 330 225
Approach Delay, s/veh 17.6 19.8 66.6 51.8
Approach LOS B B E D
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 57.0 12.1 110.9 57.0 10.7 112.3
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 127.5 10.5 28.5 127.5 11.5 27.5
Max Q Clear Time (g_c+I1), s 50.9 7.5 14.0 18.2 6.1 30.3
Green Ext Time (p_c), s 1.6 0.1 3.5 1.4 0.1 0.0
Intersection Summary
HCM 6th Ctrl Delay 28.0
HCM 6th LOS C
Notes
User approved pedestrian interval to be less than phase max green.
You created this PDF from an application that is not licensed to print to novaPDF printer (http://www.novapdf.com)
HCM 6th Signalized Intersection Summary 2020 Total PM.syn
1: I-25 Frontage Rd & Mulberry St (SH-14) 05/01/2019
Synchro 10 Report
Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 102 893 264 57 678 39 181 66 117 55 21 75
Future Volume (veh/h) 102 893 264 57 678 39 181 66 117 55 21 75
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 134 1089 267 88 745 53 223 89 138 70 28 107
Peak Hour Factor 0.76 0.82 0.99 0.65 0.91 0.73 0.81 0.74 0.85 0.79 0.75 0.70
Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 466 2244 1001 281 2208 985 288 174 270 212 90 342
Arrive On Green 0.04 0.63 0.63 0.03 0.62 0.62 0.26 0.26 0.26 0.26 0.26 0.26
Sat Flow, veh/h 1781 3554 1585 1781 3554 1585 1254 661 1025 1154 339 1297
Grp Volume(v), veh/h 134 1089 267 88 745 53 223 0 227 70 0 135
Grp Sat Flow(s),veh/h/ln 1781 1777 1585 1781 1777 1585 1254 0 1686 1154 0 1637
Q Serve(g_s), s 5.0 29.3 13.4 3.3 18.1 2.4 31.2 0.0 20.6 9.9 0.0 11.9
Cycle Q Clear(g_c), s 5.0 29.3 13.4 3.3 18.1 2.4 43.1 0.0 20.6 30.5 0.0 11.9
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.61 1.00 0.79
Lane Grp Cap(c), veh/h 466 2244 1001 281 2208 985 288 0 445 212 0 432
V/C Ratio(X) 0.29 0.49 0.27 0.31 0.34 0.05 0.77 0.00 0.51 0.33 0.00 0.31
Avail Cap(c_a), veh/h 548 2244 1001 411 2208 985 567 0 820 469 0 796
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 12.3 17.6 14.7 14.2 16.3 13.3 70.5 0.0 56.4 69.3 0.0 53.2
Incr Delay (d2), s/veh 0.3 0.8 0.7 0.6 0.4 0.1 4.4 0.0 0.9 0.9 0.0 0.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.1 12.4 5.2 1.4 7.7 0.9 10.5 0.0 9.0 3.0 0.0 5.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 12.6 18.4 15.4 14.8 16.7 13.4 74.9 0.0 57.3 70.2 0.0 53.6
LnGrp LOS B B B B B B E A E E A D
Approach Vol, veh/h 1490 886 450 205
Approach Delay, s/veh 17.3 16.4 66.0 59.3
Approach LOS B B E E
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 52.0 9.8 118.2 52.0 11.7 116.4
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 87.5 18.5 60.5 87.5 15.5 63.5
Max Q Clear Time (g_c+I1), s 45.1 5.3 31.3 32.5 7.0 20.1
Green Ext Time (p_c), s 2.4 0.1 10.8 1.2 0.2 6.4
Intersection Summary
HCM 6th Ctrl Delay 27.1
HCM 6th LOS C
Notes
User approved pedestrian interval to be less than phase max green.
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HCM 6th Signalized Intersection Summary 2040 BG AM.syn
1: I-25 Frontage Rd & Mulberry St (SH-14) 04/29/2019
Synchro 10 Report
Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 114 678 240 127 1393 45 251 36 78 47 42 178
Future Volume (veh/h) 114 678 240 127 1393 45 251 36 78 47 42 178
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 156 762 261 195 1531 62 306 56 100 63 50 231
Peak Hour Factor 0.73 0.89 0.92 0.65 0.91 0.72 0.82 0.64 0.78 0.75 0.84 0.77
Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 175 1718 766 347 1755 783 309 226 403 423 109 502
Arrive On Green 0.06 0.48 0.48 0.07 0.49 0.49 0.38 0.38 0.38 0.38 0.38 0.38
Sat Flow, veh/h 1781 3554 1585 1781 3554 1585 1098 602 1075 1231 290 1339
Grp Volume(v), veh/h 156 762 261 195 1531 62 306 0 156 63 0 281
Grp Sat Flow(s),veh/h/ln 1781 1777 1585 1781 1777 1585 1098 0 1677 1231 0 1629
Q Serve(g_s), s 8.0 25.4 18.3 10.0 69.0 3.7 44.1 0.0 11.5 6.7 0.0 23.4
Cycle Q Clear(g_c), s 8.0 25.4 18.3 10.0 69.0 3.7 67.5 0.0 11.5 18.2 0.0 23.4
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.64 1.00 0.82
Lane Grp Cap(c), veh/h 175 1718 766 347 1755 783 309 0 629 423 0 611
V/C Ratio(X) 0.89 0.44 0.34 0.56 0.87 0.08 0.99 0.00 0.25 0.15 0.00 0.46
Avail Cap(c_a), veh/h 219 1718 766 352 1755 783 309 0 629 423 0 611
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 39.7 30.6 28.8 23.2 40.5 24.0 70.7 0.0 38.8 45.0 0.0 42.5
Incr Delay (d2), s/veh 28.7 0.8 1.2 2.0 6.3 0.2 48.7 0.0 0.2 0.2 0.0 0.5
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 4.8 11.3 7.4 4.5 31.7 1.5 18.6 0.0 4.9 2.1 0.0 9.7
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 68.4 31.4 30.0 25.2 46.8 24.2 119.3 0.0 39.0 45.2 0.0 43.0
LnGrp LOS E C C C D C F A D D A D
Approach Vol, veh/h 1179 1788 462 344
Approach Delay, s/veh 36.0 43.7 92.2 43.4
Approach LOS D D F D
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 72.0 16.5 91.5 72.0 14.6 93.4
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 67.5 12.5 86.5 67.5 14.5 84.5
Max Q Clear Time (g_c+I1), s 69.5 12.0 27.4 25.4 10.0 71.0
Green Ext Time (p_c), s 0.0 0.0 7.7 2.3 0.2 9.2
Intersection Summary
HCM 6th Ctrl Delay 47.2
HCM 6th LOS D
Notes
User approved pedestrian interval to be less than phase max green.
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HCM 6th Signalized Intersection Summary 2040 BG PM.syn
1: I-25 Frontage Rd & Mulberry St (SH-14) 04/30/2019
Synchro 10 Report
Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 156 1366 362 77 1038 59 236 102 170 84 33 114
Future Volume (veh/h) 156 1366 362 77 1038 59 236 102 170 84 33 114
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 205 1666 366 118 1141 81 291 138 200 106 44 163
Peak Hour Factor 0.76 0.82 0.99 0.65 0.91 0.73 0.81 0.74 0.85 0.79 0.75 0.70
Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 302 2004 894 151 1925 859 300 220 320 196 111 412
Arrive On Green 0.06 0.56 0.56 0.04 0.54 0.54 0.32 0.32 0.32 0.32 0.32 0.32
Sat Flow, veh/h 1781 3554 1585 1781 3554 1585 1175 690 1000 1042 348 1290
Grp Volume(v), veh/h 205 1666 366 118 1141 81 291 0 338 106 0 207
Grp Sat Flow(s),veh/h/ln 1781 1777 1585 1781 1777 1585 1175 0 1690 1042 0 1638
Q Serve(g_s), s 9.0 69.3 23.6 5.3 39.0 4.4 39.8 0.0 30.6 17.3 0.0 17.7
Cycle Q Clear(g_c), s 9.0 69.3 23.6 5.3 39.0 4.4 57.5 0.0 30.6 48.0 0.0 17.7
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.59 1.00 0.79
Lane Grp Cap(c), veh/h 302 2004 894 151 1925 859 300 0 540 196 0 523
V/C Ratio(X) 0.68 0.83 0.41 0.78 0.59 0.09 0.97 0.00 0.63 0.54 0.00 0.40
Avail Cap(c_a), veh/h 431 2004 894 251 1925 859 300 0 540 196 0 523
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 23.4 32.2 22.2 38.0 27.8 19.9 72.3 0.0 52.1 72.5 0.0 47.7
Incr Delay (d2), s/veh 2.7 4.2 1.4 8.4 1.4 0.2 44.0 0.0 2.3 3.0 0.0 0.5
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 4.0 30.8 9.3 3.2 17.2 1.8 17.4 0.0 13.5 4.8 0.0 7.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 26.1 36.4 23.6 46.4 29.2 20.1 116.2 0.0 54.4 75.5 0.0 48.2
LnGrp LOS C D C D C C F A D E A D
Approach Vol, veh/h 2237 1340 629 313
Approach Delay, s/veh 33.4 30.2 83.0 57.4
Approach LOS C C F E
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 62.0 12.0 106.0 62.0 16.0 102.0
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 57.5 17.5 91.5 57.5 24.5 84.5
Max Q Clear Time (g_c+I1), s 59.5 7.3 71.3 50.0 11.0 41.0
Green Ext Time (p_c), s 0.0 0.2 14.3 1.0 0.5 11.7
Intersection Summary
HCM 6th Ctrl Delay 41.0
HCM 6th LOS D
Notes
User approved pedestrian interval to be less than phase max green.
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HCM 6th Signalized Intersection Summary 2040 Total AM.syn
1: I-25 Frontage Rd & Mulberry St (SH-14) 05/01/2019
Synchro 10 Report
Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 114 678 266 134 1393 45 269 36 83 47 42 178
Future Volume (veh/h) 114 678 266 134 1393 45 269 36 83 47 42 178
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 156 762 289 206 1531 62 328 56 106 63 50 231
Peak Hour Factor 0.73 0.89 0.92 0.65 0.91 0.72 0.82 0.64 0.78 0.75 0.84 0.77
Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 176 1708 762 346 1754 782 309 217 411 417 109 502
Arrive On Green 0.06 0.48 0.48 0.07 0.49 0.49 0.38 0.38 0.38 0.38 0.38 0.38
Sat Flow, veh/h 1781 3554 1585 1781 3554 1585 1098 578 1095 1224 290 1339
Grp Volume(v), veh/h 156 762 289 206 1531 62 328 0 162 63 0 281
Grp Sat Flow(s),veh/h/ln 1781 1777 1585 1781 1777 1585 1098 0 1673 1224 0 1629
Q Serve(g_s), s 8.0 25.5 20.8 10.6 69.0 3.7 44.1 0.0 12.1 6.8 0.0 23.4
Cycle Q Clear(g_c), s 8.0 25.5 20.8 10.6 69.0 3.7 67.5 0.0 12.1 18.8 0.0 23.4
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.65 1.00 0.82
Lane Grp Cap(c), veh/h 176 1708 762 346 1754 782 309 0 627 417 0 611
V/C Ratio(X) 0.89 0.45 0.38 0.60 0.87 0.08 1.06 0.00 0.26 0.15 0.00 0.46
Avail Cap(c_a), veh/h 219 1708 762 346 1754 782 309 0 627 417 0 611
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 39.7 30.9 29.7 23.5 40.5 24.0 70.8 0.0 38.9 45.4 0.0 42.5
Incr Delay (d2), s/veh 28.5 0.8 1.4 2.8 6.3 0.2 68.6 0.0 0.2 0.2 0.0 0.5
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 4.8 11.4 8.5 4.8 31.7 1.5 20.4 0.0 5.1 2.1 0.0 9.7
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 68.2 31.8 31.1 26.3 46.9 24.2 139.5 0.0 39.1 45.6 0.0 43.0
LnGrp LOS E C C C D C F A D D A D
Approach Vol, veh/h 1207 1799 490 344
Approach Delay, s/veh 36.3 43.7 106.3 43.5
Approach LOS D D F D
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 72.0 17.0 91.0 72.0 14.6 93.4
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 67.5 12.5 86.5 67.5 14.5 84.5
Max Q Clear Time (g_c+I1), s 69.5 12.6 27.5 25.4 10.0 71.0
Green Ext Time (p_c), s 0.0 0.0 7.9 2.3 0.2 9.2
Intersection Summary
HCM 6th Ctrl Delay 49.4
HCM 6th LOS D
Notes
User approved pedestrian interval to be less than phase max green.
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HCM 6th Signalized Intersection Summary 2040 Total PM.syn
1: I-25 Frontage Rd & Mulberry St (SH-14) 05/01/2019
Synchro 10 Report
Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 156 1366 389 84 1038 59 262 102 176 84 33 114
Future Volume (veh/h) 156 1366 389 84 1038 59 262 102 176 84 33 114
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 205 1666 393 129 1141 81 323 138 207 106 44 163
Peak Hour Factor 0.76 0.82 0.99 0.65 0.91 0.73 0.81 0.74 0.85 0.79 0.75 0.70
Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 287 1884 840 148 1813 809 337 234 352 226 121 448
Arrive On Green 0.07 0.53 0.53 0.05 0.51 0.51 0.35 0.35 0.35 0.35 0.35 0.35
Sat Flow, veh/h 1781 3554 1585 1781 3554 1585 1175 675 1013 1036 348 1290
Grp Volume(v), veh/h 205 1666 393 129 1141 81 323 0 345 106 0 207
Grp Sat Flow(s),veh/h/ln 1781 1777 1585 1781 1777 1585 1175 0 1688 1036 0 1638
Q Serve(g_s), s 9.7 74.7 27.9 6.5 41.7 4.7 45.5 0.0 30.2 16.8 0.0 17.0
Cycle Q Clear(g_c), s 9.7 74.7 27.9 6.5 41.7 4.7 62.5 0.0 30.2 47.0 0.0 17.0
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.60 1.00 0.79
Lane Grp Cap(c), veh/h 287 1884 840 148 1813 809 337 0 586 226 0 569
V/C Ratio(X) 0.71 0.88 0.47 0.87 0.63 0.10 0.96 0.00 0.59 0.47 0.00 0.36
Avail Cap(c_a), veh/h 388 1884 840 197 1813 809 337 0 586 226 0 569
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 26.8 37.4 26.4 42.1 31.8 22.7 69.1 0.0 48.2 67.5 0.0 43.9
Incr Delay (d2), s/veh 3.9 6.5 1.9 25.7 1.7 0.2 38.0 0.0 1.5 1.5 0.0 0.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 4.5 34.0 11.2 4.0 18.6 1.9 18.8 0.0 13.2 4.6 0.0 7.1
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 30.8 43.9 28.3 67.8 33.5 23.0 107.1 0.0 49.7 69.0 0.0 44.3
LnGrp LOS C D C E C C F A D E A D
Approach Vol, veh/h 2264 1351 668 313
Approach Delay, s/veh 40.0 36.1 77.5 52.7
Approach LOS D D E D
Timer - Assigned Phs 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 67.0 13.1 99.9 67.0 16.7 96.3
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 62.5 13.5 90.5 62.5 22.3 81.7
Max Q Clear Time (g_c+I1), s 64.5 8.5 76.7 49.0 11.7 43.7
Green Ext Time (p_c), s 0.0 0.1 10.7 1.4 0.4 11.3
Intersection Summary
HCM 6th Ctrl Delay 45.2
HCM 6th LOS D
Notes
User approved pedestrian interval to be less than phase max green.
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HCM 6th TWSC 2019 Existing AM.syn
2: I-25 Frontage Rd & Honda Access 04/29/2019
Synchro 10 Report
Page 1
Intersection
Int Delay, s/veh 1.5
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 1 2 24 4 7 48
Future Vol, veh/h 1 2 24 4 7 48
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 100 -
Veh in Median Storage, # 0 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 25 50 60 50 44 86
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 4 4 40 8 16 56
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 132 44 0 0 48 0
Stage 1 44 - - - - -
Stage 2 88 - - - - -
Critical Hdwy 6.42 6.22 - - 4.12 -
Critical Hdwy Stg 1 5.42 - - - - -
Critical Hdwy Stg 2 5.42 - - - - -
Follow-up Hdwy 3.518 3.318 - - 2.218 -
Pot Cap-1 Maneuver 862 1026 - - 1559 -
Stage 1 978 - - - - -
Stage 2 935 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 853 1026 - - 1559 -
Mov Cap-2 Maneuver 817 - - - - -
Stage 1 968 - - - - -
Stage 2 935 - - - - -
Approach WB NB SB
HCM Control Delay, s 9 0 1.6
HCM LOS A
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 910 1559 -
HCM Lane V/C Ratio - - 0.009 0.01 -
HCM Control Delay (s) - - 9 7.3 -
HCM Lane LOS - - A A -
HCM 95th %tile Q(veh) - - 0 0 -
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HCM 6th TWSC 2019 Existing PM.syn
2: I-25 Frontage Rd & Honda Access 04/30/2019
Synchro 10 Report
Page 1
Intersection
Int Delay, s/veh 0.9
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 3 4 75 2 1 58
Future Vol, veh/h 3 4 75 2 1 58
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 100 -
Veh in Median Storage, # 0 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 38 50 81 25 25 72
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 8 8 93 8 4 81
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 186 97 0 0 101 0
Stage 1 97 - - - - -
Stage 2 89 - - - - -
Critical Hdwy 6.42 6.22 - - 4.12 -
Critical Hdwy Stg 1 5.42 - - - - -
Critical Hdwy Stg 2 5.42 - - - - -
Follow-up Hdwy 3.518 3.318 - - 2.218 -
Pot Cap-1 Maneuver 803 959 - - 1491 -
Stage 1 927 - - - - -
Stage 2 934 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 801 959 - - 1491 -
Mov Cap-2 Maneuver 789 - - - - -
Stage 1 924 - - - - -
Stage 2 934 - - - - -
Approach WB NB SB
HCM Control Delay, s 9.2 0 0.4
HCM LOS A
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 866 1491 -
HCM Lane V/C Ratio - - 0.018 0.003 -
HCM Control Delay (s) - - 9.2 7.4 -
HCM Lane LOS - - A A -
HCM 95th %tile Q(veh) - - 0.1 0 -
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HCM 6th TWSC 2020 Total AM.syn
2: I-25 Frontage Rd & Honda Access 07/02/2019
Synchro 10 Report
Page 1
Intersection
Int Delay, s/veh 0
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 23 0 0 0 0 3 0 0 0 11 0 33
Future Vol, veh/h 23 0 0 0 0 3 0 0 0 11 0 33
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - 150 - - 50 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 25 92 50 92 60 50 44 86 92
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 25 0 0 0 0 6 0 0 0 25 0 36
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 71 68 18 68 86 0 36 0 0 0 0 0
Stage 1 68 68 - 0 0 - - - - - - -
Stage 2 3 0 - 68 86 - - - - - - -
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - -
Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - -
Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - -
Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - -
Pot Cap-1 Maneuver 920 823 1061 925 804 - 1575 - - - - -
Stage 1 942 838 - - - - - - - - - -
Stage 2 1020 - - 942 824 - - - - - - -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver - 823 1061 925 804 - 1575 - - - - -
Mov Cap-2 Maneuver - 823 - 925 804 - - - - - - -
Stage 1 942 838 - - - - - - - - - -
Stage 2 1020 - - 942 824 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 0
HCM LOS - -
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 1575 - - - - - - -
HCM Lane V/C Ratio - - - - - - - -
HCM Control Delay (s) 0 - - - - - - -
HCM Lane LOS A - - - - - - -
HCM 95th %tile Q(veh) 0 - - - - - - -
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HCM 6th TWSC 2020 Total PM.syn
2: I-25 Frontage Rd & Honda Access 07/02/2019
Synchro 10 Report
Page 1
Intersection
Int Delay, s/veh 0
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 32 0 0 0 0 7 0 0 0 3 0 34
Future Vol, veh/h 32 0 0 0 0 7 0 0 0 3 0 34
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - 100 - - 50 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 38 92 50 92 81 25 25 72 92
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 35 0 0 0 0 14 0 0 0 12 0 37
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 50 43 19 43 61 0 37 0 0 0 0 0
Stage 1 43 43 - 0 0 - - - - - - -
Stage 2 7 0 - 43 61 - - - - - - -
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - -
Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - -
Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - -
Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - -
Pot Cap-1 Maneuver 950 849 1059 960 830 - 1574 - - - - -
Stage 1 971 859 - - - - - - - - - -
Stage 2 1015 - - 971 844 - - - - - - -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver - 849 1059 960 830 - 1574 - - - - -
Mov Cap-2 Maneuver - 849 - 960 830 - - - - - - -
Stage 1 971 859 - - - - - - - - - -
Stage 2 1015 - - 971 844 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 0
HCM LOS - -
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 1574 - - - - - - -
HCM Lane V/C Ratio - - - - - - - -
HCM Control Delay (s) 0 - - - - - - -
HCM Lane LOS A - - - - - - -
HCM 95th %tile Q(veh) 0 - - - - - - -
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HCM 6th TWSC 2040 Total AM.syn
2: I-25 Frontage Rd & Honda Access 07/02/2019
Synchro 10 Report
Page 1
Intersection
Int Delay, s/veh 0
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 23 0 0 0 0 3 0 0 0 11 0 33
Future Vol, veh/h 23 0 0 0 0 3 0 0 0 11 0 33
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - 150 - - 50 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 25 92 50 92 60 50 44 86 92
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 25 0 0 0 0 6 0 0 0 25 0 36
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 71 68 18 68 86 0 36 0 0 0 0 0
Stage 1 68 68 - 0 0 - - - - - - -
Stage 2 3 0 - 68 86 - - - - - - -
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - -
Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - -
Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - -
Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - -
Pot Cap-1 Maneuver 920 823 1061 925 804 - 1575 - - - - -
Stage 1 942 838 - - - - - - - - - -
Stage 2 1020 - - 942 824 - - - - - - -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver - 823 1061 925 804 - 1575 - - - - -
Mov Cap-2 Maneuver - 823 - 925 804 - - - - - - -
Stage 1 942 838 - - - - - - - - - -
Stage 2 1020 - - 942 824 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 0
HCM LOS - -
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 1575 - - - - - - -
HCM Lane V/C Ratio - - - - - - - -
HCM Control Delay (s) 0 - - - - - - -
HCM Lane LOS A - - - - - - -
HCM 95th %tile Q(veh) 0 - - - - - - -
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HCM 6th TWSC 2040 Total PM.syn
2: I-25 Frontage Rd & Honda Access 07/02/2019
Synchro 10 Report
Page 1
Intersection
Int Delay, s/veh 0
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 32 0 0 0 0 7 0 0 0 3 0 34
Future Vol, veh/h 32 0 0 0 0 7 0 0 0 3 0 34
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - 100 - - 50 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 38 92 50 92 81 25 25 72 92
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 35 0 0 0 0 14 0 0 0 12 0 37
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 50 43 19 43 61 0 37 0 0 0 0 0
Stage 1 43 43 - 0 0 - - - - - - -
Stage 2 7 0 - 43 61 - - - - - - -
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - -
Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - -
Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - -
Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - -
Pot Cap-1 Maneuver 950 849 1059 960 830 - 1574 - - - - -
Stage 1 971 859 - - - - - - - - - -
Stage 2 1015 - - 971 844 - - - - - - -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver - 849 1059 960 830 - 1574 - - - - -
Mov Cap-2 Maneuver - 849 - 960 830 - - - - - - -
Stage 1 971 859 - - - - - - - - - -
Stage 2 1015 - - 971 844 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 0
HCM LOS - -
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 1574 - - - - - - -
HCM Lane V/C Ratio - - - - - - - -
HCM Control Delay (s) 0 - - - - - - -
HCM Lane LOS A - - - - - - -
HCM 95th %tile Q(veh) 0 - - - - - - -
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Kimley-Horn and Associates, Inc.
096813000 – WoodSpring Suites Fort Collins
APPENDIX E
Queue Analysis Worksheets
Queues 2019 Existing AM.syn
1: I-25 Frontage Rd & Mulberry St (SH-14) 04/30/2019
Synchro 10 Report
Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Group Flow (vph) 100 488 164 125 979 40 195 100 40 180
v/c Ratio 0.26 0.21 0.15 0.20 0.42 0.04 1.03 0.24 0.16 0.38
Control Delay 10.2 14.3 2.5 9.1 16.7 4.2 140.7 25.0 54.2 13.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 10.2 14.3 2.5 9.1 16.7 4.2 140.7 25.0 54.2 13.9
Queue Length 50th (ft) 31 116 0 40 274 0 ~245 41 39 30
Queue Length 95th (ft) 54 186 37 57 416 12 285 47 58 77
Internal Link Dist (ft) 1151 1652 392 68
Turn Bay Length (ft) 200 275 325 175 25
Base Capacity (vph) 436 2311 1090 669 2327 1054 323 667 437 705
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.23 0.21 0.15 0.19 0.42 0.04 0.60 0.15 0.09 0.26
Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
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Queues 2019 Existing PM.syn
1: I-25 Frontage Rd & Mulberry St (SH-14) 04/30/2019
Synchro 10 Report
Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Group Flow (vph) 132 1066 232 75 730 52 184 216 68 132
v/c Ratio 0.25 0.44 0.20 0.21 0.30 0.05 0.95 0.60 0.54 0.33
Control Delay 8.1 14.3 3.3 8.4 13.2 3.3 123.4 57.6 78.9 16.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 8.1 14.3 3.3 8.4 13.2 3.3 123.4 57.6 78.9 16.9
Queue Length 50th (ft) 37 277 15 21 172 0 218 188 73 28
Queue Length 95th (ft) 64 365 59 33 271 12 262 198 106 54
Internal Link Dist (ft) 1151 1652 392 68
Turn Bay Length (ft) 200 275 325 175 25
Base Capacity (vph) 570 2438 1149 408 2405 1092 336 599 219 621
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.23 0.44 0.20 0.18 0.30 0.05 0.55 0.36 0.31 0.21
Intersection Summary
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Queues 2020 Total AM.syn
1: I-25 Frontage Rd & Mulberry St (SH-14) 05/01/2019
Synchro 10 Report
Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Group Flow (vph) 103 498 200 138 1000 42 222 108 41 184
v/c Ratio 0.29 0.24 0.20 0.21 0.45 0.04 1.01 0.23 0.14 0.36
Control Delay 12.9 20.7 3.3 11.1 20.0 6.5 130.2 18.7 49.7 12.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 12.9 20.7 3.3 11.1 20.0 6.5 130.2 18.7 49.7 12.4
Queue Length 50th (ft) 35 145 0 48 305 3 ~278 33 39 31
Queue Length 95th (ft) 63 233 49 71 481 17 305 37 55 73
Internal Link Dist (ft) 1151 1652 392 68
Turn Bay Length (ft) 200 275 325 175 25
Base Capacity (vph) 382 2064 1006 642 2227 1009 634 1208 820 1201
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.27 0.24 0.20 0.21 0.45 0.04 0.35 0.09 0.05 0.15
Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
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Queues 2020 Total PM.syn
1: I-25 Frontage Rd & Mulberry St (SH-14) 05/01/2019
Synchro 10 Report
Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Group Flow (vph) 134 1089 267 88 745 53 223 227 70 135
v/c Ratio 0.28 0.48 0.25 0.26 0.33 0.05 0.94 0.53 0.43 0.30
Control Delay 10.5 19.7 7.7 10.8 16.7 4.2 111.3 46.9 65.0 14.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 10.5 19.7 7.7 10.8 16.7 4.2 111.3 46.9 65.0 14.6
Queue Length 50th (ft) 44 334 49 28 198 0 263 176 72 26
Queue Length 95th (ft) 75 454 128 44 315 14 299 180 100 49
Internal Link Dist (ft) 1151 1652 392 68
Turn Bay Length (ft) 200 275 325 175 25
Base Capacity (vph) 535 2262 1067 414 2271 1035 507 853 347 852
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.25 0.48 0.25 0.21 0.33 0.05 0.44 0.27 0.20 0.16
Intersection Summary
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Queues 2040 Total AM.syn
1: I-25 Frontage Rd & Mulberry St (SH-14) 05/01/2019
Synchro 10 Report
Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Group Flow (vph) 156 762 289 206 1531 63 328 162 63 281
v/c Ratio 0.88 0.45 0.32 0.57 0.91 0.08 1.06 0.24 0.15 0.40
Control Delay 89.5 31.9 3.4 25.6 53.6 11.4 119.3 24.6 38.7 20.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 89.5 31.9 3.4 25.6 53.6 11.4 119.3 24.6 38.7 20.4
Queue Length 50th (ft) 133 310 0 114 883 14 ~422 80 49 111
Queue Length 95th (ft) 166 362 54 112 996 29 #544 82 73 170
Internal Link Dist (ft) 1151 1652 392 68
Turn Bay Length (ft) 200 275 325 175 25
Base Capacity (vph) 183 1705 912 365 1674 770 310 668 412 705
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.85 0.45 0.32 0.56 0.91 0.08 1.06 0.24 0.15 0.40
Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
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Queues 2040 Total PM.syn
1: I-25 Frontage Rd & Mulberry St (SH-14) 05/01/2019
Synchro 10 Report
Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT
Lane Group Flow (vph) 205 1666 393 129 1141 81 323 345 106 207
v/c Ratio 0.73 0.91 0.43 0.80 0.65 0.10 0.99 0.57 0.49 0.33
Control Delay 34.1 48.7 14.4 77.5 37.0 7.5 104.8 45.6 56.0 20.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 34.1 48.7 14.4 77.5 37.0 7.5 104.8 45.6 56.0 20.2
Queue Length 50th (ft) 105 961 139 100 528 7 377 288 99 77
Queue Length 95th (ft) 124 903 228 115 652 25 #494 303 144 104
Internal Link Dist (ft) 1151 1652 392 68
Turn Bay Length (ft) 200 275 325 175 25
Base Capacity (vph) 336 1830 914 174 1752 818 333 618 219 644
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.61 0.91 0.43 0.74 0.65 0.10 0.97 0.56 0.48 0.32
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
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Kimley-Horn and Associates, Inc.
096813000 – WoodSpring Suites Fort Collins
APPENDIX F
Conceptual Site Plan
LOT 1
S
INTERSTATE 25
G
G
G
G
G
G
G
G G
G
G
G
G G G G
G
G
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G G G G G
G G
G G
G
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G
G G
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E E E E
E E E E
E E E
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E E
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E E E
E E E
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E E
E E E E
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E E E
E E E
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E E
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E E E E
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E E
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E E E
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E E E
E E
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E E
E E
E E
E E
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E E
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E E E E
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E E
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E E
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E E E
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E E
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E E
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E E
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E E
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E E
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E E E
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E E
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E E
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E E
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E E E
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E E E
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E E
E E
E
12
122 PARKING STALLS
9
9 8
15
12
3
8
7
14' offset from roadway guardrail
16.5' easement
Approximate Guardrail Location
9
5
11
10
4
AALTERNATE SCALE: 1" = 20'-0" SITE PLAN 4
WOODSPRING SUITES
847 SE FRONTAGE ROAD
FORT COLLINS, COLORADO
Architecture
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LKArchitecture, Inc.
Designed:
Drawn:
Checked:
Date:
SA4
SITE PLAN
J.Best
J.Best
J.Best
06.05.19
Peak Hour Data
North
North
1037 751 1788
Left
149
Thru
65
Right
109
U
Turns
0
Out In Total
300 323 623
Left
100
Thru
874
Right
230
U
Turns
1
Out In Total
886 1205 2091
Peak Hour Begins at 04:30 PM
Automobiles
Peak Hour Data
North
160
Thru
23
Right
50
U
Turns
0
Out In Total
259 233 492
Left
73
Thru
434
Right
151
U
Turns
6
Out In Total
1165 664 1829
Peak Hour Begins at 07:00 AM
Automobiles
Peak Hour Data
North
C
275’
325’
175’ DL
25’
166’
228’
115’
29’
544’
144’
200’
C
275’
325’
175’ DL
25’
C = Continuous Turn Lane; DL = Dual Lefts
As shown in the table representing the queuing results, all anticipated vehicle queues are
accommodated or managed within existing or proposed turn lanes at the Mulberry Street (SH-
14) and I-25 Frontage Road study area intersection with exception of the northbound left and
southbound left turn lanes. The existing northbound left turn lane provides 175-foot of storage