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HomeMy WebLinkAboutReports - Traffic Study - 12/01/2024 Traffic Impact Study SWC Drake and College Fort Collins, Colorado tj Prepared for: Kentro Group Kimley>Morn M91ML T R A F F I C I M P A C T S T U D Y SWC Drake and College Fort Collins, Colorado Prepared for Kentro Group 1509 York Street Suite 201 Denver, Colorado 80206 Prepared by Kimley-Horn and Associates, Inc. 3325 S. Timberline Road 0 C Suite 130 •• Fort Collins, Colorado 80525 (970) 822-7911 53006 • 0 12/3/2024 J*� O�FSS/ONA� December 2024 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-Hom and Associates, Inc. Nr TABLE OF CONTENTS TABLE OF CONTENTS ................................................................................................... i LISTOF TABLES.............................................................................................................ii LISTOF FIGURES...........................................................................................................ii 1.0 EXECUTIVE SUMMARY........................................................................................... 1 2.0 INTRODUCTION....................................................................................................... 3 3.0 EXISTING AND FUTURE CONDITIONS.................................................................. 5 3.1 Existing Study Area ...........................................................................................................5 3.2 Existing Roadway Network................................................................................................5 3.3 Existing Traffic Volumes..................................................................................................11 3.4 Unspecified Development Traffic Growth.........................................................................11 4.0 PROJECT TRAFFIC CHARACTERISTICS............................................................. 15 4.1 Trip Generation................................................................................................................15 4.2 Trip Distribution ...............................................................................................................16 4.3 Traffic Assignment...........................................................................................................20 4.4 Total (Background Plus Project) Traffic............................................................................20 5.0 TRAFFIC OPERATIONS ANALYSIS ......................................................................25 5.1 Analysis Methodology......................................................................................................25 5.2 Key Intersection Operational Analysis .............................................................................26 5.3 Vehicle Queuing Analysis................................................................................................34 5.4 CDOT Turn Bay Length Analysis.....................................................................................35 5.5 LCUASS Turn Bay Length Analysis.................................................................................36 5.6 Bicycle, Pedestrian, and Transit Access..........................................................................37 5.7 Improvement Summary ...................................................................................................38 6.0 CONCLUSIONS AND RECOMMENDATIONS .......................................................40 APPENDICES Appendix A— Base Assumptions Form / Conceptual Site Plan Appendix B — Intersection Count Sheets Appendix C— Future Traffic Projections Appendix D— Background Studies Appendix E — Trip Generation Worksheets Appendix F— Intersection Analysis Worksheets Appendix G — Queue Analysis Worksheets 096315014 Kimley))) Horn SWC Drake & CollegePage i Nr LIST OF TABLES Table 1 —SWC Drake & College Traffic Generation..................................................................16 Table 2 — Level of Service Definitions.......................................................................................25 Table 3 — Drake Road & Redwing Road/Bay Road LOS Results..............................................26 Table 4 — Drake Road & McClelland Drive LOS Results...........................................................28 Table 5— Drake Road & College Avenue LOS Results.............................................................29 Table 6—Thunderbird Drive & McClelland Drive LOS Results..................................................31 Table 7—Thunderbird Drive & College Avenue LOS Results....................................................32 Table 8— Project Access Level of Service Results....................................................................33 Table 9 —Turn Lane Queuing Analysis Results.........................................................................34 LIST OF FIGURES Figure1 —Vicinity Map................................................................................................................4 Figure 2— Existing Geometry and Control.................................................................................10 Figure 3— 2024 Existing Traffic Volumes..................................................................................12 Figure 4— 2028 Background Traffic Volumes............................................................................13 Figure 5— 2045 Background Traffic Volumes............................................................................14 Figure 6— Non Pass-By Project Trip Distribution ......................................................................17 Figure 7—AM Pass-By Project Trip Distribution........................................................................18 Figure 8— PM Pass-By Project Trip Distribution........................................................................19 Figure 9— Non Pass-By Project Traffic Assignment..................................................................21 Figure 10 — Pass-By Project Traffic Assignment .......................................................................22 Figure 11 —2028 Total Traffic Volumes.....................................................................................23 Figure 12 —2045 Total Traffic Volumes.....................................................................................24 Figure 13— Recommended Geometry and Control...................................................................39 096315014 Kimley))) Horn Page ii SWC Drake & College Nr 1.0 EXECUTIVE SUMMARY The proposed redevelopment project is located on the southwest corner of the Drake Road and College Avenue (US-287) intersection in Fort Collins, Colorado. For the purposes of this traffic study, the project is anticipated to include multifamily housing, a bank, restaurant, and a gas station. The site will be redeveloping a mix of existing and previous retail uses. It is expected that the project will be completed in the next several years. Therefore, analysis was conducted for the 2028 short-term buildout horizon as well as the 2045 long-term twenty-year planning horizon. The purpose of this traffic study is to identify project traffic generation characteristics to determine potential project traffic related impacts on the local street system and to develop the necessary mitigation measures required for the identified traffic impacts. The following intersections were incorporated into this traffic study in accordance with the City of Fort Collins and Colorado Department of Transportation (CDOT) standards and requirements: • Drake Road and Redwing Road/Bay Road (Intersection #1) • Drake Road and McClelland Drive (#2) • Drake Road and College Avenue (US-287) (#3) • Thunderbird Drive and McClelland Drive (#4) • Thunderbird Drive and College Avenue (US-287) (#5) In addition, the existing access along both Drake Road and College Avenue (US-287), and the proposed access along both McClelland Drive and Thunderbird Drive were evaluated. Regional access to the site will be provided by Interstate 25 (1-25) and College Avenue (US-287) while primary access will be provided by Drake Road and College Avenue (US-287). Direct access will be provided by the existing full movement access along Drake Road, the existing right- in/right-out (RIRO) access along College Avenue, the proposed right-in/right-out access along McClelland Drive, and the proposed full movement access along Thunderbird Drive. Of note, the existing full movement access along Drake Road will be converted to three-quarter turning movements on the north leg of the access while the south leg will be converted to right-in/right- out movements. 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 1 Nr The project is expected to generate approximately 7,058 daily weekday driveway trips, with 643 of these trips occurring during the morning peak hour and 610 trips occurring during the afternoon peak hour. Accounting for internal capture and pass-by, expected net new (non pass-by) trips to the surrounding street network results is approximately 2,046 weekday daily trips, of which 195 trips and 186 trips are anticipated during the weekday morning and afternoon peak hours, respectively. Based on the analysis presented in this report, Kimley-Horn believes the SWC Drake and College redevelopment project will be successfully incorporated into the existing and future roadway network. Analysis of the existing street network, the proposed project development, and expected traffic volumes resulted in the following conclusions and recommendations: • An eastbound right turn lane is warranted at the access along Drake Road, and it is recommended to provide a length of 100 feet plus a 140-foot taper. There is sufficient distance to the upstream Drake Road and McClelland Drive (#2) intersection to incorporate this right turn lane. The storage and taper are compliant to Larimer County Urban Area Street Standards. • The Drake Road RIRO Access, College Avenue (US-287) RIRO Access, McClelland Drive RIRO Access, and Thunderbird Drive Access are all recommended to operate under stop- control with R1-1 "STOP" signs posted on the exiting approaches of each driveway. In addition, a R3-2 "No Left Turn" sign is recommended to be installed underneath the STOP signs at each of the three proposed right-in/right-out accesses. A R3-2 "No Left Turn"sign could also be placed on the southeast corner of the McClelland Drive Access, facing southbound drivers to reinforce prohibited entering left turn movements. A proposed raised median reconfiguration along Drake Road, and the existing raised median along College Avenue (US-287) will restrict these accesses to right turning movements. • A CDOT access permit is expected to be needed for the west leg of Thunderbird Drive at the intersection with US-287 as development occurs. A CDOT access permit will also be required for the existing project access to remain along US-287. Lastly, CDOT access removal permit will also be required for the existing access to be removed along US-287. • Any onsite or offsite improvements should be incorporated into the Civil Drawings and conform to standards of the City of Fort Collins and the Manual on Uniform Traffic Control Devices (MUTCD)— 11th Edition, 2023. 096315014 Ki m l ey>>>H o r n SWC Drake & College Page 2 Nr 2.0 INTRODUCTION Kimley-Horn has prepared this report to document the results of a Traffic Impact Study for proposed redevelopment project to be located on the southwest corner of the Drake Road and College Avenue (US-287) intersection in Fort Collins, Colorado. The City of Fort Collins Transportation Impact Study Base Assumptions Form is provided in Appendix A. A vicinity map illustrating the project development location is shown in Figure 1. For the purposes of this traffic study, the project is anticipated to include multifamily housing, a bank, restaurant, and a gas station. A conceptual site plan is attached in Appendix A. It is expected that the project will be completed in the next several years; therefore, analysis was conducted for the 2028 short-term buildout horizon as well as the 2045 long-term twenty-year planning horizon. The purpose of this traffic study is to identify project traffic generation characteristics to determine potential project traffic related impacts on the local street system and to develop the necessary mitigation measures required for the identified traffic impacts. The following intersections were incorporated into this traffic study in accordance with the City of Fort Collins requirements: • Drake Road and Redwing Road/Bay Road (Intersection #1) • Drake Road and McClelland Drive (#2) • Drake Road and College Avenue (US-287) (#3) • Thunderbird Drive and McClelland Drive (#4) • Thunderbird Drive and College Avenue (US-287) (#5) In addition, the existing access along both Drake Road and College Avenue (US-287), and the proposed access along both McClelland Drive and Thunderbird Drive were evaluated. Regional access to the site will be provided by Interstate 25 (1-25)and College Avenue (US-287) while primary access will be provided by Drake Road and College Avenue (US-287). Direct access will be provided by the existing full movement access along Drake Road, the existing right- in/right-out (RIRO) access along College Avenue, the proposed right-in/right-out access along McClelland Drive, and the proposed full movement access along Thunderbird Drive. Of note, the existing full movement access along Drake Road will be converted to three-quarter turning movements on the north leg of the access while the south leg will be converted to right-in/right- out movements. 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 3 NORTH Nis 096315014 Wk.vt MRS �JA PROSPECT ROAD Jn �`F 4At } it STUART STREET i w ' _ I {COLUMBIA ROAD s ;'• > Aj ,� ,* t }u: 1. '"•' pvd: '�, � ! a .� _ ' M i S Yt y ...� DRAKE ROAD i$ - 'r e l�4gs .�,�r. r. •to •: ..r,::, i w ''� ��` ' ,'-.���► +' _ '•� gyp `,* .t � 00 W �~ ems_ ry N . SWALLOW ROAD • J Ld Ld y - ": �' it"; -- , .. 0 HORSETOOTH ROAD w -- FIGURE 1 SWC DRAKE & COLLEGE FORT COLLINS, COLORADO VICINITY MAP K�mley*Horn NV 3.0 EXISTING AND FUTURE CONDITIONS 3.1 Existing Study Area The existing site is comprised of an autobody shop, furniture store, and a seasonal store. To the north and south are commercial and single-family residential uses. Directly west of the site is office, educational, commercial, and residential uses. East of the project site is primarily single- family residential uses. 3.2 Existing Roadway Network College Avenue (US-287) extends north/south with three through lanes in each direction and a raised median. Sidewalk exists on both sides of the roadway with curb and gutter but no bike lanes. The posted speed limit near the site is 40 miles per hour (mph). The North Front Range Metropolitan Planning Organization (NFRMPO) classifies Harmony Road as a Principal Arterial per the NFRMPO 2050 Regional Transportation Plan. The City of Fort Collins classifies Harmony Road as a Major Arterial per the 2019 Transportation Master Plan. Drake Road extends east/west with two through lanes in each direction and a raised median in the immediate site vicinity. A two-way left-turn lane exists west of Redwing Road / Bay Road and no median east of Harvard Street. Sidewalk and bike lanes exist on both sides of the roadway with curb and gutter. The posted speed limit near the site is 35 mph. The NFRMPO classifies Drake Road as a Principal Arterial. The City of Fort Collins classifies Drake Road as a 4-lane Arterial. Redwing Road / Bay Road extends north/south with a single through lane in each direction with no median. Redwing Road south of Drake Road has sidewalks on both sides of the roadway with curb and gutter and no bike lanes. Bay Road north of Drake Road has sidewalk on the east side of the roadway with no bike lanes. The posted speed limit near the site is 25 mph. The NFRMPO and City of Fort Collins classify Redwing Road / Bay Road as a local road. McClelland Drive extends north/south with a single through lane in each direction with no median. Sidewalk, curb, and gutter exists on the east side of the roadway. Bike lanes exist on both sides of the roadway. The posted speed limit near the site is 30 mph. The City of Fort Collins classifies McClelland Drive as a Collector. 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 5 Nr Thunderbird Drive extends east/west with a single through lane in each direction with street parking available on both sides of the roadway. Sidewalk, curb, and gutter exist on the south side of the roadway. There is no posted speed limit in the immediate site vicinity, therefore, it is assumed to be 25 mph. The NFRMPO and City of Fort Collins classify Thunderbird Drive as a local road. The signalized intersection of Drake Road and Redwing Road / Bay Road (#1) operates in conjunction with the signalized intersection of Drake Road and McClelland Drive (#2). Both intersections operate with permissive-protective left turn phasing for the westbound left turn movement. The southbound Bay Road approach provides a single right turn lane with curbing intended to prevent southbound left turns. The northbound Redwing Road approach provides a left turn lane and right turn lane. The eastbound Drake Road approach provides a single through lane and a shared through/right turn lane at both Redwing Road / Bay Road (#1) and McClelland Drive (#2). The westbound Drake Road approach provides a left turn lane and two through lanes at the Redwing Road / Bay Road (#1) intersection. The westbound Drake Road approach provides a left turn lane and three through lanes at the McClelland Drive (#2) intersection. The northbound McClelland Drive approach provides a left turn lane, bus only through lane, and right turn lane. The southbound Max Guideway approach provides a single lane for TRANSFORT vehicles only. An aerial photo of the existing intersections' configuration is below. NORTH � � Drake Road Drake Road& Redwing Road/Bay Road(#1) and Drake Road& McClelland Drive (#2) 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 6 The signalized intersection of Drake Road and College Avenue (US-287) (#3) operates with protected left turn phasing for the northbound and southbound approaches and permissive- protected left turn phasing for the eastbound and westbound approaches. The eastbound Drake Road approach provides a left turn lane, two through lanes, and a right turn lane. The westbound Drake Road approach provides a left turn lane, two through lanes, and a right turn lane. The northbound College Avenue approach provides dual left turn lanes, three through lanes, and a right turn lane. The southbound College Avenue approach provides dual left turn lanes, three through lanes, and a right turn lane. An aerial photo of the existing intersection configuration is below. NORTH _� Drake Road - os 4m. d G J - <Ur �. actGap s . Drake Road& College Avenue (US-287) (#3) 096315014 Ki m I ey>>> H o r n SWC Drake & College Page 7 The unsignalized `T'-intersection of Thunderbird Drive and McClelland Drive (#4) operates with stop control on the westbound Thunderbird Drive approach. The northbound and southbound McClelland Drive approach provides a single lane for each movement. The westbound Thunderbird Drive approach provides a single lane shared for left and right turning movements. An aerial photo of the existing intersection configuration is below. NORTH �0 � Thunderbird Drive A' f : r Thunderbird Drive & McClelland Drive (#4) 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 8 The unsignalized intersection of Thunderbird Drive and College Avenue (US-287) (#5) operates with stop control on the Thunderbird Drive approach. The eastbound and westbound approaches of Thunderbird Drive provides a single lane restricted to right turn only. The northbound and southbound approaches of College Avenue provides a left turn lane, two through lanes, and a shared through/right turn lane. An aerial photo of the existing intersection configuration is below. NORTH ✓ ' [� ; ! Thunderbird Drive 7: Thunderbird Drive TY I o - U - - 1 EJ Thunderbird Drive & College Avenue (US-287) (#5) The intersection lane configuration and control for the study area intersections are shown in Figure 2. 096315014 Ki m l ey>>>H o r n S WC Drake & College NORTH NTS 096315014 1 2 3 ►— 205' ►— 110' • rC • � 110' • �215' r ------ -� f r� 190' r o voi U m o0 0 }� o I 31 ^y M NN N O O ROJEC ! DRAKE RD & REDWING RD/BAY RD DRAKE RD & MCCLELLAND DR DRAKE RD & COLLEGE AVE } x SITE m � ` 2 3 DRAKE ROAD A} M 0 5 Z THUNDERBIRD DRIVE N N TI CII � - �I w UNDERBIRD DR & MCCLELLAND D THUNDERBIRD DR & COLLEGE AVE - z a w ' U xe3 O LEGEND Area KeyIntersection Signalized Intersection sroP FIGURE 2 Stop Controlled Approach SWC DRAKE �c COLLEGE Roadway Speed Limit �100' Turn Lane Length (feet) FORT COLLINS, COLORADO EXISTING GEOMETRY AND CONTROL Kimley'v\Horn Nr 3.3 Existing Traffic Volumes Existing turning movement counts were conducted at the study intersections on Wednesday, October 2, 2024 during the weekday morning and afternoon peak hours. Peak hour turning movement counts were collected at the College Avenue and Drake Road intersection on Tuesday, October 8, 2024. The counts were conducted during the morning and afternoon peak hours of adjacent street traffic in 15-minute intervals from 7:00 AM to 9:00 AM and 4:00 PM to 6:00 PM. The existing intersection traffic volumes are shown in Figure 3 with count sheets provided in Appendix B. 3.4 Unspecified Development Traffic Growth According to information provided on the website for the Colorado Department of Transportation (CDOT), the 20-year growth factor along US-287 (College Avenue) in the vicinity of the site is between 1.17 and 1.19. The 20-year growth factor equates to annual growth rate of 0.83 percent. To remain conservative, an annual traffic growth rate of one (1) percent was used. Traffic information from the CDOT Online Transportation Information System (OTIS) website is included in Appendix C. This annual growth rate was used to estimate near-term 2028 and long-term 2045 traffic volume projections at the key intersections. The redevelopment project(King Soopers and retail outparcels) directly north of the project site is currently under construction; therefore, traffic volume estimates from the adjacent redevelopment project was also included as background traffic for both analysis horizon. The applicable documents from the King Soopers #146 Traffic Impact Study completed by Kimley-Horn and Associates are included in Appendix D. Background traffic volumes for 2028 and 2045 are shown in Figure 4 and Figure 5, respectively. 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 11 NORTH NTS 096315014 1 2 3 n LO U� LO r o_ 14(6) m Z N '-192(146) 00 o in LO <--960(1209) IcIy <--945(1133) IoI m1 <--575(556) 49(48) y 14(43) y 1 �--111(139) 7 7 156(176)— 1 7� J ' - 870(1046) m 818(1012) + 467(558) LO Tr° `,�^ 2(11)� L n 71(112)— r rn 127(224)� N Cl)c0 N r, DRAKE RD & REDWING RDAAY RD DRAKE RD & MCCLELLAND DR DRAKE RD & COLLEGE AVE Wed, Oct 2, 2024 Wed, Oct 2, 2024 Wed, Oct 2, 2024 m 7:30 to 8:30AM 7: 30 to 8:30AM 7:45 to 8:45AM 1 2 x _ DRAKE ROAD 17,800 (4:15 to 5:15PM) (4: 30 to 5:30PM) (4:45 to 5: 45PM) 4 low 4 5 r s• rn _ 18(76) C o rn 45(46) 14 •` r Io r y 9(29) G 4 + _ f0 Ch N d' r -• 7 {■ ` THUNDERBIRD DRIVE 00 o n 8(28)--, N r A r ' Cn ~ W - o z °-- UNDERBIRD DR & MCCLELLAND DR THUNDERBIRD DR & COLLEGE AVE o a ,- Wed, Oct 2, 2024 Wed, Oct 2, 2024 �i 7: 00 to 8:OOAM 7:45 to 8:45AM ' (5: DD to 6: OOPM) (4: 30 to 5:30PM) U _ xe3 LEGEND OStudy Area Key Intersection FIGURE 3 xxx(xxx) Weekday AM(PM) Peak Hour Traffic Volumes SWC DRAKE & COLLEGE FORT COLLINS, COLORADO xx,xoo Estimated Daily Traffic volume 2024 EXISTING TRAFFIC VOLUMES Kimley*Horn NORTH NTS 096315014 1 2 3 CO n coo ^m o 15(6) = '—207(166) CD LO00 D) (D N LO 1021(1312) C) <--1005(1233) <--614(609) �-51(50) 20(58) 113(142) f T r 159(179)— .I j r I 931(1142) N 877 1107 ( ) r m co 475(566) Cl) m _- a'4 �. � `i� 2(11)� un Co 74(117)� � � � 129CD It (229)� � r ^ o T `r DRAKE RD & REDWING RD/BAY RD DRAKE RD & MCCLELLAND DR DRAKE RD & COLLEGE AVE ., ¢ Q =ems; 100 DRAKE ROAD 19,3Q� r; f _N• _ O CO cli N '�--19(79) C N 47(48) y 9(30) G 0 5 T T ` THUNDERBIRD DRIVE N : co ^ 8(28)� o. �° 1 w (n T r UNDERBIRD DR & MCCLELLAND D THUNDERBIRD DR & COLLEGE AVE 0 e U U O U _ LEGEND OStudy Area Key Intersection FIGURE 4 xxx(xxx) Weekday AM(PM) Peak Hour Traffic Volumes SWC DRAKE 8c COLLEGE FORT COLLINS, COLORADO xx.xoo Estimated Daily Traffic Volume 2028 BACKGROUND TRAFFIC VOLUMES Kimley*Horn NORTH NTS 096315014 1 2 3 0) rn N c� 17(7) ^ N m '-244(194) 1205(1544) 1187(1450) co <--725(715) �-60(59) 22(66) L-134(168) r T r 189(213)— A �' I 1098(1343) jZ- iZ1 1034(1301) o f 565(673)--1, rn n N _- Jf° i ca 2(14)� co N 87(138)— _� o Lo 154(272)� o L N AA Q d`i O o cli T `r DRAKE RD & REDWING RD/BAY RD DRAKE RD & MCCLELLAND DR DRAKE RD & COLLEGE AVE m n 500 2 3 DRAKE ROAD 22,700 r 4 5 N co r m r�22(94) C m v 55(57) y 11(36) o 5 Ncli Cn CD cli ` THUNDERBIRD DRIVE N mo °' 8(28) N N n ~ Co N W 1 1 � T UNDERBIRD DR & MCCLELLAND D THUNDERBIRD DR & COLLEGE AVE z o � U � U a^: xe� LEGEND OStudy Area Key Intersection FIGURE 5 xxx(xxx) Weekday AM(PM) Peak Hour Traffic Volumes SWC DRAKE 8c COLLEGE FORT COLLINS, COLORADO xx.xoo Estimated Daily Traffic Volume 2045 BACKGROUND TRAFFIC VOLUMES Kimley*Horn Nr 4.0 PROJECT TRAFFIC CHARACTERISTICS 4.1 Trip Generation Site-generated traffic estimates are determined through a process known as trip generation. Rates and equations are applied to the proposed land use to estimate traffic generated by the development during a specific time interval. The acknowledged source for trip generation rates is the Trip Generation Manual' 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 average rates for traffic associated with the development. The following ITE land Use Codes (LUC) were utilized: • ITE LUC 221, Multifamily Housing (Mid-Rise) • ITE LUC 912, Drive-In Bank • ITE LUC 932, High-Turnover (Sit-Down) Restaurant • ITE LUC 945 Convenience Store/Gas Station Since the full buildout of SWC Drake and College is proposed to contain a mix of uses, internal capture trips are expected to occur on site as well. These internal capture trips are shared trips from vehicles already within the internal street network. These shared trips reduce the number of total external trips and were calculated directly per the ITE procedure. Since the project is a commercial development, pass-by trips are expected. These pass-by trips are vehicles already on the street network that will be attracted to the project site in route to a final destination. The pass-by percentages were obtained from the ITE "Trip Generation Manual", Eleventh Edition for each land use where applicable. The SWC Drake and College project is expected to generate approximately 7,058 weekday daily trips, with 643 of these trips occurring during the morning peak hour and 610 trips occurring during the afternoon peak hour. Accounting for internal capture and pass-by, expected net new (non pass-by) trips to the surrounding street network results is approximately 2,046 weekday daily trips, of which 195 trips and 186 trips are anticipated during the weekday morning and afternoon Institute of Transportation Engineers, Trip Generation Manual, Eleventh Edition,Washington DC, 2021. 096315014 Ki m l ey>>>H o r n SWC Drake & College Page 15 Nr peak hours, respectively. Calculations were based on the procedure and information provided in the ITE Trip Generation Manual, 11 to Edition — Volume 1: User's Guide and Handbook, 2021. Table 1 summarizes the estimated trip generation for the site. The trip generation worksheets are included in Appendix E. Table 1 — SWC Drake & College Traffic Generation Weekday Vehicle Trips Land Use and Size AM Peak Hour PM Peak Hour In • Out Total Multifamily Housing (Mid-Rise) (ITE 221)— 454 9 28 37 24 15 39 100 Dwelling Units Drive-In Bank (ITE 912)— 402 23 17 40 42 42 84 4,000 Square Feet High-Turnover(Sit-Down) Restaurant (ITE 932)— 670 33 27 60 35 1 22 57 6,250 Square Feet Convenience Store/Gas Station (ITE 945)— 5,532 253 253 506 215 215 430 16 Vehicle Fueling Positions Total Project Trips 7,058 318 325 643 316 294 610 Internal Capture -826 -27 -27 -54 -43 -43 -86 Total Project Driveway Trips after Internal 6,232 291 298 1 589 1 273 1 251 1 52411 Pass-By Reduction -4,186 -200 -194 -394 -174 -164 -338 Total External Non-Pass By Project Trips 2,046 91 104 1 195 99 87 186 4.2 Trip Distribution Distribution of site traffic on the street system was based on the area street system characteristics, existing traffic patterns, existing and anticipated surrounding demographic information, and the proposed access system for the project. The directional distribution of traffic is a means to quantify the percentage of site-generated traffic that approaches the site from a given direction and departs the site back to the original source. The non pass-by project trip distribution for the proposed development is illustrated in Figure 6. Since the project is a commercial development, a certain amount of traffic attracted to the gas station, restaurant, and bank will already be passing by the site. This pass-by distribution is a means to quantify the amount of traffic arriving to the site from a give direction and then leaving the site in the same original direction of travel, continuing the driver's trip. The expected weekday morning and afternoon peak hour pass-by trip distributions were calculated based on actual traffic volumes traveling along the external street network. Directional differences in the morning and afternoon peak hours were accounted for in the pass-by distributions as shown in Figure 7 and Figure 8, respectively. 096315014 Ki m l ey>>>H o r n SWC Drake & College Page 16 1 2 6 3 0 NORTH NTS 096315014 0%(15%) co 1 20%(0%) T 0%(30%) 15%(0%) 15%(0%) 0 0%(15%) 0 0%(20%) `n i2 15°%(0%) M 0 Co 0 0 DRAKE RD & REDWING RD/BAY RD DRAKE RD & MCCLELLAND DR DRAKE RD & ACCESS DRIVE DRAKE RD & COLLEGE AVE r 4 0 •r r o 0%(25%) o aO LO 0 ROJECT SITE m 2 ' 0 0%(20%) 0 0 1f��v 1 2 6 3 DRAKE ROAD 2O% o Cl) Y �- �..., •h -y ACCESS DR & MCCLELLAND DR ACCESS DR & COLLEGE AVE ri 10%(5%) o X. r�30%(0%) o a o 0 0 0 4 9 5 0%(5%) Z THUNDERBIRD DRIVE N T T 2%(0%) Ni 1 j o 0 0 Cn o 0 0%(10%) y o (h N Co j (o Z a UNDERBIRD DR & MCCLELLAND D THUNDERBIRD DR & AccEss DR THUNDERBIRD DR & COLLEGE AVE U 7 LEGEND Study Area Key Intersection 00 o LO M O Project Access Intersection FIGURE 6 X�► External Trip Distribution Percentage SWC DRAKE 8c COLLEGE XX%[XX%] Entering[Exiting] FORT COLLINS, COLORADO Trip Distribution Percentage NON PASS—BY PROJECT TRIP DISTRIBUTION 4 Kimley)))Horn 1 2 6 3 0 0 NORTH NTS 096315014 -30%(24%) --30%(0%) <---30%(0%) -19%(0%) '19%(0%) -4%(33%) ] 19%(0%) -12%(16%)� o 0 0 N 19%(0%) -3%(0%)--, o 0 0 0 0 0 0 o V C N Co O ' N ' DRAKE RD & REDWING RD/BAY RD DRAKE RD & MCCLELLAND DR DRAKE RD & ACCESS DRIVE DRAKE RD & COLLEGE AVE 0 .. � } r'0%(24%) 0 o v 0 W ROJECT SI TE fi 24% m 2 22% - � 0%(1 a%)� o 1 g� 1 2 6 3 DRAKE ROAD 16% `n i 1 ACCESS DR & MCCLELLAND DR ACCESS DR & COLLEGE AVE i m �31%(0%) o a. O N & 4 9 5 THUNDERBIRD DRIVE N I o o j 0%(9%) o O - Z 'a UNDERBIRD DR & MCCLELLAND D THUNDERBIRD DR & AccEss DR THUNDERBIRD DR & COLLEGE AVE U LEGEND Study Area Key Intersection 0 r� O Project Access Intersection FIGURE 7 X�► External Trip Distribution Percentage SWC DRAKE 8c COLLEGE XX%[XX%] Entering[Exiting] Trip Distribution Percentage FORT COLLINS, COLORADO AM PASS—BY PROJECT TRIP DISTRIBUTION Kimley)))Hornp 1 2 6 3 o 0 N -- NTS <---28%(21%) <---28%(0%) <---28%(0%) I�I -13%(0%) y �13%(0%) -3%(28%) ] 17%(0%)--4 10%(17%)--4 o o 0 0 0 0 0 o n N M co O ' N ' DRAKE RD & REDWING RD/BAY RD DRAKE RD & MCCLELLAND DR DRAKE RD & ACCESS DRIVE DRAKE RD & COLLEGE AVE , 0 '7-0%(21%) o a }, N 3 M m o w ROJECT SI TE L217.] m 15% - � 0%(23%)� o 1 7% i' 1 2 6 3 DRAKE ROAD 17% `on ACCESS DR & MCCLELLAND DR ACCESS DR & COLLEGE AVE N r�30%(0%) o N M O y y & 4 9 5 THUNDERBIRD DRIVE N o I o Co O #� Z a UNDERBIRD DR & MCCLELLAND D THUNDERBIRD DR & AccEss DR THUNDERBIRD DR & COLLEGE AVE U LEGEND Study Area Key Intersection d-I o �l O Project Access Intersection FIGURE 8 1 X�� External Trip Distribution Percentage SWC DRAKE 8c COLLEGE XX%[XX%] Entering[Exiting] FORT COLLINS, COLORADO Trip Distribution Percentage PM PASS—BY PROJECT TRIP DISTRIBUTION Kimley)))Horn Nr 4.3 Traffic Assignment Project traffic assignment was obtained by applying the project trip distribution to the estimated traffic generation of the development shown in Table 1. Non pass-by traffic assignment is shown in Figure 9, while Figure 10 illustrates the expected pass-by traffic assignment. 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 2028 buildout horizon and long-term 2045 twenty-year planning horizon. These total traffic volumes for the study area are illustrated for the 2028 and 2045 horizon years in Figure 11 and Figure 12, respectively. 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 20 1 2 6 3 NORTH ti NTS 096315014 16(13) NNli 18(20) 31(26)---7 14(15) 14(15)-> _M _� 16(13)— M 21(17) co co 14(15) co co DRAKE RD & REDWING RD/BAY RD DRAKE RD & MCCLELLAND DR DRAKE RD & ACCESS DRIVE DRAKE RD & COLLEGE AVE 26(22) a `O o 0 ROJECT SITE T m M 1 n M 21(17)� 2 6 3 DRAKE ROAD 410 ACCESS DR & MCCLELLAND DR ACCESS DR & COLLEGE AVE r• y I a ��! Q �-5(4) y y & 4 9 5 n T 2(2) THUNDERBIRD DRIVE N M o I j ch N 10(9) n � a N W UJ 0 �Y�. � o '�WyaJ � "`' UNDERBIRD DR & MCCLELLAND D THUNDERBIRD DR & ACCESS DR THUNDERBIRD DR & COLLEGE AVE 4 LEGEND Study Area Key Intersection - O OProject Access Intersection FIGURE 9 xxx(xxx) Weekday AM(PM) Peak Hour Traffic Volumes SWC DRAKE 8c COLLEGE FORT COLLINS, COLORADO xx,xoo Estimated Daily Traffic valun NON PASS—BY PROJECT TRAFFIC ASSIGNMENT Kimley*Horn _J 1 2 6 3 r N -- NTS -13(-15) <---60(-49) <---60(-49) I �-38(-23) ) 38(23) 56(41)� 38(-30)— 7(11) rn M n n� 38(30) -6(-7) m o LO DRAKE RD & REDWING RD/BAY RD DRAKE RD & MCCLELLAND DR DRAKE RD & ACCESS DRIVE DRAKE RD & COLLEGE AVE ti 47(34) rn L9 } 6 o `ROJECT SITE N m 35(38) N 2 6 3 DRAKE ROAD 7 ACCESS DR & MCCLELLAND DR ACCESS DR & COLLEGE AVE 8 4 9 5 f I m 62(52) 3 �_1 co I & 4 9 5 z THUNDERBIRD DRIVE N N N •'_. 17(18)-, N �� ¢ a `� UNDERBIRD DR & MCCLELLAND D THUNDERBIRD DR & ACCESS DR THUNDERBIRD DR & COLLEGE AVE 0 LEGEND � U Study Area Key Intersection OProject Access Intersection FIGURE 10 xxx(xxx) Weekday AM(PM) Peak Hour Traffic Volumes SWC DRAKE 8c COLLEGE FORT COLLINS, COLORADO PASS—BY PROJECT TRAFFIC ASSIGNMENT Kimley*Horn 1 2 6 3 v v n NORTH o F 15(6) 50(88) m o 00 207(166) S OD NTS 096 31 501 4 L <--1024(1310) co <--945(1184) Cl) <--840(807) + 4—576(586) L-51(50) y 20(58) 1 Lr169(185) T � 52(90) 246(246) 945(1157) N 891(1122)— o m rn 884(1131) 503(594)—> 2(11) L 74(117) N 52(45) 123(222) r r a2 co ch o0 o i. r rn DRAKE RD & REDWING RD/BAY RD DRAKE RD & MCCLELLAND DR DRAKE RD & ACCESS DRIVE DRAKE RD & COLLEGE AVE co 7 8 CIJ 00 r } } o 73(56) CC) M Q 0 O 0 3 00 y y w 0 ROJECT T T SITE ro a L 'D M coo a 56(55) LO - 2 6 3 DRAKE ROAD 19,77pL 0 r a T -v ACCESS DR & MCCLELLAND DR ACCESS DR & COLLEGE AVE a r• y I•. o o N 24(83) m N F 89(82) n a N 47(48) a Ir+ o N+ <--25(40) 0� 4 9 J y y 14(34) y 7(50) G y z THUNDERBIRD DRIVE cO T r 2(3)� r } T a N W N 8(25)— o OCn N N rn 10(60)--, v) r 35(55)-y °2 Ln o rn w r 00 T z z 0 �+ � � �WyaJ °� UNDERBIRD DR & MCCLELLAND D THUNDERBIRD DR & ACCESS DR THUNDERBIRD DR & COLLEGE AVE 4 LEGEND Study Area Key Intersection OProject Access Intersection FIGURE 11 xxx(xxx) Weekday AM(PM) Peak Hour Traffic Volumes SWC DRAKE 8c COLLEGE xx,xoo FORT COLLINS, COLORADO Estimated Daily Traffic Volume 2028 TOTAL TRAFFIC VOLUMES Kimley*Horn 1 2 6 3 v R o rn 17(7) ^ 50(88) :cc) 244(194) N NTS 096315014TH CD <--1208(1542) � �1 127(1401) M <--1008(968) N � �+ —687(692) L—60(59) ,22(66) ) I 1 Lr 190(211) T � 52(90) 276(280)— T 1112(1358) FZ n 1048(1316) 06 a1055(1346) 41 593(701) o^ n n 2(14) m N 87(138), 'a � 52(45) 148(265) N v 00 DRAKE RD & REDWING RD/BAY RD DRAKE RD & MCCLELLAND DR DRAKE RD & ACCESS DRIVE DRAKE RD & COLLEGE AVE N • y N 'e N } o N 73(56) N Q CC (_h N w ROJECT T T SITE m 1 L O M OODD Cl) 56(55) N m 2y.E 2 6 3 DRAKE ROAD 23,170 r ACCESS DR & MCCLELLAND DR ACCESS DR & COLLEGE AVE M 27(98) m N 89(82) n N 55(57) a r r+ N+ <--30(47) I� 4 9 5 y y 16(40) y 9(59) & G y z THUNDERBIRD DRIVE cO T r 2(3)� } T T N to v 10(30)— v N O in N T 12(71)— r 35(55)--, coN T o 0 W r Y� �WyaJ "`' UNDERBIRD DR & MCCLELLAND D THUNDERBIRD DR & ACCESS DR THUNDERBIRD DR & COLLEGE AVE 4 LEGEND `'� Stud Area Key Intersection ..� a — O y y OProject Access Intersection FIGURE 12 xxx(xxx) Weekday AM(PM) Peak Hour Traffic Volumes SWC DRAKE 8c COLLEGE xx,xoo Estimated Daily Traffic valun FORT COLLINS, COLORADO �_2045 TOTAL TRAFFIC VOLUMES Kimley*Horn _J Nr 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 2028 and 2045 development horizons at the identified key intersections. The acknowledged source for determining overall capacity is the Highway Capacity Manual (HCM)2. 5.1 Analysis Methodology Capacity analysis results are listed in terms of Level of Service (LOS). LOS is a qualitative term describing operating conditions a driver will experience while traveling on a particular street or highway during a specific time interval. It ranges from A (very little delay) to F (long delays and congestion). For intersections and roadways in this study area, standard traffic engineering practice recommends overall intersection LOS D and movement/approach LOS E as the minimum desirable thresholds 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 Signalized Intersection Unsignalized Intersection Service Average Total Delay Average Total Delay A 5 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, Seventh Edition,Transportation Research Board,2022. 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 signalized, roundabout, and all-way stop controlled intersections are defined for each approach and for the overall intersection. 2 Transportation Research Board,Highway Capacity Manual,Seventh Edition,Washington DC,2022. 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 25 Nr 5.2 Key Intersection Operational Analysis Calculations for the operational level of service at the key intersections for the study area are provided in Appendix F. The existing year analysis is based on the lane geometry and intersection control shown in Figure 2. Existing peak hour factors were utilized in the existing and 2028 horizon analysis years while the HCM urban standard of 0.92 was used for the long-term 2045 horizon analysis unless existing peak hour factors were greater. The existing heavy vehicle percentages obtained from the turning movement counts were also used in each horizon year. Synchro traffic analysis software was used to analyze the signalized and unsignalized key intersections for HCM level of service. Drake Road and Redwing Road/Bay Road (#1) The signalized intersection of Drake Road and Redwing Road/Bay Road (#1) operates with protected-permitted left turn phasing on the westbound approach. The signal operates as a couplet with the Drake Road and McClelland Drive (#2) intersection to the east. The intersection currently operates at an acceptable LOS B during the peak hours and is expected to continue to operate at an acceptable LOS throughout the 2045 horizon. However, during the PM peak hour the eastbound approach and northbound right movement fail during the 2045 Background conditions. With signal timing and parameter improvements for the PM peak hour, the eastbound approach and northbound right movement are anticipated to operate at an acceptable LOS for the 2045 Background Plus Project conditions. Table 3 provides the results of the LOS analysis conducted at this intersection. Table 3— Drake Road & Redwing Road/Bay Road LOS Results AM Peak Hour PM Peak Hour Delay LOS Delay LOS 2024 Existing 12.7 B 18.4 B Eastbound Approach 22.4 C 30.1 C Westbound Left 0.6 A 1.7 A Westbound Through 3.6 A 4.7 A Northbound Left 48.7 D 57.2 E Northbound Right 50.3 D 62.7 E Southbound Right 48.3 D 53.8 D 2028 Background 14.2 B 20.7 C Eastbound Approach 24.8 C 34.1 C Westbound Left 2.2 A 10.4 A Westbound Through 4.2 A 5.5 B Northbound Left 48.7 D 57.4 E Northbound Right 50.3 D 65.1 E 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 26 AM Peak Hour PM Peak Hour Delay LOS Delay LOS Southbound Right 48.3 D 53.8 D 2028 Background Plus Project 16.0 B 25.9 C Eastbound Approach 29.0 C 45.9 D Westbound Left 3.9 A 4.8 C Westbound Through 3.8 A 24.7 A Northbound Left 48.7 D 57.4 E Northbound Right 50.6 D 65.1 E Southbound Right 48.3 D 53.8 D 2045 Background 17.0 B 49.5 D Eastbound Approach 29.0 C 89.2 F Westbound Left 19.0 B 73.4 E Westbound Through 5.2 A 11.6 B Northbound Left 48.8 D 55.1 E Northbound Right 50.6 D 84.0 F Southbound Right 48.3 D 52.0 D 2045 Background Plus Project# 19.8 B 38.6 D Eastbound Approach 34.7 C 72.8 E Westbound Left 31.4 C 62.0 E Westbound Through 4.8 A 8.4 A Northbound Left 48.8 D 55.1 E Northbound Right 50.6 D 17.0 B Southbound Right 48.3 1 D 1 52.0 1 D #Optimized signal timings for the PM Peak Hour Drake Road and McClelland Drive (#2) The signalized intersection of Drake Road and McClelland Drive (#2) operates with protected- permitted left turn phasing on the westbound approach. The signal operates as a couplet with the Drake Road and Redwing Road/Bay Road (#1) intersection to the west. The intersection currently operates acceptably at LOS B during both peak hours under existing conditions. With project traffic, the intersection is expected to operate at an acceptable level of service during the peak hours throughout the 2045 horizon. The signal timings were adjusted with improvements to the Drake Road and Redwing Road/Bay Road (#1) intersection for the 2045 Background Plus Project condition PM peak hour. Table 4 provides the results of the LOS analysis conducted at this intersection. 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 27 NF Table 4- Drake Road & McClelland Drive LOS Results AM Peak Hour PM Peak Hour Delay LOS Delay LOS Scenario-JA ILSec/veh)k (sec/veh) 9L- 2024 Existing 10.2 B 12.5 B Eastbound Approach 3.8 A 6.5 A Westbound Left 11.9 B 13.6 B Westbound Through 12.6 B 12.6 B Northbound Left 41.1 D 41.7 D Northbound Through 38.0 D 36.8 D Northbound Right 38.1 D 37.2 D Southbound Through 38.1 D 36.9 D 2028 Background 11.3 B 14.6 B Eastbound Approach 5.1 A 8.4 A Westbound Left 13.4 B 22.9 C Westbound Through 13.7 B 15.3 B Northbound Left 39.8 D 40.7 D Northbound Through 36.8 D 35.8 D Northbound Right 37.0 D 36.3 D Southbound Through 36.8 D 35.9 D 2028 Background Plus Project 13.5 B 19.7 B Eastbound Approach 6.1 A 19.1 B Westbound Left 15.9 B 24.9 C Westbound Through 15.8 B 15.8 B Northbound Left 39.5 D 37.4 D Northbound Through 33.6 C 31.4 C Northbound Right 33.9 C 32.1 C Southbound Through 33.6 C 31.5 C 2045 Background 12.6 B 43.6 D Eastbound Approach 6.3 A 60.8 E Westbound Left 15.9 B 37.7 D Westbound Through 15.5 B 28.3 C Northbound Left 38.3 D 39.2 D Northbound Through 35.2 D 33.7 C Northbound Right 35.5 D 34.4 C Southbound Through 35.3 D 33.8 C 2045 Background Plus Project# 14.8 B 33.6 C Eastbound Approach 7.8 A 43.0 D Westbound Left 18.5 B 37.1 D Westbound Through 17.5 B 21.6 C Northbound Left 37.9 D 47.0 D Northbound Through 32.4 C 35.1 D Northbound Right 32.8 C 35.9 D Southbound Through 1 32.5 1 C 1 35.3 1 D #Optimized signal timing and parameters for the PM Peak Hour 096315014 Ki m I ey>>> H o r n SWC Drake & College Page 28 Nr Drake Road and College Avenue (#3) The signalized intersection of Drake Road and College Avenue (#3) currently operates at an overall LOS D during both peak hours while the southbound through movement is experiencing long vehicle delays during the afternoon peak hour. For the 2028 Background conditions (without project), it is expected to continue operating at LOS D during both peak hours, with the southbound through movement still failing in the PM peak hour. With project traffic and optimized signal timings, all intersection movements are projected to operate at an acceptable LOS during the peak hours. However, for the 2045 Background conditions (without project), the intersection is anticipated to fail during the PM peak hour, with southbound left and southbound through movements failing. Under the 2045 Background Plus Project conditions with optimized signal timings, the intersection is expected to operate at an acceptable LOS D during the AM peak hour, with no failing movements while it is expected to operate with overall LOS E during the PM peak hour. This analysis identifies the eastbound left turn and southbound through movements as the critical movements impacting the overall delay. As identified in the King Soopers #146 Traffic Impact Study, implementing protective overlap right turn phasing (right-arrow) on each approach would lower vehicle delays, but would still operate with LOS E during the afternoon peak hour. The City and CDOT should continue to monitor traffic conditions in the future to determine if and when potential improvements are needed, although the intersection is believed to be built to its full capacity today.Table 5 provides the results of the LOS analysis conducted at this intersection. Table 5- Drake Road & College Avenue LOS Results AM Peak Hour PM Peak Hour Delay LOS Delay LOS 2024 Existing 35.2 D 43.2 D Eastbound Left 37.9 D 38.8 D Eastbound Through 39.8 D 38.8 D Eastbound Right 19.3 B 38.5 D Westbound Left 35.5 D 39.0 D Westbound Through 55.1 E 55.4 E Westbound Right 47.0 D 20.3 C Northbound Left 57.8 E 35.0 D Northbound Through 28.3 C 8.3 A Northbound Right 10.3 B 7.0 A Southbound Left 50.5 D 61.3 E Southbound Through 24.4 C 76.9 F Southbound Right 23.8 C 32.7 C 2028 Background 36.7 D 53.6 D Eastbound Left 40.3 D 43.2 D Eastbound Through 39.2 D 37.6 D Eastbound Right 19.4 B 37.4 D 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 29 NF AM Peak Hour PM Peak Hour Delay LOS Delay LOS Westbound Left 34.8 C 37.4 D Westbound Through 57.8 E 56.1 E Westbound Right 47.4 D 20.9 C Northbound Left 59.8 E 39.8 D Northbound Through 28.8 C 12.4 B Northbound Right 10.3 B 9.6 A Southbound Left 52.6 D 70.7 E Southbound Through 26.5 C 106.2 F Southbound Right 25.6 C 34.4 C 2028 Background Plus Project# 39.5 D 41.1 D Eastbound Left 78.8 E 68.1 E Eastbound Through 38.8 D 28.7 C Eastbound Right 19.2 B 27.5 C Westbound Left 50.4 D 48.4 D Westbound Through 57.2 E 58.4 E Westbound Right 50.2 D 26.5 C Northbound Left 59.1 E 71.9 E Northbound Through 28.3 C 12.3 B Northbound Right 9.3 A 9.7 A Southbound Left 54.1 D 68.6 E Southbound Through 27.4 C 55.8 E Southbound Right 25.7 C 21.0 C 2045 Background 40.4 D 81.9 F Eastbound Left 47.3 D 65.3 E Eastbound Through 39.3 D 53.9 D Eastbound Right 19.6 B 53.7 D Westbound Left 37.0 D 44.6 D Westbound Through 72.8 E 48.9 D Westbound Right 50.7 D 17.7 B Northbound Left 60.9 E 51.1 D Northbound Through 30.0 C 19.5 B Northbound Right 10.0 B 11.7 B Southbound Left 55.3 E 90.8 F Southbound Through 28.8 C 184.8 F Southbound Right 27.8 C 50.8 D 2045 Background Plus Project# 42.8 D 78.7 E Eastbound Left 75.6 E 88.2 F Eastbound Through 39.6 D 46.9 D Eastbound Right 19.5 B 37.9 D Westbound Left 46.2 D 67.5 E Westbound Through 69.9 E 73.1 E Westbound Right 53.6 D 23.9 C Northbound Left 60.3 E 67.6 E Northbound Through 31.3 C 23.8 C Northbound Right 9.5 A 12.7 B Southbound Left 56.4 E 63.2 E Southbound Through 31.1 C 155.9 F Southbound Right 29.0 1 C 1 20.3 1 C #Optimizing Splits for AM and PM peak hour 096315014 Ki m I ey>>> H o r n SWC Drake & College Page 30 Nr Thunderbird Drive and McClelland Drive (#4) The unsignalized `T'-intersection of Thunderbird Drive and McClelland Drive (#4) operates with stop control on the westbound Thunderbird Drive approach. The intersection movements currently operate acceptably at LOS B or better during both peak hours. With project traffic, all movements are anticipated to continue operating at an acceptable level of service through the 2045 horizon. Therefore, no improvements or modifications are anticipated to be needed at this intersection based on the addition of project traffic and this operational level of service analysis. Table 6 provides the results of the LOS analysis conducted at this intersection. Table 6—Thunderbird Drive & McClelland Drive LOS Results AM Peak Hour PM Peak Hour Delay LOS Delay LOS 2024 Existing Westbound Approach 9.5 A 10.6 B Southbound Left 7.6 A 7.8 A 2028 Background Westbound Approach 9.6 A 10.9 B Southbound Left 7.6 A 7.8 A 2028 Background Plus Project Westbound Approach 9.8 A 11.1 B Southbound Left 7.6 A 7.8 A 2045 Background Westbound Approach 9.7 A 11.7 B Southbound Left 7.6 A 7.9 A 2045 Background Plus Project Westbound Approach 9.8 A 11.9 B Southbound Left 7.6 A 7.9 A 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 31 NV Thunderbird Drive and College Avenue (#5) The unsignalized intersection of Thunderbird Drive and College Avenue (#5) operates with stop control on the Thunderbird Drive eastbound and westbound approach. This intersection is currently restricted to three-quarter turning movements on the minor Thunderbird Drive legs with eastbound and westbound left turn movements currently prohibited. The intersection movements operate acceptably at LOS B or better during both peak hours. With project traffic, all movements are anticipated to continue operating at an acceptable level of service throughout the 2045 horizon. Therefore, no improvements or modifications are anticipated to be needed at this intersection based on the addition of project traffic and this operational level of service analysis. Table 7 provides the results of the LOS analysis conducted at this intersection. Table 7-Thunderbird Drive & College Avenue LOS Results AM Peak Hour PM Peak Hour Delay LOS Delay LOS 2024 Existing Eastbound Right 9.7 A 11.2 B Westbound Right 10.6 B 11.0 B Northbound Left 11.2 B 16.8 C Southbound Left 13.4 B 14.3 B 2028 Background Eastbound Right 9.8 A 11.4 B Westbound Right 10.8 B 11.3 B Northbound Left 11.3 B 18.9 C Southbound Left 13.9 B 14.9 B 2028 Background Plus Project Eastbound Right 10.0 B 11.7 B Westbound Right 10.6 B 11.1 B Northbound Left 12.7 B 25.1 D Southbound Left 13.7 B 14.8 B 2045 Background Eastbound Right 10.0 B 12.1 B Westbound Right 11.4 B 12.1 B Northbound Left 12.3 B 26.4 D Southbound Left 16.6 C 18.4 C 2045 Background Plus Project Eastbound Right 10.2 B 12.5 B Westbound Right 11.2 B 11.9 B Northbound Left 14.2 B 44.8 A Southbound Left 16.2 C 18.2 C 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 32 NV Project Accesses With completion of the project, a right-in/right-out (RIRO) access is proposed along Drake Road, McClelland Drive, and College Avenue (US-287)while a full movement access is proposed along Thunderbird Drive. The access along both Drake Road and College Avenue (US-287) are existing. Of note, the existing full movement access along Drake Road will be converted to three- quarter turning movements on the north leg of the access while the south leg will be converted to right-in/right-out movements. The four project accesses are all recommended to operate under stop-control with R1-1 "STOP" signs posted on the exiting approaches of each driveway. In addition, a R3-2 "No Left Turn" sign is recommended to be installed underneath the STOP signs at each of the three proposed right-in/right-out accesses. A R3-2 "No Left Turn" sign could also be placed on the southeast corner of the McClelland Drive Access, facing southbound drivers to reinforce prohibited entering left turn movements. A proposed raised median reconfiguration along Drake Road, and the existing raised median along College Avenue (US-287) will restrict these accesses to right turning movements. Table 8 provides the results of the level of service for the project accesses. As shown in the table, the project access intersections are anticipated to have all movements operating with acceptable LOS B or better during the peak hours in both the buildout year 2028 and the 2045 long-term horizons. Table 8 - Project Access Level of Service Results 2028 Total 2045 Total AM Peak PM Peak AM Peak PM Peak Intersection Hour Hour Hour Hour Delay Delay Delay Delay • • • • Drake Road Access (#6) (South Leg RIRO/ North Leg %) Eastbound Left 9.3 A 9.7 A 9.9 A 10.4 B Northbound Right 10.0 A 10.4 B 10.4 B 10.8 B Southbound Right 9.4 A 9.6 A 9.7 A 9.9 A McClelland Drive RIRO Access(#7) Westbound Right 9.3 A 10.2 B 9.5 A 10.6 B College Avenue RIRO Access (#8) Eastbound Right 10.1 B 11.1 B 10.2 B 11.6 B Thunderbird Drive Access (#9) Eastbound Left 7.5 A 7.5 A 7.5 A 7.5 A Westbound Left 7.3 A 7.5 A 7.3 A 7.5 A Northbound Approach 8.8 A 10.3 B 8.9 A 10.7 B Southbound Approach 9.2 A 10.1 B 9.3 A 10.4 B 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 33 Nr 5.3 Vehicle Queuing Analysis A vehicle queuing analysis was conducted for the study area intersections. The queuing analysis was performed using Synchro presenting the results of the 95th percentile queue lengths. Results are shown in the following Table 9 with calculations provided within the level of service operational sheets of Appendix F for unsignalized intersections and Appendix G for signalized intersections. Table 9 —Turn Lane Queuing Analysis Results Existing 2028 045 Turn Lane Calculated 2028 Calculated 2045 Length Queue . • Queue Recommended Intersection Turn Lane (feet) (feet) Length (feet) (feet) Length (feet) Drake Rd & Redwing Rd/Bay Rd (#1) Westbound Left 551C 25' 551C 25' 551C Northbound Left 80' 25' 80' 75' 80' Drake Rd & McClelland Dr(#2) Westbound Left 110' 50' 110' 50' 110' Northbound Left C 225' C 300' C Northbound Right 160' 50' 160' 75' 160' Drake Rd &College Ave (#3) Eastbound Left 190' 350' 190' 375' 190' Eastbound Right 190' 75' 190' 50' 190' Westbound Left 215' 200' 215' 325' 215' Westbound Right 200' 100' 200' 125' 200' Northbound Left 200'DL 275' 200'DL 275' 200'DL Northbound Right 200' 75' 200' 75' 200' Southbound Left 175'DL 225' 175'DL 225' 175'DL Southbound Right 175' 200' 175' 300' 175' Thunderbird Dr&College Ave (#5) Northbound Left 140' 50' 140' 75' 140' Southbound Left 105' 25' 105' 25' 105' Drake Road Access (#6) (South Leg RIRO/ North Leg '/4) Eastbound Left 60' 25' 60' 25' 60' Westbound Right 1 50' 1 25' 1 50' 1 250' 1 50' C = Continuous Lane; DL= Dual Left Turn Lanes; Red Text=Turn Lane Constraint The vehicle queues are all anticipated to remain within the existing or recommended turn lane lengths through 2045 with exception of several turning movements at the Drake Road and College Avenue intersection. The turn lane length deficiencies are summarized below: • Eastbound left queue at the intersection of Drake Road and College Avenue (US-287) (#3). The single eastbound left is currently striped for 190 feet of storage. The eastbound left turn lane cannot be extended due to the proximity to the existing Drake Road RIRO Access (#6)to the west. 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 34 NV • Northbound left queue at the intersection of Drake Road and College Avenue (US-287) (#3). These dual northbound left turn lanes cannot be extended due to the constraint of the adjacent intersection of Thunderbird Drive and College Avenue (US-287) (#5) with back-to-back left turns. Of note, project traffic does not contribute to this movement or deficiency. • Southbound left queue at the intersection Drake Road and College Avenue (US-287) (#3). These dual southbound left turn lanes cannot be extended due to the constraint of the adjacent intersection of King Soopers Access and College Avenue (US-287)with back-to- back left turns. Of note, project traffic does not contribute to this movement or deficiency. • Southbound right queue at the intersection of Drake Road and College Avenue (US-287) (#3). This is not being extended with the King Soopers development on the west side of College Avenue. The City can consider extending the southbound right turn lane if desired. It should be noted that project traffic does not contribute to this movement. • Westbound left queue at the intersection of Drake Road and College Avenue (US-287) (#3). The single westbound left turn lane cannot be extended due to the constraint of the adjacent intersection of Drake Road and Harvard Street with back-to-back left turns. 5.4 CDOT Turn Bay Length Analysis The threshold for requiring an access permit along Colorado Department of Transportation (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 all legs of the Drake Road and US-287 intersection is not anticipated to increase existing access traffic volumes by more than 20 percent, with the maximum expected increase at 1.7 percent during the afternoon peak hour on the north leg. Therefore, a CDOT access permit is not anticipated to be required at the Drake Road and US-287 intersection. However, project traffic is expected to increase existing traffic volumes by more than 20 percent on the west leg of Thunderbird Drive at the intersection with US-287; therefore, a CDOT access permit is expected to be needed at this location as development occurs. A CDOT access permit will also be required for the existing access to remain along US-287. Lastly, CDOT access removal permit will also be required for the existing access to be removed along US-287. 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 35 NV Auxiliary turn lanes along CDOT controlled highways are to be implemented based on volume threshold requirements set forth in the State Highway Access Code. Further, turn lane lengths should be designed based on the State Highway Access Code. College Avenue (US-287) is categorized as a Non-Rural Arterial (NR-B)with three through lanes in each direction and a posted speed limit of 40 mile per hour adjacent to the site. According to the State Highway Access Code for category Non-Rural Arterial (NR-B) roadway, the turn lane warrants are as follows: • A left turn lane with storage length plus taper is required for any access with a projected peak hour left ingress turning volume greater than 25 vehicles per hour. • Right turn auxiliary turn lanes are generally not required when three through lanes are provided in each direction. Based on the traffic volume projections and the above thresholds, auxiliary turn lane requirements at the access intersections along College Avenue (US-287) are as follows: Thunderbird Drive and College Avenue (US-287) (#5) • A northbound left turn lane does exist and is warranted based on the 2028 Background Plus Project traffic volume being 109 vehicles during the peak hour and the threshold being 25 vph. The existing turn lane provides 140 feet in length with an approximate 160- foot taper with the storage requirement being 125 feet plus a 145-foot taper by the 2045 horizon. Therefore, it is believed this turn lane and taper length is sufficient and meets CDOT standards through the 2045 horizon in its current configuration. • A southbound right turn lane does not exist and is not warranted based on the existing three through lanes. College Avenue RIRO Access (#8) • A southbound right turn lane does not exist and is not warranted based on the existing three through lanes. 5.5 LCUASS Turn Bay Length Analysis Auxiliary lanes along City of Fort Collins controlled roadways are to be implemented based on volume threshold requirements set forth in the Larimer County Urban Area Street Standards (LCUASS). Furthermore, turn lane lengths should be designed based on the LCUASS. Drake Road is a 4-lane roadway with a speed limit of 35 mph adjacent to the site. Based on the traffic 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 36 Nr volume projections and the above thresholds, auxiliary turn lane requirements at the project access intersections along Drake Road are as follows: Drake Road RIRO Access (#6) • An eastbound right turn lane is warranted at the access along Drake Road, and it is recommended to provide a length of 100 feet plus a 140-foot taper. 5.6 Bicycle, Pedestrian, and Transit Access Sidewalks are currently provided on both sides of Drake Road, College Avenue (US-287), and Redwing Road. Mason Trail provides a multi-use path pathway on the east side of Redwing Road/Bay Road. Thunderbird Drive provides sidewalk on both sides of the roadway except for an approximate 300-foot stretch of the northside of the roadway along the project frontage. It is anticipated that with the completion of the SWC Drake and College project that sidewalk be installed in this segment. Bicycle lanes are currently provided along both sides of Drake Road, College Avenue (US-287), and McClelland Drive. Sidewalks and bike lanes in the site vicinity provide a continuous system for access to commercial, retail, and restaurant land uses in the site vicinity. The TRANSFORT MAX Bus Rapid Transit and Flex — Boulder Express lines run northbound / southbound along McClelland Drive and Max Guideway with a stop at the intersection of Drake Road and McClelland Drive in the site vicinity. The MAX Bus Rapid Transit line runs from the Downtown Transit Center to South Transit Center from 5:20 AM to 10:20 PM during weekdays and Saturdays. The Flex — Boulder Express line runs from the Downtown Transit Center to the University of Colorado Boulder from 5:40 AM to 9:00 PM during weekdays and Saturdays. This transit line will provide transit opportunities for the SWC Drake and College Development. The TRANSFORT number 7 bus line runs eastbound and westbound along Drake Road with a stop on both sides of Drake Road in the site vicinity. The bus line runs from the Colorado State University Transit Center to Timberline Road from 6:40 AM to 8:35 PM during weekdays and Saturdays. This transit line will provide transit opportunities for the SWC Drake and College Development. 096315014 Ki m l ey>>>H o r n SWC Drake & College Page 37 Nr 5.7 Improvement Summary Based on the results of the intersection operational and vehicle queuing analysis, the key intersection recommended improvements and control are shown in Figure 13. 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 38 1 2 6 3 ►— 50' 205' NORTH � 110' NT5 096315014 C 110' 215' • • � STOP � � ------ � f r 60'--� �- 0 190'_J �1 III 0 o U o 100' 190' o0 0 o n 0 ccNN O co� �p NN N DRAKE RD & REDWING RD/BAY RD DRAKE RD & MCCLELLAND DR DRAKE RD & ACCESS DRIVE DRAKE RD & COLLEGE AVE 7 ® 8 ar t 3 m S1-1L fff 1 2 6 3 DRAKE ROAD ACCESS DR & MCCLELLAND DR ACCESS DR & COLLEGE AVE 8 4 ® 9 5 T I. In v. O ` < + & 4 9 5 z THUNDERBIRD DRIVE aUJ I W O- Z p "o� - Z — a UNDERBIRD DR & MCCLELLAND DR THUNDERBIRD DR & ACCESS DR THUNDERBIRD DR & COLLEGE AVE LEGEND � U XO Study Area Key Intersection OProject Access Intersection FIGURE 13 Signalized Intersection S WC DRAKE COLLEGE S70P Stop Controlled Approach FORT COLLINS, COLORADO - Improvement RECOMMENDED GEOMETRY AND CONTROL �100' Turn Lane Length (feet) Kimley*Horn Nr 6.0 CONCLUSIONS AND RECOMMENDATIONS Based on the analysis presented in this report, Kimley-Horn believes SWC Drake and College will be successfully incorporated into the existing and future roadway network. Analysis of the existing street network, the proposed project development, and expected traffic volumes resulted in the following conclusions and recommendations: • An eastbound right turn lane is warranted at the access along Drake Road, and it is recommended to provide a length of 100 feet plus a 140-foot taper. There is sufficient distance to the upstream Drake Road and McClelland Drive (#2) intersection to incorporate this right turn lane. The storage and taper are compliant to Larimer County Urban Area Street Standards. • The Drake Road RIRO Access, College Avenue (US-287) RIRO Access, McClelland Drive RIRO Access, and Thunderbird Drive Access are all recommended to operate under stop- control with R1-1 "STOP" signs posted on the exiting approaches of each driveway. In addition, a R3-2 "No Left Turn" sign is recommended to be installed underneath the STOP signs at each of the three proposed right-in/right-out accesses. A R3-2 "No Left Turn" sign could also be placed on the southeast corner of the McClelland Drive Access, facing southbound drivers to reinforce prohibited entering left turn movements. A proposed raised median reconfiguration along Drake Road, and the existing raised median along College Avenue (US-287) will restrict these accesses to right turning movements. • A CDOT access permit is expected to be needed for the west leg of Thunderbird Drive at the intersection with US-287 as development occurs.A CDOT access permit will also be required for the existing project access to remain along US-287. Lastly, CDOT access removal permit will also be required for the existing access to be removed along US-287. • Any onsite or offsite improvements should be incorporated into the Civil Drawings and conform to standards of the City of Fort Collins and the Manual on Uniform Traffic Control Devices (MUTCD) — 11th Edition, 2023. 096315014 Ki m l ey>>>H o r n SWC Drake & College Page 40 Kim l ey>>>H o r n Page 41 S WC Drake & College NV APPENDICES 096315014 Ki m l ey>>>H o r n SWC Drake and College '1W APPENDIX A Base Assumptions Form Conceptual Site Plan Kimley>>> Horn SWC Drake�d Co5ege4 Attachement A Transportation Impact Study Base Assumptions Project Information Project Name SWC Drake&College Redevelopment Project Location SWC Drake Road &College Avenue (US-287) TIS Assumptions Type of Study Full: X Intermediate: Study Area Bounderies North: Drake Road South: Thunderbird Drive East: US-287 (College Ave) West: Bay Road Study Years Short Range: 2028 Long Range: 2045 Future Traffic Growth Rate 1.00% (0.79%-0.87%CDOT 20 Year Factor US-287) Study Intersections 1. All access drives 5.Thunderbird Dr& McClelland Dr 2. Drake Rd & Bay Rd/Redwing 6.Thunderbird Dr& US-287 (College A 3. Drake Rd & McClelland Dr 7 4. Drake Rd & US-287 (College Av(8 Time Period for Study AM: 7:00-9:00 PM: 4:00-6:00 Sat: N/A Trip Generation Rates SEE ATTACHED ITE CALCULATION SHEETS Trip Adjustment Factors Passby: ITE Methodology Captive Market: ITE Methodology Overall Trip Distribution SEE TRAFFIC STUDY FIGURE Mode Split Assumptions N/A- ITE Trip Generation all Vehicles Committed Roadway Improvements Other Traffic Studies King Soopers#146 Traffic Impact Study Areas Requiring Special Study Date: 11/14/2024 Traffic Engineer: Jeffrey R. Planck Local Entity Engineering: all lit - - - - X4loop / a . - s r i- •1 ' R-R I I 1 '°4 III � nib• � y � ' � •• - I I t U01. _ ' ph R- jr JOP � i- • I I - U i ! R.� ` _ 4 r —4- I � � I .� � 1 \ 1 7 •• � I yam- �- - � , - I .- � � - _I �, III I �. . "# -- •� � � , all 40 '• M t - A ' _ zAr ou R R- -R Rom+-- __ .1; ,f ,f• , - : R R R �•_ R--R aim 4 . .1 d 0 i4�'. y- r 4'k 110•�' - j i_ j I - - I .r n _ n n n _ _ 1 i « _ j 251 '� .+. 200'APPROACH I -- --- J t I III ILL PORTILLO'S RESTAURANT Footprint = ±6 250 s.f. I, I 65'APPRO H I Patio = ±500 s.f. '18 SPACES � - p 4 _ ef� I I • -- - J I I I 'I :�• + - I I - _ 9 SPACES - m' - I I I � - 1.5 ACRE LOT - i I ' .lc 1.5 ACRE SITE � j I _� � _ !• __ - `�ys =y� - 25 SPACES r ._ �{ Fill ---------------- !NW11 Cal III n L ,.i ■tom• s jr ri 1� r INTERIOR 1.16ACRE SITE `_ .' .I • +'•Iri � I ' 459600SF MF PAD ��� - - 2.79 AC LOT r t i Will ------------- 0 1 3 _ all • r cn A _ _ r �► s - � 1 1- , �' a.I . •`jr•T_�. O In it �•►.•. , W h t Z C } ' 1042 21 U - - oo !--RT R e R Ar_ NMI �c F • 1229 6325 3 "� w - > y � - ——- - � - ' — - - . _ "� ram • + _�+� ��' i%L Horrocks . OWNER CITY: WARNING 0 40 80 PROPOSED DRAKE AND COLLEGE IMPROVEMENTS 5670 Greenwood Plaza Blvd . Ste 100W Greenwood Village, 180111 IF THIS BAR DOES NOT MEASURE 2" THEN DRAWING (303) 967-0353 IS NOT TO SCALE www.horrocks com NV APPENDIX 6 Intersection Count Sheets 096315014 Ki m l ey>>>H o r n SWC Drake and College www.idaxdata.com Bay Rd Drake Rd WWI Date: 10/2/2024 N Peak Hour Count Period: 7:00 AM to 9:00 AM Peak Hour: 7:30 AM to 8:30 AM I �-'i • 0¢0 T m 1n O O O O O UDrake Rd J 1 �► 0= L 14 7 000...>L: 97� 0 TEV: 1,923 1— 960 � . 0 J o L 0 870 PHF:0.8662 49 � 1 � i�w " � 2 872 0 8$8g O O 1 -1 - 3 v 0 A 2 Drake Rdn n t (4 ~1 T ffF 0 0 o n o 0 0 c -1 F 3o HV% PHF oA F° r')Un mFEB 1% 0.92 its N WB 3% 0.83 NB 0% 0.92 SB 0% 0.50 TOTAL 2% 0.87 Peak Hour Count Summaries Peak Hour Drake Rd Drake Rd Redwing Rd Bay Rd Rolling Interval 15-min Hour Start Eastbound Westbound Northbound Southbound Total Total UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:30 AM 0 0 226 1 0 4 207 0 0 1 0 4 0 1 0 2 446 0 7:45 AM 0 0 238 0 0 19 281 9 0 1 0 5 0 0 0 2 555 0 8:00 AM 0 0 219 1 0 16 241 3 0 3 0 2 0 0 0 0 485 0 8:15 AM 0 0 187 0 0 10 231 2 1 0 0 0 6 0 0 0 1 1 437 1,923 All 0 0 870 2 0 49 960 14 0 5 0 17 0 1 0 5 1,923 Pk Hi HV 0 0 9 0 0 1 26 1 0 0 0 0 0 0 0 0 37 HV% - - 1% 0% - 2% 3% 7% - 0% - 0% - 0% - 0% 2% Note:For complete count summary(all intervals),see following pages. **Heavy Vehicle Classifications include FHWA Classes 4-13. *Count Summaries include heavy vehicles,but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total E W N S Total 7:30 AM 0 6 0 0 6 0 0 0 0 0 14 1 1 1 17 7:45 AM 3 7 0 0 10 0 1 0 0 1 26 1 0 0 27 8:00 AM 3 4 0 0 7 1 0 0 0 1 9 0 3 0 12 8:15AM 1 3 11 0 0 14 1 1 1 0 0 2 18 0 3 2 23 Peak Hour 1 9 28 0 0 37 2 2 0 0 4 67 2 7 3 79 TJ Wethington (720)646-1008 tj.wethington@idaxdata.com www.idaxdata.com Count Summaries -All Vehicles Drake Rd Drake Rd Redwing Rd Bay Rd Rolling Interval 15-min Start Eastbound Westbound Northbound Southbound Total HourTotal UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 0 134 0 0 1 129 1 0 0 0 2 0 0 0 3 270 0 7:15 AM 0 0 177 1 0 4 166 4 0 0 0 2 0 0 0 3 357 0 7:30 AM 0 0 226 1 0 4 207 0 0 1 0 4 0 1 0 2 446 0 7:45 AM 0 0 238 0 0 19 281 9 0 1 0 5 0 0 0 2 555 1,628 8:00 AM 0 0 219 1 0 16 241 3 0 3 0 2 0 0 0 0 485 1,843 8:15 AM 0 0 187 0 0 10 231 2 0 0 0 6 0 0 0 1 437 1,923 8:30 AM 0 1 189 2 0 11 198 4 0 4 0 4 0 0 0 6 419 1,896 8:45 AM 0 0 212 1 0 28 227 1 0 2 0 7 0 0 0 2 480 1,821 Count Total 0 1 1,582 6 0 93 1,680 24 0 11 0 32 0 1 0 19 3,449 All 0 0 870 2 0 49 960 14 0 5 0 17 0 1 0 5 1,923 Pk Hr HV 0 0 9 0 0 1 26 1 0 0 0 0 0 0 0 0 37 HV% - - 1% 0% - 2% 3% 7% - 0% - 0% - 0% - 0% 2% Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total E W N S Total 7:00 AM 3 2 0 0 5 0 0 0 0 0 9 0 0 0 9 7:15AM 5 5 0 0 10 1 0 0 0 1 4 0 3 0 7 7:30 AM 0 6 0 0 6 0 0 0 0 0 14 1 1 1 17 7:45 AM 3 7 0 0 10 0 1 0 0 1 26 1 0 0 27 8:00 AM 3 4 0 0 7 1 0 0 0 1 9 0 3 0 12 8:15 AM 3 11 0 0 14 1 1 0 0 2 18 0 3 2 23 8:30 AM 0 6 0 1 7 0 1 0 0 1 19 1 4 3 27 8:45 AM 8 8 0 1 17 0 1 0 0 1 15 0 1 0 16 Count Total 25 49 0 2 76 3 4 0 0 7 114 3 15 6 138 Peak Hour 9 28 0 0 37 2 2 0 0 4 67 2 7 3 79 TJ Wethington (720)646-1008 tj.wethington@idaxdata.com www.idaxdata.com Count Summaries - Heavy Vehicles Drake Rd Drake Rd Redwing Rd Bay Rd Rolling Interval 15-min Start Eastbound Westbound Northbound Southbound Total HourTotal UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 0 3 0 0 0 2 0 0 0 0 0 0 0 0 0 5 0 7:15AM 0 0 5 0 0 0 5 0 0 0 0 0 0 0 0 0 10 0 7:30 AM 0 0 0 0 0 0 6 0 0 0 0 0 0 0 0 0 6 0 7:45 AM 0 0 3 0 0 0 7 0 0 0 0 0 0 0 0 0 10 31 8:00 AM 0 0 3 0 0 1 3 0 0 0 0 0 0 0 0 0 7 33 8:15 AM 0 0 3 0 0 0 10 1 0 0 0 0 0 0 0 0 14 37 8:30 AM 0 0 0 0 0 0 5 1 0 0 0 0 0 0 0 1 7 38 8:45 AM 1 0 0 8 0 0 0 7 1 0 0 0 0 0 0 0 1 17 45 Count Total 0 0 25 0 0 1 45 3 0 0 0 0 0 0 0 2 76 Pk Hr Heavyl 0 0 9 0 0 1 26 1 0 0 0 0 0 0 0 0 37 Count Summaries - Bikes Interval Drake Rd Drake Rd Redwing Rd Bay Rd 15-min Rolling Start Eastbound Westbound Northbound Southbound Total Hour Total UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15AM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:45 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 2 8:00 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 3 8:15AM 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 2 4 8:30 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 5 8:45 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 5 Count Total 0 0 2 1 0 0 4 0 0 0 0 0 0 0 0 0 7 Pk Hr Bike 0 0 1 1 0 0 2 0 0 0 0 0 0 0 0 0 4 TJ Wethington (720)646-1008 tj.wethington@idaxdata.com www.idaxdata.com Bay Rd Drake Rd WWI Date: 10/2/2024 N Peak Hour Count Period: 4:00 PM to 6:00 PM Peak Hour: 4:15 PM to 5:15 PM 0¢0 m o 0 0 0 0 UDrake Rd J 1 �► 0= L 6 fl���oo 10 1 2< 0 TEV: 2,440 4— 1,209L: , 0 o c_ L 0 1 0> 1,046 PHF:0.9698 47 Q�Q 7~ w 0 c ~ 1ot li 4= 1 0 4 vr. Drake Rd n n t r <MEMO O o o rn 1 r M f� F PHF 0) EB H1% 095 0 LO �� WB 1% 0.94 N B 1% 0.66 SB 0% 0.55 TOTAL 1% 0.97 Peak Hour Count Summaries Peak Hour Drake Rd Drake Rd Redwing Rd Bay Rd Rolling Interval 15-min Hour Start Eastbound Westbound Northbound Southbound Total Total UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:15 PM 0 0 277 2 1 12 319 4 0 6 0 7 0 0 0 1 629 0 4:30 PM 0 0 254 3 0 11 307 1 0 6 0 22 0 0 0 2 606 0 4:45 PM 0 0 272 4 0 10 289 0 0 7 0 20 0 0 0 5 607 0 5:00 PM 0 0 243 2 0 14 294 1 1 0 11 0 30 0 1 0 2 598 2,440 All 0 0 1,046 11 1 47 1,209 6 0 30 0 79 0 1 0 10 2,440 Pk Hi HV 0 0 13 0 0 0 8 1 0 1 0 0 0 0 0 0 23 HV% - - 1% 0% 0% 0% 1% 17% - 3% - 0% - 0% - 0% 1% Note:For complete count summary(all intervals),see following pages. **Heavy Vehicle Classifications include FHWA Classes 4-13. *Count Summaries include heavy vehicles,but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total E W N S Total 4:15 PM 4 2 0 0 6 1 0 0 0 1 15 1 2 2 20 4:30 PM 2 1 0 0 3 2 2 0 0 4 10 0 3 0 13 4:45 PM 6 4 0 0 10 2 0 0 0 2 31 0 4 0 35 5:00 PM 1 1 2 1 0 4 1 2 1 0 0 3 31 1 1 2 35 Peak Hour 1 13 9 1 0 23 7 3 0 0 10 87 2 10 4 103 TJ Wethington (720)646-1008 tj.wethington@idaxdata.com www.idaxdata.com Count Summaries -All Vehicles Drake Rd Drake Rd Redwing Rd Bay Rd Rolling Interval 15-min Start Eastbound Westbound Northbound Southbound Total HourTotal UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 0 238 2 0 10 294 6 0 9 0 15 0 0 0 2 576 0 4:15 PM 0 0 277 2 1 12 319 4 0 6 0 7 0 0 0 1 629 0 4:30 PM 0 0 254 3 0 11 307 1 0 6 0 22 0 0 0 2 606 0 4:45 PM 0 0 272 4 0 10 289 0 0 7 0 20 0 0 0 5 607 2,418 5:00 PM 0 0 243 2 0 14 294 1 0 11 0 30 0 1 0 2 598 2,440 5:15 PM 0 0 272 1 0 8 319 0 0 6 0 7 0 0 0 2 615 2,426 5:30 PM 0 0 202 3 0 14 292 0 0 5 0 19 0 0 0 1 536 2,356 5:45 PM 0 0 223 4 0 9 299 1 0 5 0 16 0 0 0 0 557 2,306 Count Total 0 0 1,981 21 1 88 2,413 13 0 55 0 136 0 1 0 15 4,724 All 0 0 1,046 11 1 47 1,209 6 0 30 0 79 0 1 0 10 2,440 Pk Hr HV 0 0 13 0 0 0 8 1 0 1 0 0 0 0 0 0 23 HV% - - 1% 0% 0% 0% 1% 17% - 3% - 0% - 0% - 0% 1% Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total E W N S Total 4:00 PM 4 3 0 0 7 0 1 0 0 1 18 0 2 0 20 4:15 PM 4 2 0 0 6 1 0 0 0 1 15 1 2 2 20 4:30 PM 2 1 0 0 3 2 2 0 0 4 10 0 3 0 13 4:45 PM 6 4 0 0 10 2 0 0 0 2 31 0 4 0 35 5:00 PM 1 2 1 0 4 2 1 0 0 3 31 1 1 2 35 5:15 PM 3 1 0 0 4 4 2 0 0 6 35 1 4 0 40 5:30 PM 2 4 0 0 6 1 2 0 0 3 20 0 0 1 21 5:45 PM 1 2 1 0 4 0 1 0 0 1 21 2 5 0 28 Count Total 23 19 2 0 44 12 9 0 0 21 181 5 21 5 212 Peak Hour 13 9 1 0 23 7 3 0 0 10 87 2 10 4 103 TJ Wethington (720)646-1008 tj.wethington@idaxdata.com www.idaxdata.com Count Summaries - Heavy Vehicles Drake Rd Drake Rd Redwing Rd Bay Rd Rolling Interval 15-min Start Eastbound Westbound Northbound Southbound Total HourTotal UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 0 4 0 0 0 3 0 0 0 0 0 0 0 0 0 7 0 4:15PM 0 0 4 0 0 0 1 1 0 0 0 0 0 0 0 0 6 0 4:30 PM 0 0 2 0 0 0 1 0 0 0 0 0 0 0 0 0 3 0 4:45 PM 0 0 6 0 0 0 4 0 0 0 0 0 0 0 0 0 10 26 5:00 PM 0 0 1 0 0 0 2 0 0 1 0 0 0 0 0 0 4 23 5:15PM 0 0 3 0 0 0 1 0 0 0 0 0 0 0 0 0 4 21 5:30 PM 0 0 2 0 0 0 4 0 0 0 0 0 0 0 0 0 6 24 5:45 PM 1 0 0 1 0 0 0 2 0 0 0 0 1 0 0 0 0 4 18 Count Total 0 0 23 0 0 0 18 1 0 1 0 1 0 0 0 0 44 Pk Hr Heavyl 0 0 13 0 0 0 8 1 0 1 0 0 0 0 0 0 23 Count Summaries - Bikes Interval Drake Rd Drake Rd Redwing Rd Bay Rd 15-min Rolling Start Eastbound Westbound Northbound Southbound Total Hour Total UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 0 4:15PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 4:30 PM 0 0 2 0 0 0 2 0 0 0 0 0 0 0 0 0 4 0 4:45 PM 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 2 8 5:00 PM 0 0 2 0 0 1 0 0 0 0 0 0 0 0 0 0 3 10 5:15PM 0 0 4 0 0 0 2 0 0 0 0 0 0 0 0 0 6 15 5:30 PM 0 0 1 0 0 0 2 0 0 0 0 0 0 0 0 0 3 14 5:45 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 13 Count Total 0 0 12 0 0 1 8 0 0 0 0 0 0 0 0 0 21 Pk Hr Bike 0 0 7 0 0 1 2 0 0 0 0 0 0 0 0 0 10 TJ Wethington (720)646-1008 tj.wethington@idaxdata.com www.idaxdata.com McClelland Dr Drake Rd WWI Date: 10/2/2024 N Peak Hour Count Period: 7:00 AM to 9:00 AM Peak Hour: 7:30 AM to 8:30 AM 3 x CO O M O O O O O UDrake Rd 0 L 0 > 10 1,0� miI---iijj 0 TEV: 1,960 ~ 945 :� 95 * 0 J o c L 0 889 818 PHF:0.8596 14 Q�Q 2~ rn ~$j7 0 0 71 0 3 v Drake Rd n n i r o co a rn F r OCU HV% PHF EB 1% 0.90 010 0000�/ �� WB 3% 0.83 NB 4% 0.78 SB 100% 0.75 TOTAL 2% 0.86 Peak Hour Count Summaries Peak Hour Drake Rd Drake Rd McClelland Dr Max Guideway Rolling Interval 15-min Hour Start Eastbound Westbound Northbound Southbound Total Total UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:30 AM 0 0 209 20 0 2 188 0 0 11 1 6 0 0 1 0 438 0 7:45 AM 0 0 228 18 0 6 282 0 0 25 0 10 0 0 1 0 570 0 8:00 AM 0 0 205 18 0 4 250 0 0 18 2 13 0 0 0 0 510 0 8:15 AM 0 0 176 15 0 2 225 0 0 12 1 10 0 0 1 0 442 1,960 All 0 0 818 71 0 14 945 0 0 66 4 39 0 0 3 0 1,960 Pk Hi HV 0 0 9 0 0 0 27 0 0 0 3 1 0 0 3 0 43 HV% - - 1% 0% - 0% 3% - 0% 75% 3% 100% 2% Note:For complete count summary(all intervals),see following pages. **Heavy Vehicle Classifications include FHWA Classes 4-13. *Count Summaries include heavy vehicles,but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total E W N S Total 7:30 AM 0 6 2 1 9 0 0 0 0 0 3 0 0 2 5 7:45 AM 3 7 0 1 11 0 1 1 0 2 4 0 1 0 5 8:00 AM 3 4 1 0 8 1 0 0 0 1 0 0 5 0 5 8:15AM 1 3 10 1 1 15 1 1 0 1 0 2 2 0 4 1 7 Peak Hour 1 9 27 4 3 43 1 2 1 2 0 5 9 0 10 3 22 TJ Wethington (720)646-1008 tj.wethington@idaxdata.com www.idaxdata.com Count Summaries -All Vehicles Drake Rd Drake Rd McClelland Dr Max Guideway Rolling Interval 15-min Start Eastbound Westbound Northbound Southbound Total HourTotal UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 0 125 9 0 4 129 0 0 3 1 4 0 0 0 0 275 0 7:15 AM 0 0 165 11 0 6 161 0 0 13 1 1 0 0 1 0 359 0 7:30 AM 0 0 209 20 0 2 188 0 0 11 1 6 0 0 1 0 438 0 7:45 AM 0 0 228 18 0 6 282 0 0 25 0 10 0 0 1 0 570 1,642 8:00 AM 0 0 205 18 0 4 250 0 0 18 2 13 0 0 0 0 510 1,877 8:15 AM 0 0 176 15 0 2 225 0 0 12 1 10 0 0 1 0 442 1,960 8:30 AM 0 0 178 19 0 1 201 0 0 15 3 11 0 0 1 0 429 1,951 8:45 AM 0 0 191 31 0 8 240 0 0 22 0 10 0 0 1 0 503 1,884 Count Total 0 0 1,477 141 0 33 1,676 0 0 119 9 65 0 0 6 0 3,526 All 0 0 818 71 0 14 945 0 0 66 4 39 0 0 3 0 1,960 Pk Hr HV 0 0 9 0 0 0 27 0 0 0 3 1 0 0 3 0 43 HV% - - 1% 0% - 0% 3% - - 0% 75% 3% - - 100% - 2% Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total E W N S Total 7:00 AM 3 2 2 0 7 0 1 0 0 1 1 0 1 1 3 7:15AM 5 4 1 1 11 0 0 0 0 0 3 0 3 2 8 7:30 AM 0 6 2 1 9 0 0 0 0 0 3 0 0 2 5 7:45 AM 3 7 0 1 11 0 1 1 0 2 4 0 1 0 5 8:00 AM 3 4 1 0 8 1 0 0 0 1 0 0 5 0 5 8:15AM 3 10 1 1 15 1 0 1 0 2 2 0 4 1 7 8:30 AM 1 7 2 1 11 0 1 0 0 1 4 0 1 1 6 8:45 AM 7 8 1 1 17 0 0 1 0 1 1 0 1 0 2 Count Total 25 48 10 6 89 2 3 3 0 8 18 0 16 7 41 Peak Hour 9 27 4 3 43 2 1 2 0 5 9 0 10 3 22 TJ Wethington (720)646-1008 tj.wethington@idaxdata.com www.idaxdata.com Count Summaries - Heavy Vehicles Drake Rd Drake Rd McClelland Dr Max Guideway Rolling Interval 15-min Start Eastbound Westbound Northbound Southbound Total HourTotal UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 0 2 1 0 0 2 0 0 1 1 0 0 0 0 0 7 0 7:15AM 0 0 4 1 0 0 4 0 0 0 1 0 0 0 1 0 11 0 7:30 AM 0 0 0 0 0 0 6 0 0 0 1 1 0 0 1 0 9 0 7:45 AM 0 0 3 0 0 0 7 0 0 0 0 0 0 0 1 0 11 38 8:00 AM 0 0 3 0 0 0 4 0 0 0 1 0 0 0 0 0 8 39 8:15 AM 0 0 3 0 0 0 10 0 0 0 1 0 0 0 1 0 15 43 8:30 AM 0 0 1 0 0 0 7 0 0 0 2 0 0 0 1 0 11 45 8:45 AM 1 0 0 7 0 0 1 7 0 0 1 0 0 0 0 1 0 17 51 Count Total 0 0 23 2 0 1 47 0 0 2 7 1 0 0 6 0 89 Pk Hr Heavyl 0 0 9 0 0 0 27 0 0 0 3 1 0 0 3 0 43 Count Summaries - Bikes Interval Drake Rd Drake Rd McClelland Dr Max Guideway 15-min Rolling Start Eastbound Westbound Northbound Southbound Total Hour Total UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 0 7:15AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:45 AM 0 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 2 3 8:00 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 3 8:15AM 0 0 1 0 0 0 0 0 0 1 0 0 0 0 0 0 2 5 8:30 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 6 8:45 AM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 5 Count Total 0 0 2 0 0 0 2 1 0 2 1 0 0 0 0 0 8 Pk Hr Bike 0 0 2 0 0 0 1 0 0 1 1 0 0 0 0 0 5 TJ Wethington (720)646-1008 tj.wethington@idaxdata.com www.idaxdata.com McClelland Dr Drake Rd WWI Date: 10/2/2024 N Peak Hour Count Period: 4:00 PM to 6:00 PM Peak Hour: 4:30 PM to 5:30 PM 3CU x CO o m o 0 0 0 0 UDrake Rd J 1 IL. 0 L 0 fl���00...> 15 1, 61 2� 0 TEV: 2,540 1- 1,133 , 4 o c L 0 1 1> 1,012 PHF:0.9636 42 Q�Q 3, c ~0 112 1 1,111 5� 3 v � Drake Rd n n T �" _ �oo�o-_. r 0 0o 0 00 N 01 F NNHV% PHF EB 1% 0.97 010 C.0�/ �N WB 1% 0.93 NB 3% 0.82 SB 100% 0.75 TOTAL 1% 0.96 Peak Hour Count Summaries Peak Hour Drake Rd Drake Rd McClelland Dr Max Guideway Rolling Interval 15-min Hour Start Eastbound Westbound Northbound Southbound Total Total UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:30 PM 0 0 237 31 0 10 280 0 0 34 2 35 0 0 1 0 630 0 4:45 PM 0 0 257 32 0 5 271 0 0 33 2 14 0 0 2 0 616 0 5:00 PM 0 0 256 24 0 12 283 0 0 29 3 27 0 0 1 0 635 0 5:15 PM 0 0 262 25 1 15 299 0 0 32 1 22 0 0 2 0 659 2,540 All 0 0 1,012 112 1 42 1,133 0 0 128 8 98 0 0 6 0 2,540 Pk Hi HV 0 0 12 0 0 0 8 0 0 0 7 0 0 0 6 0 33 HV% - - 1% 0% 0% 0% 1% - 0% 88% 0% - 100% 1% Note:For complete count summary(all intervals),see following pages. **Heavy Vehicle Classifications include FHWA Classes 4-13. *Count Summaries include heavy vehicles,but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total E W N S Total 4:30 PM 2 1 2 1 6 2 1 2 0 5 1 0 2 1 4 4:45 PM 6 4 1 2 13 3 0 0 0 3 6 0 4 1 11 5:00 PM 1 2 3 1 7 3 0 1 0 4 3 0 5 1 9 5:15PM 1 3 1 1 2 7 1 4 2 1 0 7 5 0 4 0 9 Peak Hour 1 12 8 7 6 33 1 12 3 4 0 19 15 0 15 3 33 TJ Wethington (720)646-1008 tj.wethington@idaxdata.com www.idaxdata.com Count Summaries -All Vehicles Drake Rd Drake Rd McClelland Dr Max Guideway Rolling Interval 15-min Start Eastbound Westbound Northbound Southbound Total HourTotal UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 0 227 28 0 3 269 0 0 40 2 21 0 0 2 0 592 0 4:15 PM 0 0 255 23 0 9 290 0 0 40 1 27 0 0 2 0 647 0 4:30 PM 0 0 237 31 0 10 280 0 0 34 2 35 0 0 1 0 630 0 4:45 PM 0 0 257 32 0 5 271 0 0 33 2 14 0 0 2 0 616 2,485 5:00 PM 0 0 256 24 0 12 283 0 0 29 3 27 0 0 1 0 635 2,528 5:15 PM 0 0 262 25 1 15 299 0 0 32 1 22 0 0 2 0 659 2,540 5:30 PM 0 0 194 30 0 15 262 0 0 43 2 21 0 0 3 0 570 2,480 5:45 PM 0 0 223 22 0 17 270 0 0 41 0 19 0 0 2 0 594 2,458 Count Total 0 0 1,911 215 1 86 2,224 0 0 292 13 186 0 0 15 0 4,943 All 0 0 1,012 112 1 42 1,133 0 0 128 8 98 0 0 6 0 2,540 Pk Hr HV 0 0 12 0 0 0 8 0 0 0 7 0 0 0 6 0 33 HV% - - 1% 0% 0% 0% 1% - - 0% 88% 0% - - 100% - 1% Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total E W N S Total 4:00 PM 6 3 3 2 14 0 0 1 0 1 2 1 3 2 8 4:15PM 5 2 2 2 11 0 0 0 0 0 1 0 2 3 6 4:30 PM 2 1 2 1 6 2 1 2 0 5 1 0 2 1 4 4:45 PM 6 4 1 2 13 3 0 0 0 3 6 0 4 1 11 5:00 PM 1 2 3 1 7 3 0 1 0 4 3 0 5 1 9 5:15PM 3 1 1 2 7 4 2 1 0 7 5 0 4 0 9 5:30 PM 4 5 2 3 14 1 3 0 0 4 8 0 1 2 11 5:45 PM 2 1 0 2 5 0 0 1 0 1 2 0 1 1 4 Count Total 29 19 14 15 77 13 6 6 0 25 28 1 22 11 62 Peak Hour 12 8 7 6 33 12 3 4 0 19 15 0 15 3 33 TJ Wethington (720)646-1008 tj.wethington@idaxdata.com www.idaxdata.com Count Summaries - Heavy Vehicles Drake Rd Drake Rd McClelland Dr Max Guideway Rolling Interval 15-min Start Eastbound Westbound Northbound Southbound Total HourTotal UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 0 4 2 0 0 3 0 0 0 2 1 0 0 2 0 14 0 4:15PM 0 0 4 1 0 0 2 0 0 0 1 1 0 0 2 0 11 0 4:30 PM 0 0 2 0 0 0 1 0 0 0 2 0 0 0 1 0 6 0 4:45 PM 0 0 6 0 0 0 4 0 0 0 1 0 0 0 2 0 13 44 5:00 PM 0 0 1 0 0 0 2 0 0 0 3 0 0 0 1 0 7 37 5:15 PM 0 0 3 0 0 0 1 0 0 0 1 0 0 0 2 0 7 33 5:30 PM 0 0 2 2 0 0 5 0 0 0 2 0 0 0 3 0 14 41 5:45 PM 1 0 0 2 0 0 0 1 0 0 0 0 0 0 0 2 0 5 33 Count Total 0 0 24 5 0 0 19 0 0 0 12 2 0 0 15 0 77 Pk Hr Heavy 0 0 12 0 0 0 8 0 0 0 7 0 0 0 6 0 33 Count Summaries - Bikes Interval Drake Rd Drake Rd McClelland Dr Max Guideway 15-min Rolling Start Eastbound Westbound Northbound Southbound Total Hour Total UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 4:15PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 1 1 0 0 0 1 0 0 2 0 0 0 0 0 0 5 0 4:45 PM 0 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0 3 9 5:00 PM 0 1 1 1 0 0 0 0 0 0 1 0 0 0 0 0 4 12 5:15PM 0 0 0 4 0 0 2 0 0 0 1 0 0 0 0 0 7 19 5:30 PM 0 1 0 0 0 0 3 0 0 0 0 0 0 0 0 0 4 18 5:45 PM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 16 Count Total 0 5 3 5 0 0 6 0 0 4 2 0 0 0 0 0 25 Pk Hr Bike 0 4 3 5 0 0 3 0 0 2 2 0 0 0 0 0 19 TJ Wethington (720)646-1008 tj.wethington@idaxdata.com www.idaxdata.com College Ave Drake Rd ' Date: 10/8/2024 N Peak Hour Count Period: 7:00 AM to 9:00 AM Peak Hour: 7:45 AM to 8:45 AM ti o o c+? > • co I* O 00 O M U CO O N O O O 41 1 L U * Drake Rd 2 92� 155 TEV: 3,915 1--- 575 87 * 0 J L 0 PHF: 0.8578 111 A0 o `V ~ 0 v�� 75� 467 � � 637 127 � 0 � 2 U � Drake Rd m to CY) r.- F C. O oa) f7 HV% PHF ,ItoEB 2% 0.75 010 C N WB 4% 0.77 NB 2% 0.87 SB 2% 0.90 TOTAL 3% 0.86 Peak Hour Count Summaries Peak Hour Drake Rd Drake Rd College Ave College Ave Rolling Interval 15-min Hour Start Eastbound Westbound Northbound Southbound Total Total UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:45 AM 0 56 156 39 0 30 183 72 0 48 235 20 1 30 222 49 1,141 0 8:00 AM 1 35 123 26 0 30 168 49 0 35 282 26 0 26 196 51 1,048 0 8:15 AM 0 26 60 19 0 28 80 30 0 22 224 13 0 15 187 31 735 0 8:30 AM 0 38 128 43 0 23 144 41 0 57 220 18 1 22 199 57 991 3,915 All 1 155 467 127 0 111 575 192 0 162 961 77 2 93 804 188 3,915 Pk Hr HV 0 2 9 1 0 4 21 10 0 3 19 5 0 7 17 3 101 HV% 0% 1% 2% 1% - 4% 4% 5% - 2% 2% 6% 0% 8% 2% 2% 3% Note:For complete count summary(all intervals),see following pages. *Heavy Vehicle Classifications include FHWA Classes 4-13. Count Summaries include heavy vehicles,but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total E W N S Total 7:45 AM 4 11 9 3 27 0 2 0 0 2 0 0 1 1 2 8:00 AM 3 9 6 11 29 0 0 0 0 0 1 0 0 0 1 8:15AM 0 7 6 3 16 0 0 0 0 0 0 0 0 1 1 8:30 AM 5 8 6 10 29 0 0 0 0 0 1 0 1 0 2 Peak Hour 12 35 27 27 101 0 2 0 0 2 2 0 2 2 6 TJ Wethington (720) 646-1008 tj.wethington@idaxdata.com www.idaxdata.com Count Summaries - All Vehicles Interval Drake Rd Drake Rd College Ave College Ave 15-min Rolling Start Eastbound Westbound Northbound Southbound Total Hour Total UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 26 77 25 0 15 71 33 0 34 129 16 1 8 102 19 556 0 7:15 AM 0 34 118 19 0 24 125 33 0 35 129 16 0 14 158 37 742 0 7:30 AM 0 41 144 35 0 20 132 55 0 42 186 21 0 18 176 28 898 0 7:45 AM 0 56 156 39 0 30 183 72 0 48 235 20 1 30 222 49 1,141 3,337 8:00 AM 1 35 123 26 0 30 168 49 0 35 282 26 0 26 196 51 1,048 3,829 8:15 AM 0 26 60 19 0 28 80 30 0 22 224 13 0 15 187 31 735 3,822 8:30 AM 0 38 128 43 0 23 144 41 0 57 220 18 1 22 199 57 991 3,915 8:45 AM 0 55 157 56 0 30 163 52 0 38 209 24 2 32 221 54 1,093 3,867 Count Total 1 311 963 262 0 200 1,066 365 0 311 1,614 154 5 165 1,461 326 7,204 All 1 155 467 127 0 111 575 192 0 162 961 77 2 93 804 188 3,915 Pk Hr HV 0 2 9 1 0 4 21 10 0 3 19 5 0 7 17 3 101 HV% 0% 1% 2% 1% - 4% 4% 5% - 2% 2% 6% 0% 8% 2% 2% 3% Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total E W N S Total 7:00 AM 3 5 6 5 19 0 0 0 0 0 0 1 0 2 3 7:15 AM 5 5 3 7 20 0 2 0 0 2 0 1 0 0 1 7:30 AM 4 3 7 6 20 0 0 0 0 0 0 0 0 3 3 7:45 AM 4 11 9 3 27 0 2 0 0 2 0 0 1 1 2 8:00 AM 3 9 6 11 29 0 0 0 0 0 1 0 0 0 1 8:15AM 0 7 6 3 16 0 0 0 0 0 0 0 0 1 1 8:30 AM 5 8 6 10 29 0 0 0 0 0 1 0 1 0 2 8:45 AM 7 9 3 9 28 0 2 0 0 2 2 0 2 3 7 Count Total 31 57 46 54 188 0 6 0 0 6 4 2 4 10 20 Peak Hour 12 35 27 27 101 0 2 0 0 2 2 0 2 2 6 TJ Wethington (720) 646-1008 tj.wethington@idaxdata.com www.idaxdata.com Count Summaries - Heavy Vehicles Interval Drake Rd Drake Rd College Ave College Ave 15-min Rolling Start Eastbound Westbound Northbound Southbound Total Hour Total UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 0 3 0 0 0 4 1 0 2 4 0 0 0 5 0 19 0 7:15 AM 0 1 4 0 0 2 2 1 0 1 2 0 0 0 6 1 20 0 7:30 AM 0 2 1 1 0 1 1 1 0 2 5 0 0 0 4 2 20 0 7:45 AM 0 0 4 0 0 1 7 3 0 1 5 3 0 2 1 0 27 86 8:00 AM 0 1 2 0 0 0 7 2 0 0 5 1 0 3 7 1 29 96 8:15 AM 0 0 0 0 0 1 5 1 0 0 6 0 0 0 2 1 16 92 8:30 AM 0 1 3 1 0 2 2 4 0 2 3 1 0 2 7 1 29 101 8:45 AM 1 0 1 6 0 0 2 3 4 0 1 2 0 0 3 6 0 28 102 Count Total 1 0 6 23 2 0 9 31 17 0 9 32 5 0 10 38 6 188 Pk Hr Heavyl 0 2 9 1 0 4 21 10 0 3 19 5 0 7 17 3 101 Count Summaries - Bikes Drake Rd Drake Rd College Ave College Ave Rolling Interval 15-min Start Eastbound Westbound Northbound Southbound Total HourTotal UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15AM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 2 0 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:45 AM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 2 4 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 8:15AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 8:45 AM 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 2 2 Count Total 0 0 0 0 0 0 6 0 0 0 0 0 0 0 0 0 6 Pk Hr Bike 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 2 TJ Wethington (720) 646-1008 tj.wethington@idaxdata.com www.idaxdata.com College Ave Drake Rd ' Date: 10/8/2024 N Peak Hour Count Period: 4:00 PM to 6:00 PM Peak Hour: 4:45 PM to 5:45 PM � N d' f� � � f Q N � m 0�0 N O N U M N N O CD O 41 1 L U Drake Rd L 146 0 4 1,1� 176 TEV: 5,636 0-- 556 841 f 0 J A0 F L. 0 E�CO7= f 95� 558 PHF: 0.9009 138 OO U ..1~ °'o ~ 0 010 0 224 1 4 W Drake Rd nn t r < MUD 0 ti Do t r ccoo a Ln F- 2 C. O oN N HV% PHFco00 EB 1% 0.80 010 rn lc WB 0% 0.82 NB 1% 0.90 SB 1% 0.92 TOTAL 1% 0.90 Peak Hour Count Summaries Peak Hour Drake Rd Drake Rd College Ave College Ave Rolling Interval 15-min Hour Start Eastbound Westbound Northbound Southbound Total Total UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:45 PM 0 49 128 45 1 35 144 53 0 83 332 30 2 69 404 76 1,451 0 5:00 PM 0 28 86 54 0 34 56 21 0 60 363 44 0 50 342 81 1,219 0 5:15 PM 0 44 164 60 0 35 173 34 0 73 341 57 0 52 431 100 1,564 0 5:30 PM 0 55 180 65 0 34 183 38 0 66 212 27 0 48 394 100 1,402 5,636 All 0 176 558 224 1 138 556 146 0 282 1,248 158 2 219 1,571 357 5,636 Pk Hr HV 0 0 5 0 0 0 4 0 0 0 9 0 0 3 13 2 36 I"IV% - 0% 1% 0% 0% 0% 1% 0% - 0% 1% 0% 0% 1% 1% 1% 1% Note:For complete count summary(all intervals),see following pages. *Heavy Vehicle Classifications include FHWA Classes 4-13. Count Summaries include heavy vehicles,but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total E W N S Total 4:45 PM 2 1 3 3 9 1 0 0 0 1 3 3 1 0 7 5:00 PM 1 1 2 4 8 0 0 0 0 0 0 0 1 0 1 5:15PM 0 1 3 5 9 0 0 0 0 0 0 1 0 4 5 5:30 PM 2 1 1 6 10 0 1 0 0 1 0 2 2 0 4 Peak Hour 5 4 9 18 36 1 1 0 0 2 3 6 4 4 17 TJ Wethington (720) 646-1008 tj.wethington@idaxdata.com www.idaxdata.com Count Summaries - All Vehicles Interval Drake Rd Drake Rd College Ave College Ave 15-min Rolling Start Eastbound Westbound Northbound Southbound Total Hour Total UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 51 186 58 0 41 118 37 0 35 259 27 2 49 312 36 1,211 0 4:15 PM 0 54 149 45 0 34 137 42 0 48 382 35 0 65 421 33 1,445 0 4:30 PM 1 49 146 73 0 43 167 46 0 58 299 29 0 47 349 85 1,392 0 4:45 PM 0 49 128 45 1 35 144 53 0 83 332 30 2 69 404 76 1,451 5,499 5:00 PM 0 28 86 54 0 34 56 21 0 60 363 44 0 50 342 81 1,219 5,507 5:15 PM 0 44 164 60 0 35 173 34 0 73 341 57 0 52 431 100 1,564 5,626 5:30 PM 0 55 180 65 0 34 183 38 0 66 212 27 0 48 394 100 1,402 5,636 5:45 PM 0 50 132 51 0 33 143 44 0 72 228 34 0 50 359 89 1,285 5,470 Count Total 1 380 1,171 451 1 289 1,121 315 0 495 2,416 283 4 430 3,012 600 10,969 All 0 176 558 224 1 138 556 146 0 282 1,248 158 2 219 1,571 357 5,636 Pk Hr HV 0 0 5 0 0 0 4 0 0 0 9 0 0 3 13 2 36 HV% - 0% 1% 0% 0% 0% 1% 0% - 0% 1% 0% 0% 1% 1% 1% 1% Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total E W N S Total 4:00 PM 4 11 5 3 23 0 0 0 0 0 0 0 0 0 0 4:15PM 4 13 5 12 34 0 3 0 0 3 2 1 0 0 3 4:30 PM 5 4 2 5 16 0 0 0 0 0 0 1 1 0 2 4:45 PM 2 1 3 3 9 1 0 0 0 1 3 3 1 0 7 5:00 PM 1 1 2 4 8 0 0 0 0 0 0 0 1 0 1 5:15PM 0 1 3 5 9 0 0 0 0 0 0 1 0 4 5 5:30 PM 2 1 1 6 10 0 1 0 0 1 0 2 2 0 4 5:45 PM 1 2 1 2 6 0 0 0 0 0 1 1 1 2 5 Count Total 19 34 22 40 115 1 4 0 0 5 6 9 6 6 27 Peak Hour 5 4 9 18 36 1 1 0 0 2 3 6 4 4 17 TJ Wethington (720) 646-1008 tj.wethington@idaxdata.com www.idaxdata.com Count Summaries - Heavy Vehicles Interval Drake Rd Drake Rd College Ave College Ave 15-min Rolling Start Eastbound Westbound Northbound Southbound Total Hour Total UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 0 4 0 0 1 10 0 0 3 2 0 0 0 3 0 23 0 4:15PM 0 0 4 0 0 2 10 1 0 2 3 0 0 4 5 3 34 0 4:30 PM 0 1 3 1 0 0 1 3 0 1 1 0 0 2 3 0 16 0 4:45 PM 0 0 2 0 0 0 1 0 0 0 3 0 0 1 1 1 9 82 5:00 PM 0 0 1 0 0 0 1 0 0 0 2 0 0 1 3 0 8 67 5:15 PM 0 0 0 0 0 0 1 0 0 0 3 0 0 0 5 0 9 42 5:30 PM 0 0 2 0 0 0 1 0 0 0 1 0 0 1 4 1 10 36 5:45 PM 1 0 0 1 0 0 0 1 1 0 0 1 0 0 1 0 1 6 33 Count Total 1 0 1 17 1 0 3 26 5 0 6 16 0 0 10 24 6 115 Pk Hr Heavyl 0 0 5 0 0 0 4 0 0 0 9 0 0 3 13 2 36 Count Summaries - Bikes Drake Rd Drake Rd College Ave College Ave Rolling Interval 15-min Start Eastbound Westbound Northbound Southbound Total HourTotal UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15PM 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0 0 3 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 5:15PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:30 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 2 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 Count Total 0 0 1 0 0 0 4 0 0 0 0 0 0 0 0 0 5 Pk Hr Bike 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 2 TJ Wethington (720) 646-1008 tj.wethington@idaxdata.com www.idaxdata.com McClelland Dr Thunderbird Dr WWI Date: 10/2/2024 N Peak Hour Count Period: 7:00 AM to 9:00 AM Peak Hour: 8:00 AM to 9:00 AM oho U 1 L V Thunderbird Dr 1 �+ L 18 A <-OOE OD>L o TEV: 241 9 2 o 0 PHF:0.7928 0 "' r 0 A $ V 0 % n i r <fl0000G O U) n fcu HV% PHF 010 o EB -- -- WB 4% 0.75 NB 5% 0.88 SB 4% 0.73 TOTAL 5% 0.79 Peak Hour Count Summaries Peak Hour n/a Thunderbird Dr McClelland Dr McClelland Dr Rolling Interval 15-min Hour Start Eastbound Westbound Northbound Southbound Total Total UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 8:00 AM 0 0 0 0 0 1 0 5 0 0 29 1 0 0 25 0 61 0 8:15 AM 0 0 0 0 0 4 0 3 0 0 21 1 0 5 16 0 50 0 8:30 AM 0 0 0 0 0 1 0 4 0 0 25 3 0 3 18 0 54 0 8:45 AM 0 0 0 0 0 3 0 6 0 0 30 2 0 3 32 0 76 241 All 0 0 0 0 0 9 0 18 0 0 105 7 0 11 91 0 241 Pk Hi HV 0 0 0 0 0 0 0 1 0 0 5 1 0 0 4 0 11 HV% - - - - 0% - 6% - - 5% 14% - 0% 4% 5% Note:For complete count summary(all intervals),see following pages. **Heavy Vehicle Classifications include FHWA Classes 4-13. *Count Summaries include heavy vehicles,but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total E W N S Total 8:00 AM 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 8:15AM 0 0 1 1 2 0 0 1 0 1 0 0 0 0 0 8:30 AM 0 0 3 1 4 0 0 0 0 0 2 0 0 0 2 8:45 AM 1 0 1 1 2 4 1 0 0 1 0 1 1 0 0 0 1 Peak Hour 1 0 1 6 4 11 0 0 2 0 2 3 0 0 0 3 TJ Wethington (720)646-1008 tj.wethington@idaxdata.com www.idaxdata.com Count Summaries -All Vehicles n/a Thunderbird Dr McClelland Dr McClelland Dr Rolling Interval 15-min Start Eastbound Westbound Northbound Southbound Total HourTotal UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 0 0 0 0 0 0 2 0 0 7 0 0 5 8 0 22 0 7:15 AM 0 0 0 0 0 0 0 6 0 0 10 1 0 0 17 0 34 0 7:30 AM 0 0 0 0 0 2 0 4 0 0 18 1 0 0 23 0 48 0 7:45 AM 0 0 0 0 0 1 0 3 0 0 26 2 0 2 22 0 56 160 8:00 AM 0 0 0 0 0 1 0 5 0 0 29 1 0 0 25 0 61 199 8:15 AM 0 0 0 0 0 4 0 3 0 0 21 1 0 5 16 0 50 215 8:30 AM 0 0 0 0 0 1 0 4 0 0 25 3 0 3 18 0 54 221 8:45 AM 0 0 0 0 0 3 0 6 0 0 30 2 0 3 32 0 76 241 Count Total 0 0 0 0 0 12 0 33 0 0 166 11 0 18 161 0 401 All 0 0 0 0 0 9 0 18 0 0 105 7 0 11 91 0 241 Pk Hr HV 0 0 0 0 0 0 0 1 0 0 5 1 0 0 4 0 11 HV% - - - - - 0% 6% 5% 14% - 0% 4% - 5% Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SIB Total EB WB NB SB Total E W N S Total 7:00 AM 0 0 2 1 3 0 0 0 0 0 1 0 0 0 1 7:15AM 0 0 1 2 3 0 0 0 1 1 0 0 0 0 0 7:30 AM 0 0 2 1 3 0 0 0 0 0 0 0 0 0 0 7:45 AM 0 0 0 1 1 0 0 1 0 1 1 0 0 0 1 8:00 AM 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 8:15AM 0 0 1 1 2 0 0 1 0 1 0 0 0 0 0 8:30 AM 0 0 3 1 4 0 0 0 0 0 2 0 0 0 2 8:45 AM 0 1 1 2 4 0 0 1 0 1 1 0 0 0 1 Count Total 0 1 11 9 21 0 0 3 1 4 5 0 0 0 5 Peak Hour 0 1 6 4 11 0 0 2 0 2 3 0 0 0 3 TJ Wethington (720)646-1008 tj.wethington@idaxdata.com www.idaxdata.com Count Summaries - Heavy Vehicles n/a Thunderbird Dr McClelland Dr McClelland Dr Rolling Interval 15-min Start Eastbound Westbound Northbound Southbound Total HourTotal UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 1 0 3 0 7:15AM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 2 0 3 0 7:30 AM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 1 0 3 0 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 10 8:00 AM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 8 8:15AM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 2 7 8:30 AM 0 0 0 0 0 0 0 0 0 0 2 1 0 0 1 0 4 8 8:45 AM 1 0 0 0 0 0 0 0 1 0 0 1 0 0 0 2 0 4 11 Count Total 1 0 0 0 0 0 0 0 1 0 0 10 1 0 0 9 0 21 Pk Hr Heavyl 0 0 0 0 0 0 0 1 0 0 5 1 0 0 4 0 11 Count Summaries - Bikes Interval n/a Thunderbird Dr McClelland Dr McClelland Dr 15-min Rolling Start Eastbound Westbound Northbound Southbound Total Hour Total UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:45 AM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 2 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 8:15AM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 2 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 8:45 AM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 2 Count Total 0 0 0 0 0 0 0 0 0 0 3 0 0 0 1 0 4 Pk Hr Bike 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 2 TJ Wethington (720)646-1008 tj.wethington@idaxdata.com www.idaxdata.com McClelland Dr Thunderbird Dr WWI Date: 10/2/2024 N Peak Hour Count Period: 4:00 PM to 6:00 PM `/ T Peak Hour: 5:00 PM to 6:00 PM �� ♦ 1 N f C ono cm U U � N 1 L U Thunderbird Dr i �+ L 76 OOE OD>L o TEV: 468 r 29 10 L. 1 PHF:0.9070 0 o r 0 A 0 V 0 v n i00000G O �— co r' C m � f U HV% PHF 010 EB -- -- WB 0% 0.85 NB 3% 0.84 SB 4% 0.90 TOTAL 3% 0.91 Peak Hour Count Summaries Peak Hour n/a Thunderbird Dr McClelland Dr McClelland Dr Rolling Interval 15-min Hour Start Eastbound Westbound Northbound Southbound Total Total UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 5:00 PM 0 0 0 0 0 10 0 21 0 0 44 14 0 8 32 0 129 0 5:15 PM 0 0 0 0 0 2 0 17 0 0 35 7 0 7 34 0 102 0 5:30 PM 0 0 0 0 0 8 0 18 0 0 45 5 0 8 39 0 123 0 5:45 PM 0 0 0 0 0 9 0 20 1 0 0 37 7 0 4 37 0 114 468 All 0 0 0 0 0 29 0 76 0 0 161 33 0 27 142 0 468 Pk Hi HV 0 0 0 0 0 0 0 0 0 0 6 0 0 0 7 0 13 HV% - - - - 0% - 0% - - 4% 0% - 0% 5% 3% Note:For complete count summary(all intervals),see following pages. **Heavy Vehicle Classifications include FHWA Classes 4-13. *Count Summaries include heavy vehicles,but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total E W N S Total 5:00 PM 0 0 3 1 4 0 0 1 0 1 2 0 0 0 2 5:15PM 0 0 1 2 3 0 0 0 4 4 1 0 0 0 1 5:30 PM 0 0 2 2 4 0 1 2 0 3 0 0 0 0 0 5:45 PM 1 0 0 0 2 2 1 0 0 1 0 1 1 0 0 0 1 Peak Hour 1 0 0 6 7 13 0 1 4 4 9 4 0 0 0 4 TJ Wethington (720)646-1008 tj.wethington@idaxdata.com www.idaxdata.com Count Summaries -All Vehicles n/a Thunderbird Dr McClelland Dr McClelland Dr Rolling Interval 15-min Start Eastbound Westbound Northbound Southbound Total HourTotal UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 0 0 0 0 7 0 18 0 0 48 9 0 10 23 0 115 0 4:15 PM 0 0 0 0 0 5 0 26 0 0 41 10 0 9 24 0 115 0 4:30 PM 0 0 0 0 0 4 0 15 0 0 53 3 0 10 31 0 116 0 4:45 PM 0 0 0 0 0 1 0 14 0 0 35 6 0 10 31 0 97 443 5:00 PM 0 0 0 0 0 10 0 21 0 0 44 14 0 8 32 0 129 457 5:15 PM 0 0 0 0 0 2 0 17 0 0 35 7 0 7 34 0 102 444 5:30 PM 0 0 0 0 0 8 0 18 0 0 45 5 0 8 39 0 123 451 5:45 PM 0 0 0 0 0 9 0 20 0 0 37 7 0 4 37 0 114 468 Count Total 0 0 0 0 0 46 0 149 0 0 338 61 0 66 251 0 911 All 0 0 0 0 0 29 0 76 0 0 161 33 0 27 142 0 468 Pk Hr HV 0 0 0 0 0 0 0 0 0 0 6 0 0 0 7 0 13 HV% - - - - - 0% 0% 4% 0% 0% 5% - 3% Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SIB Total EB WB NB SB Total E W N S Total 4:00 PM 0 1 3 3 7 0 0 1 0 1 1 0 0 0 1 4:15PM 0 0 1 2 3 0 1 1 0 2 1 0 0 0 1 4:30 PM 0 0 2 1 3 0 1 0 1 2 0 0 1 0 1 4:45 PM 0 0 1 2 3 0 1 0 0 1 3 0 0 0 3 5:00 PM 0 0 3 1 4 0 0 1 0 1 2 0 0 0 2 5:15PM 0 0 1 2 3 0 0 0 4 4 1 0 0 0 1 5:30 PM 0 0 2 2 4 0 1 2 0 3 0 0 0 0 0 5:45 PM 0 0 0 2 2 0 0 1 0 1 1 0 0 0 1 Count Total 0 1 13 15 29 0 4 6 5 15 9 0 1 0 10 Peak Hour 0 0 6 7 13 0 1 4 4 9 4 0 0 0 4 TJ Wethington (720)646-1008 tj.wethington@idaxdata.com www.idaxdata.com Count Summaries - Heavy Vehicles n/a Thunderbird Dr McClelland Dr McClelland Dr Rolling Interval 15-min Start Eastbound Westbound Northbound Southbound Total HourTotal UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 0 0 0 0 0 0 1 0 0 3 0 0 0 3 0 7 0 4:15PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 2 0 3 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 1 0 3 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 2 0 3 16 5:00 PM 0 0 0 0 0 0 0 0 0 0 3 0 0 0 1 0 4 13 5:15PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 2 0 3 13 5:30 PM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 2 0 4 14 5:45 PM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 13 Count Total 1 0 0 0 0 0 0 0 1 0 0 13 0 0 0 15 0 29 Pk Hr Heavyl 0 0 0 0 0 0 0 0 0 0 6 0 0 0 7 0 13 Count Summaries - Bikes Interval n/a Thunderbird Dr McClelland Dr McClelland Dr 15-min Rolling Start Eastbound Westbound Northbound Southbound Total Hour Total UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 4:15PM 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2 0 4:30 PM 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 0 2 0 4:45 PM 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 6 5:00 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 6 5:15PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 3 0 4 8 5:30 PM 0 0 0 0 0 0 0 1 0 0 2 0 0 0 0 0 3 9 5:45 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 9 Count Total 0 0 0 0 0 1 0 3 0 0 6 0 0 1 4 0 15 Pk Hr Bike 0 0 0 0 0 0 0 1 0 0 4 0 0 1 3 0 9 TJ Wethington (720)646-1008 tj.wethington@idaxdata.com www.idaxdata.com College Ave E Thunderbird Dr WWI Date: 10/2/2024 N Peak Hour Count Period: 7:00 AM to 9:00 AM Peak Hour: 7:45 AM to 8:45 AM > of o °1 0 o U -7 o 0 0 0 E Thunderbird Dr J 1 1L► L fl00000...> L 3 0 45 0 � L. 0 TEV: 2,589 ~ 0 + 0 jj o �_ L O • $ PHF:0.9273 r o 0�0 o, v 0 A --W n n i r 7-71 ou FF W Thunderbird "1 1 f Dr rn Q o 0 0 v- CD ° HV% PHF oI 010 l �� U EB 0% 0.33 W WB 2% 0.70 NB 2% 0.93 SIB 3% 0.92 TOTAL 2% 0.93 Peak Hour Count Summaries Peak Hour W Thunderbird Dr E Thunderbird Dr College Ave College Ave Rolling Interval 15-min Hour Start Eastbound Westbound Northbound Southbound Total Total UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:45 AM 0 0 0 1 0 0 0 12 0 5 394 5 0 1 276 4 698 0 8:00 AM 0 0 0 0 0 0 0 16 0 5 354 2 0 2 272 4 655 0 8:15 AM 0 0 0 1 0 0 0 11 1 3 326 2 0 5 233 6 588 0 8:30 AM 0 0 0 6 0 0 0 6 1 0 6 391 5 0 3 228 3 648 2,589 All 0 0 0 8 0 0 0 45 1 19 1,465 14 0 11 1,009 17 2,589 Pk Hi HV 0 0 0 0 0 0 0 1 0 0 26 1 0 0 34 1 63 HV% - - - 0% - - - 2% 0% 0% 2% 7% - 0% 3% 6% 2% Note:For complete count summary(all intervals),see following pages. **Heavy Vehicle Classifications include FHWA Classes 4-13. *Count Summaries include heavy vehicles,but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SIB Total EB WB NB SIB Total E W N S Total 7:45 AM 0 1 6 8 15 0 0 0 0 0 0 0 0 0 0 8:00 AM 0 0 13 8 21 0 0 0 0 0 0 0 0 0 0 8:15AM 0 0 6 13 19 0 0 0 0 0 0 0 0 0 0 8:30 AM 1 0 0 2 6 8 1 0 0 0 0 0 0 0 0 0 0 Peak Hour 1 0 1 27 35 63 1 0 0 0 0 0 0 0 0 0 0 TJ Wethington (720)646-1008 tj.wethington@idaxdata.com www.idaxdata.com Count Summaries -All Vehicles W Thunderbird Dr E Thunderbird Dr College Ave College Ave Rolling Interval 15-min Start Eastbound Westbound Northbound Southbound Total HourTotal UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 0 0 0 0 0 0 6 0 3 205 1 0 2 143 3 363 0 7:15 AM 0 0 0 0 0 0 0 10 0 7 250 2 1 3 186 0 459 0 7:30 AM 0 0 0 1 0 0 0 8 0 4 314 3 0 1 250 5 586 0 7:45 AM 0 0 0 1 0 0 0 12 0 5 394 5 0 1 276 4 698 2,106 8:00 AM 0 0 0 0 0 0 0 16 0 5 354 2 0 2 272 4 655 2,398 8:15 AM 0 0 0 1 0 0 0 11 1 3 326 2 0 5 233 6 588 2,527 8:30 AM 0 0 0 6 0 0 0 6 0 6 391 5 0 3 228 3 648 2,589 8:45 AM 0 0 0 4 0 0 0 11 0 6 346 4 0 1 290 10 672 2,563 Count Total 0 0 0 13 0 0 0 80 1 39 2,580 24 1 18 1,878 35 4,669 All 0 0 0 8 0 0 0 45 1 19 1,465 14 0 11 1,009 17 2,589 Pk Hr HV 0 0 0 0 0 0 0 1 0 0 26 1 0 0 34 1 63 HV% - - - 0% - 2% 0% 0% 2% 7% 0% 3% 6% 2% Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SIB Total EB WB NB SB Total E W N S Total 7:00 AM 0 0 7 7 14 0 0 0 0 0 0 0 0 0 0 7:15AM 0 0 3 6 9 0 0 0 0 0 0 0 0 0 0 7:30 AM 0 0 5 6 11 0 0 0 0 0 0 0 0 0 0 7:45 AM 0 1 6 8 15 0 0 0 0 0 0 0 0 0 0 8:00 AM 0 0 13 8 21 0 0 0 0 0 0 0 0 0 0 8:15AM 0 0 6 13 19 0 0 0 0 0 0 0 0 0 0 8:30 AM 0 0 2 6 8 0 0 0 0 0 0 0 0 0 0 8:45 AM 0 0 3 6 9 0 0 0 0 0 0 0 0 0 0 Count Total 0 1 45 60 106 0 0 0 0 0 0 0 0 0 0 Peak Hour 0 1 27 35 63 0 0 0 0 0 0 0 0 0 0 TJ Wethington (720)646-1008 tj.wethington@idaxdata.com www.idaxdata.com Count Summaries - Heavy Vehicles W Thunderbird Dr E Thunderbird Dr College Ave College Ave Rolling Interval 15-min Start Eastbound Westbound Northbound Southbound Total HourTotal UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 0 0 0 0 0 0 0 0 1 6 0 0 0 7 0 14 0 7:15AM 0 0 0 0 0 0 0 0 0 0 3 0 0 0 6 0 9 0 7:30 AM 0 0 0 0 0 0 0 0 0 0 5 0 0 0 6 0 11 0 7:45 AM 0 0 0 0 0 0 0 1 0 0 6 0 0 0 8 0 15 49 8:00 AM 0 0 0 0 0 0 0 0 0 0 13 0 0 0 7 1 21 56 8:15 AM 0 0 0 0 0 0 0 0 0 0 6 0 0 0 13 0 19 66 8:30 AM 0 0 0 0 0 0 0 0 0 0 1 1 0 0 6 0 8 63 8:45 AM 1 0 0 0 0 0 0 0 0 0 0 3 0 0 0 6 0 9 57 Count Total 1 0 0 0 0 0 0 0 1 0 1 43 1 0 0 59 1 106 Pk Hr Heavyl 0 0 0 0 0 0 0 1 0 0 26 1 0 0 34 1 63 Count Summaries - Bikes Interval W Thunderbird Dr E Thunderbird Dr College Ave College Ave 15-min Rolling Start Eastbound Westbound Northbound Southbound Total Hour Total UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:15AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Count Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Pk Hr Bike 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TJ Wethington (720)646-1008 tj.wethington@idaxdata.com www.idaxdata.com College Ave E Thunderbird Dr WWI Date: 10/2/2024 N Peak Hour Count Period: 4:00 PM to 6:00 PM `I' T Peak Hour: 4:30 PM to 5:30 PM N N W I N LO ado o `� U � - M o 0 0 E Thunderbird Dr J 1 �+ 0 L 46 fl00000... jj 0 > L 10� 0 TEV: 3,915 ~ 0 • o o c L L. o • 28 0 PHF:0.9856 r o ��� ° u 0 A 2s 0 W Thunderbird--W n n i r 7-71 ou FF �, Dr O N a tr Q O O O n N � m ° HV% PHF • 00� �o� U EB 0% 0.64 10 010 WB 2% 0.77 NB 0% 0.94 SIB 1% 0.95 TOTAL 1% 0.99 Peak Hour Count Summaries Peak Hour W Thunderbird Dr E Thunderbird Dr College Ave College Ave Rolling Interval 15-min Hour Start Eastbound Westbound Northbound Southbound Total Total UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:30 PM 0 0 0 4 0 0 0 10 0 1 439 4 1 3 475 21 958 0 4:45 PM 0 0 0 10 0 0 0 15 0 11 461 5 0 3 471 17 993 0 5:00 PM 0 0 0 11 0 0 0 12 0 10 418 4 1 5 497 18 976 0 5:15 PM 0 0 0 3 0 0 0 9 0 3 429 6 1 5 511 21 988 3,915 All 0 0 0 28 0 0 0 46 0 25 1,747 19 3 16 1,954 77 3,915 Pk Hi HV 0 0 0 0 0 0 0 1 0 0 7 0 0 0 18 0 26 HV% - - - 0% - - - 2% - 0% 0% 0% 0% 0% 1% 0% 1% Note:For complete count summary(all intervals),see following pages. **Heavy Vehicle Classifications include FHWA Classes 4-13. *Count Summaries include heavy vehicles,but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SIB Total EB WB NB SIB Total E W N S Total 4:30 PM 0 1 2 3 6 0 0 0 0 0 0 0 0 0 0 4:45 PM 0 0 3 4 7 0 0 0 0 0 0 0 0 0 0 5:00 PM 0 0 2 4 6 1 0 0 0 1 0 0 0 0 0 5:15PM 1 0 0 0 7 7 1 0 0 0 0 0 0 0 0 0 0 Peak Hour 1 0 1 7 18 26 1 1 0 0 0 1 0 0 0 0 0 TJ Wethington (720)646-1008 tj.wethington@idaxdata.com www.idaxdata.com Count Summaries -All Vehicles W Thunderbird Dr E Thunderbird Dr College Ave College Ave Rolling Interval 15-min Start Eastbound Westbound Northbound Southbound Total HourTotal UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 0 0 12 0 0 0 12 0 6 455 8 0 7 481 15 996 0 4:15 PM 0 0 0 14 0 0 0 12 0 7 384 5 1 8 514 20 965 0 4:30 PM 0 0 0 4 0 0 0 10 0 1 439 4 1 3 475 21 958 0 4:45 PM 0 0 0 10 0 0 0 15 0 11 461 5 0 3 471 17 993 3,912 5:00 PM 0 0 0 11 0 0 0 12 0 10 418 4 1 5 497 18 976 3,892 5:15 PM 0 0 0 3 0 0 0 9 0 3 429 6 1 5 511 21 988 3,915 5:30 PM 0 0 0 13 0 0 0 24 0 3 396 7 0 3 467 18 931 3,888 5:45 PM 0 0 0 14 0 0 0 14 0 6 394 2 0 8 430 20 888 3,783 Count Total 0 0 0 81 0 0 0 108 0 47 3,376 41 4 42 3,846 150 7,695 All 0 0 0 28 0 0 0 46 0 25 1,747 19 3 16 1,954 77 3,915 Pk Hr HV 0 0 0 0 0 0 0 1 0 0 7 0 0 0 18 0 26 HV% - - - 0% - - - 2% - 0% 0% 0% 0% 0% 1% 0% 1% Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SIB Total EB WB NB SB Total E W N S Total 4:00 PM 0 0 4 3 7 0 0 0 0 0 0 0 0 0 0 4:15PM 0 0 0 2 2 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 1 2 3 6 0 0 0 0 0 0 0 0 0 0 4:45 PM 0 0 3 4 7 0 0 0 0 0 0 0 0 0 0 5:00 PM 0 0 2 4 6 1 0 0 0 1 0 0 0 0 0 5:15PM 0 0 0 7 7 0 0 0 0 0 0 0 0 0 0 5:30 PM 0 0 2 0 2 0 0 0 0 0 0 0 0 0 0 5:45 PM 0 0 3 4 7 0 0 0 0 0 0 0 0 0 0 Count Total 0 1 16 27 44 1 0 0 0 1 0 0 0 0 0 Peak Hour 0 1 7 18 26 1 0 0 0 1 0 0 0 0 0 TJ Wethington (720)646-1008 tj.wethington@idaxdata.com www.idaxdata.com Count Summaries - Heavy Vehicles W Thunderbird Dr E Thunderbird Dr College Ave College Ave Rolling Interval 15-min Start Eastbound Westbound Northbound Southbound Total HourTotal UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 0 0 0 0 0 0 0 0 0 4 0 0 0 3 0 7 0 4:15PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0 4:30 PM 0 0 0 0 0 0 0 1 0 0 2 0 0 0 3 0 6 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 3 0 0 0 4 0 7 22 5:00 PM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 4 0 6 21 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 0 7 26 5:30 PM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 2 22 5:45 PM 1 0 0 0 0 0 0 0 0 0 0 3 0 0 0 4 0 7 22 Count Total 0 0 0 0 0 0 0 1 0 0 16 0 0 0 27 0 44 Pk Hr Heavyl 0 0 0 0 0 0 0 1 0 0 7 0 0 0 18 0 26 Count Summaries - Bikes Interval W Thunderbird Dr E Thunderbird Dr College Ave College Ave 15-min Rolling Start Eastbound Westbound Northbound Southbound Total Hour Total UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:00 PM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 1 5:15PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 Count Total 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 Pk Hr Bike 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 TJ Wethington (720)646-1008 tj.wethington@idaxdata.com www.idaxdata.com Drive Access Thunderbird Dr WWI Date: 10/2/2024 N Peak Hour Count Period: 7:00 AM to 9:00 AM Peak Hour: 8:00 AM to 9:00 AM 0 o O O O O c o UThunderbird Dr «- 1 L. 0 0 > 2 2� 0 TEV: 53 1— 2431 * 0 o �_ `0 • 18 8 PHF:0.6974 r 7 Ao v 0 10 0 0 Thunderbird Dr nn t r < EEE' fF o M o 1 1 r F OHV% PHF lEB 6% 0.64 QQ WB 3% 0.78 NB 0% 0.50 SB -- -- TOTAL 4% 0.70 Peak Hour Count Summaries Peak Hour Thunderbird Dr Thunderbird Dr Drive Access Driveway Rolling Interval 15-min Hour Start Eastbound Westbound Northbound Southbound Total Total UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 8:00 AM 0 0 1 0 0 1 6 0 0 0 0 0 0 0 0 0 8 0 8:15AM 0 0 3 1 0 0 6 0 0 0 0 0 0 0 0 0 10 0 8:30 AM 0 0 1 5 0 4 4 0 0 2 0 0 0 0 0 0 16 0 8:45 AM 0 0 3 4 1 1 8 0 0 1 0 1 1 0 0 0 0 19 53 All 0 0 8 10 1 6 24 0 0 3 0 1 0 0 0 0 53 Pk Hi HV 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 2 HV% - - 0% 10% 0% 0% 4% - 0% - 0% - - - 4% Note:For complete count summary(all intervals),see following pages. **Heavy Vehicle Classifications include FHWA Classes 4-13. *Count Summaries include heavy vehicles,but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total E W N S Total 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:15AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 8:45 AM 1 0 1 0 0 1 1 0 0 0 0 0 1 0 0 2 0 2 Peak Hour 1 1 1 0 0 2 1 0 0 0 0 0 1 0 0 2 0 2 TJ Wethington (720)646-1008 tj.wethington@idaxdata.com www.idaxdata.com Count Summaries -All Vehicles Thunderbird Dr Thunderbird Dr Drive Access Driveway Rolling Interval 15-min Start Eastbound Westbound Northbound Southbound Total HourTotal UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 1 0 3 0 0 1 0 0 1 0 0 0 0 0 0 6 0 7:15AM 0 0 0 1 0 0 4 0 0 0 0 0 0 0 0 0 5 0 7:30 AM 1 0 0 0 0 1 8 0 0 0 0 0 0 0 0 0 10 0 7:45 AM 0 0 2 1 0 0 3 0 0 0 0 0 0 0 0 0 6 27 8:00 AM 0 0 1 0 0 1 6 0 0 0 0 0 0 0 0 0 8 29 8:15 AM 0 0 3 1 0 0 6 0 0 0 0 0 0 0 0 0 10 34 8:30 AM 0 0 1 5 0 4 4 0 0 2 0 0 0 0 0 0 16 40 8:45 AM 0 0 3 4 1 1 8 0 0 1 0 1 0 0 0 0 19 53 Count Total 1 1 10 15 1 7 40 0 0 4 0 1 0 0 0 0 80 All 0 0 8 10 1 6 24 0 0 3 0 1 0 0 0 0 53 Pk Hr HV 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 2 HV% - - 0% 10% 0% 0% 4% - 0% 0% - 4% Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SIB Total EB WB NB SB Total E W N S Total 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15AM 0 0 0 0 0 0 0 1 0 1 1 0 0 0 1 7:30 AM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 2 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:15AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 8:45 AM 0 1 0 0 1 0 0 0 0 0 0 0 2 0 2 Count Total 1 1 0 0 2 0 0 1 0 1 3 1 2 0 6 Peak Hour 1 1 0 0 2 0 0 0 0 0 0 0 2 0 2 TJ Wethington (720)646-1008 tj.wethington@idaxdata.com www.idaxdata.com Count Summaries - Heavy Vehicles Thunderbird Dr Thunderbird Dr Drive Access Driveway Rolling Interval 15-min Start Eastbound Westbound Northbound Southbound Total HourTotal UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:15AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 1 8:45 AM 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 2 Count Total 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 2 Pk Hr Heavy 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 2 Count Summaries - Bikes Interval Thunderbird Dr Thunderbird Dr Drive Access Driveway 15-min Rolling Start Eastbound Westbound Northbound Southbound Total Hour Total UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15AM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 8:15AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Count Total 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 Pk Hr Bike 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TJ Wethington (720)646-1008 tj.wethington@idaxdata.com www.idaxdata.com Drive Access Thunderbird Dr WWI Date: 10/2/2024 N Peak Hour Count Period: 4:00 PM to 6:00 PM Peak Hour: 4:15 PM to 5:15 PM 0 o O O o 0 0 0 UThunderbird Dr «- 1 1. p > 0 $� 0 TEV: 222 1— 38 , 0 o �_ L 0 • 83 24 PHF:0.8672 r o8 A 2-1 �� /` N v � � a� 58 1 0 1»00��} . Thunderbird D t1 «1 t r' r "1 1 f O MV O O F M O O HV% PHFEB 0% 0.77 o �� WB 0% 0.77 NB 0% 0.63 SB -- -- TOTAL 0% 0.87 Peak Hour Count Summaries Peak Hour Thunderbird Dr Thunderbird Dr Drive Access Driveway Rolling Interval 15-min Hour Start Eastbound Westbound Northbound Southbound Total Total UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:15 PM 0 0 5 16 0 10 8 0 0 17 0 4 0 0 0 0 60 0 4:30 PM 0 0 4 13 0 15 4 0 0 12 0 4 0 0 0 0 52 0 4:45 PM 1 0 5 12 0 12 9 0 0 6 0 1 0 0 0 0 46 0 5:00 PM 0 0 10 17 0 11 17 0 0 8 0 1 1 0 0 0 0 64 222 All 1 0 24 58 0 48 38 0 0 43 0 10 0 0 0 0 222 Pk Hi HV 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 HV% 0% - 0% 0% - 0% 0% - 0% - 0% - - - 0% Note:For complete count summary(all intervals),see following pages. **Heavy Vehicle Classifications include FHWA Classes 4-13. *Count Summaries include heavy vehicles,but exclude bicycles in overall count. Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total E W N S Total 4:15 PM 0 0 0 0 0 0 0 1 0 1 1 0 0 0 1 4:30 PM 0 0 0 0 0 0 1 1 0 2 1 0 0 0 1 4:45 PM 0 0 0 0 0 0 0 1 0 1 0 0 0 1 1 5:00 PM 1 0 0 0 0 0 1 2 0 0 0 2 0 0 0 0 0 Peak Hour 1 0 0 0 0 0 2 1 3 0 6 2 0 0 1 3 TJ Wethington (720)646-1008 tj.wethington@idaxdata.com www.idaxdata.com Count Summaries -All Vehicles Thunderbird Dr Thunderbird Dr Drive Access Driveway Rolling Interval 15-min Start Eastbound Westbound Northbound Southbound Total HourTotal LIT LT TH RT LIT LT TH RT LIT LT TH RT LIT LT TH RT 4:00 PM 0 0 3 15 0 11 8 0 0 11 0 3 0 0 0 1 52 0 4:15 PM 0 0 5 16 0 10 8 0 0 17 0 4 0 0 0 0 60 0 4:30 PM 0 0 4 13 0 15 4 0 0 12 0 4 0 0 0 0 52 0 4:45 PM 1 0 5 12 0 12 9 0 0 6 0 1 0 0 0 0 46 210 5:00 PM 0 0 10 17 0 11 17 0 0 8 0 1 0 0 0 0 64 222 5:15PM 0 0 3 13 0 7 10 0 0 12 0 6 0 0 0 0 51 213 5:30 PM 1 0 5 11 0 9 13 0 0 11 0 0 0 0 0 0 50 211 5:45 PM 0 0 5 7 0 7 4 0 0 18 0 7 0 0 0 1 49 214 Count Total 2 0 40 104 0 82 73 0 0 95 0 26 0 0 0 2 424 All 1 0 24 58 0 48 38 0 0 43 0 10 0 0 0 0 222 Pk Hr HV 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 HV% 0% - 0% 0% - 0% 0% - 0% 0% - 0% Interval Heavy Vehicle Totals Bicycles Pedestrians(Crossing Leg) Start EB WB NB SB Total EB WB NB SB Total E W N S Total 4:00 PM 0 1 0 0 1 0 0 0 0 0 1 2 0 1 4 4:15PM 0 0 0 0 0 0 0 1 0 1 1 0 0 0 1 4:30 PM 0 0 0 0 0 0 1 1 0 2 1 0 0 0 1 4:45 PM 0 0 0 0 0 0 0 1 0 1 0 0 0 1 1 5:00 PM 0 0 0 0 0 2 0 0 0 2 0 0 0 0 0 5:15PM 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 5:30 PM 0 0 0 0 0 2 0 2 0 4 0 0 0 1 1 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Count Total 0 1 0 0 1 4 1 6 0 11 3 2 0 3 8 Peak Hour 0 0 0 0 0 2 1 3 0 6 2 0 0 1 3 TJ Wethington (720)646-1008 tj.wethington@idaxdata.com www.idaxdata.com Count Summaries - Heavy Vehicles Thunderbird Dr Thunderbird Dr Drive Access Driveway Rolling Interval 15-min Start Eastbound Westbound Northbound Southbound Total HourTotal UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 0 4:15PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:15PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:45 PM 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Count Total 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 Pk Hr Heavy 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Count Summaries - Bikes Interval Thunderbird Dr Thunderbird Dr Drive Access Driveway 15-min Rolling Start Eastbound Westbound Northbound Southbound Total Hour Total UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15PM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 4:30 PM 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 2 0 4:45 PM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 4 5:00 PM 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 2 6 5:15PM 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 6 5:30 PM 0 0 1 1 0 0 0 0 0 1 0 1 0 0 0 0 4 8 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 Count Total 0 0 1 3 0 1 0 0 0 5 0 1 0 0 0 0 11 Pk Hr Bike 0 0 0 2 0 1 0 0 0 3 0 0 0 0 0 0 6 TJ Wethington (720)646-1008 tj.wethington@idaxdata.com NV APPENDIX C Future Traffic Projections 096315014 Ki m l ey>>>H o r n SWC Drake and College SWC Drake&College Fort Collins:Traffic Projections ROUTE REFPT ENDREFPT LENGTH AADT AADTYR YR20FACTOR Annual Growth LOCATION 287C 343.187 344.194 0.997 38000 2023 1.19 0.87% ON SH 287 N/O HORSETOOTH RD 287C 344.194 345.212 1 1.002 40000 2023 1.17 0.79% ON SH 287 N/O DRAKE RD Average 1.18 0.83% NF APPENDIX D Background Studies 096315014 Ki m l ey>>>H o r n SWC Drake and College King Soopers # 146 Traffic Impact Study PREPARED FOR Galloway & Company, Inc. 6162 S. Willow Drive Suite 320 Greenwood Village, Colorado 80111 Prepared By: Kimley ))) Horn �. RE 4582 South Ulster Street, Suite 1500 P • Denver, Colorado 80237 ( �o�•,o (303) 228-2300 36355 '.•09/29/2020�' SEPTEMBER 2020 p�FSS/�NAt•���\�� 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. Mr f ,� V 7 , AA + c I • NORTH N75 096083122 High-t)ccess High-T at Access a to the South v N W M 1(3) l 5(11) 00 11(27)� 8(19) 38(94) 3(8)---> v i m N COLUMBIA ROAD 3/4 Access 3/4 Movements at w Access to the South z N w M T < < 1(3) w G L�-5(11) w J 16(40) O0 38(94) M O > O < PROJECT '--7(14) z N W o SITE <--13(27) < 1,460 RAKE ROAD 1,100 o r_ W N Z <--22(54) o w Z-5(13) v L 30(62) c\' 3(5) 26(54)---> 33(68) `o <--22(54) 33(68) LEGEND Study Area Key Intersection XXX(XXX) Weekday AM(PM) Peak Hour Traffic Volumes KING SOOPERS #146 xx,xoo Estimated Daily Traffic Volume (NWC COLLEGE & DRAKE) FIGURE 11 NON PASS-BY TRAFFIC ASSIGNMENT Kimley>Morn High-T Access NORTH �_ NTS 096083122 N N JN High-T at Access G I to the South 14(19)� v co 39(73) o M N 14(17) F- 3/4 Access COLUMBIA ROAD rn N N N N w 3/4 Movements at Access to the South w > Q v co LJ 39(73) C) Zo W N J 28(36) OJ U M M n r r m 3(3) o 3: PROJECT -3(-3) z= SITE oz -3(-4) T I Q 11(-15) M M H M -3(-4) o? RAKE ROAD w 0 0 Q 7--20(26) J J17(-24) U U => 19(22) -19(-22) LEGEND Study Area Key Intersection XXX(XXX) Weekday AM(PM) Peak Hour Traffic Volumes KING SOOPERS #146 (NWC COLLEGE & DRAKE) FIGURE 12 PASS-BY TRAFFIC ASSIGNMENT Kimle >>>Horn —1 y 'IW APPENDIX E Trip Generation Worksheets Kimley>>> Horn SWC Drake�d Co5ege4 Kimley>>>Haan Project SWC Drake&College Subject Trip Generation for Multifamily Housing (Mid-Rise) Designed by LKP Date December 02, 2024 Job No. 096315014 Checked by Date Sheet No. of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code-Multifamily Housing (Mid-Rise) (221) Independent Variable- Dwelling Units (X) X = 100 T =Average Vehicle Trip Ends Peak Hour of Ad]acent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 275) Average Weekday Directional Distribution: 23% ent. 77% exit. (T) = 0.37 (X) T = 37 Average Vehicle Trip Ends (T) = 0.37 * (100.0) 9 entering 28 exiting 9 + 28 = 37 Peak Hour of Ad]acent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 276) Average Weekday Directional Distribution: 61% ent. 39% exit. (T)=0.39(X) T = 39 Average Vehicle Trip Ends (T) = 0.39- (100.0) 24 entering 15 exiting 24 + 15 = 39 Weekday(200 Series Page 274) Average Weekday Directional Distribution: 50%entering, 50% exiting (T) =4.54 (X) T = 454 Average Vehicle Trip Ends (T) =4.54 * (100.0) 227 entering 227 exiting 227 + 227 = 454 Kimley>>>Horn Project SWC Drake&College Subject Trip Generation for Drive-In Bank Designed by LKP Date December 02, 2024 Job No. 096315014 Checked by Date Sheet No. 1 of 1 TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code-Drive-In Bank(912) Independent Variable- 1000 Square Feet Gross Floor Area (X) SF = 4,000 X = 4.000 T =Average Vehicle Trip Ends Peak Hour of Ad]acent Street Traffic, One Hour Between 7 and 9 a.m. (Pape 599) Average Weekday Directional Distribution: 58% ent. 42% exit. T= 9.95 (X) T = 40 Average Vehicle Trip Ends T= 9.95* 4.000 23 entering 17 exiting 23 + 17 = 40 Peak Hour of Ad]acent Street Traffic, One Hour Between 4 and 6 p.m. (Pape 600) Average Weekday Directional Distribution: 50% ent. 50% exit. T=21.01 (X) T = 84 Average Vehicle Trip Ends T=21.01 * 4.000 42 entering 42 exiting 42 + 42 = 84 Weekday(Pape 598) Average Weekday Directional Distribution: 50% entering, 50%exiting T= 100.35 (X) T = 402 Average Vehicle Trip Ends T= 100.35* 4.000 201 entering 201 exiting 201 + 201 = 402 Non Pass-By Trip Volumes(Per ITE Trip Generation Manual, 11th Edition) PM Peak Hour= 65% Non-Pass By AM Peak Hour= 71% Non-Pass By IN Out Total AM Peak 16 12 28 PM Peak 27 27 55 Daily 131 131 262 PM Peak Hour Rate Applied to Daily Pass-By Trip Volumes(Per ITE Trip Generation Manual, 11th Edition) PM Peak Hour= 35% Pass By AM Peak Hour= 29% Pass By IN Out Total AM Peak 7 5 12 PM Peak 15 15 18 Daily 70 70 140 PM Peak Hour Rate Applied to Daily Kimley>Morn Project SWC Drake&College Subject Trip Generation for High Turnover Sit-Down Restaurant Designed by LKP Date December 02,2024 Job No. 096315014 Checked by Date Sheet No. of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition,Average Rates Land Use Code-High Turnover Sit-Down Restaurant(932) Independent Variable-1000 Square Feet(X) SF= 6,250 X = 6.250 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic,One Hour Between 7 and 9 a.m.(900 Series Page 674) Directional Distribution: 55% ent. 45% exit. (T)=9.57(X) T = 60 Average Vehicle Trip Ends (T)=9.57* (6.3) 33 entering 27 exiting 33 + 27 = 60 Peak Hour of Adjacent Street Traffic,One Hour Between 4 and 6 p.m.(900 Series Page 674) Directional Distribution: 61% ent. 39% exit. (T)=9.05(X) T = 57 Average Vehicle Trip Ends (T)=9.05* (6.3) 35 entering 22 exiting 35 + 22 = 57 Weekday(900 Series Page 673) Directional Distribution: 50% ent. 50% exit. (T)=107.20(X) T = 670 Average Vehicle Trip Ends (T)=107.20" (6.3) 335 entering 335 exiting 335 + 335 = 670 Non Pass-By Trip Volumes(Per ITE Trip Generation Manual,11th Edition) AM Peak Hour= 57% Non-Pass By PM Peak Hour= 57% Non-Pass By IN Out Total AM Peak 6 13 19 PM Peak Hour Rate Applied to AM Peak Hour PM Peak 13 5 18 Daily 104 104 208 PM Peak Hour Rate Applied to Daily Pass-By Trip Volumes(Per ITE Trip Generation Manual,11th Edition) AM Peak Hour= 43% Pass By PM Peak Hour= 43% Pass By IN Out Total AM Peak 4 10 14 PM Peak Hour Rate Applied to AM Peak Hour PM Peak 9 24 33 Daily 79 79 158 PM Peak Hour Rate Applied to Daily Kimley>>>Horn Project SWC Drake&College Subject Trip Generation for Gasoline/Service Station with Convenience Market Designed by LKP Date December 02, 2024 Job No. 096315014 Checked by Date Sheet No. 1 of 1 TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code-Convenience Store/Gas Station -GFA(5.5-10K) (945) Independent Variable-Vehicle Fueling Positions (X) Vehicle Fueling Positions= 16 Positions X = 16 T =Average Vehicle Trip Ends Peak Hour of Ad]acent Street Traffic, One Hour Between 7 and 9 a.m. (Pape 881) Average Weekday Directional Distribution: 50% ent. 50% exit. T= 31.60(X) T = 506 Average Vehicle Trip Ends T=31.60* 16 253 entering 253 exiting 253 + 253 = 506 Peak Hour of Ad]acent Street Traffic, One Hour Between 4 and 6 p.m. (Pape 882) Average Weekday Directional Distribution: 50% ent. 50% exit. T=26.90(X) T = 430 Average Vehicle Trip Ends T=26.90* 16.000 215 entering 215 exiting 215 + 215 = 430 Weekday(Pape 872) Average Weekday Directional Distribution: 50% entering, 50%exiting T= 345.75 (X) T = 5532 Average Vehicle Trip Ends T= 345.75* 16.000 2766 entering 2766 exiting 2766 + 2766 = 5532 Non Pass-By Trip Volumes with Internal Capture(Per ITE Trip Generation Manual, 11th Edition) PM Peak Hour= 25% Non-Pass By AM Peak Hour= 24% Non-Pass By IN Out Total AM Peak 60 57 116 PM Peak 50 49 99 Daily 648 648 1296 PM Peak Hour Rate Applied to Daily Pass-By Trip Volumes(Per ITE Trip Generation Manual, 11th Edition) PM Peak Hour= 75% Pass By AM Peak Hour= 76% Pass By IN Out Total AM Peak 189 179 369 PM Peak 150 146 296 Daily 1945 1945 3890 PM Peak Hour Rate Applied to Daily NCHRP 684 Internal Trip Capture Estimation Tool Project Name: SWC Drake and College Organization: Kimley-Horn and Associates,Inc. Project Location: Fort Collins,CO Performed By: LKP Scenario Description: Build Out Date: 12/2/2024 Analysis Year: 2028 and 2045 Checked By: Analysis Period: AM Street Peak Hour Date: Table 1-A:Base Vehicle-Trip Generation Estimates(Single-Use Site Estimate) Land Use Development Data(For Information Only) Estimated Vehicle-Trips3 ITE LUCs' Quantity Units Total Entering Exiting Office 1,000 Sq Ft 0 0 0 Retail 16 1,000 Sq Ft 506 253 253 Restaurant 6 1,000 Sq Ft 60 33 27 Cinema/Entertainment Screen(s) 0 0 0 Residential 100 Dwelling Unit(s) 37 9 28 Hotel Room(s) 0 0 0 All Other Land Uses2 0 0 0 0 603 295 308 Table 2-A:Mode Split and Vehicle Occupancy Estimates Land Use Entering Trips Exiting Trips Veh.Occ.' %Transit %Non-Motorized Veh.Occ.' %Transit %Non-Motorized Office 1.00 0% 0% 1.00 0% 0% Retail 1.00 0% 0% 1.00 0% 0% Restaurant 1.00 0% 0% 1.00 0% 0% Cinema/Entertainment 1.00 0% 0% 1.00 0% 0% Residential 1.00 0% 0% 1.00 0% 0% Hotel 1.00 0% 0% 1.00 0% 0% All Other Land Uses2 1.00 0% 0% 1.00 0% 0% Table 3-A:Average Land Use Interchange Distances(Feet Walking Distance) Origin(From) Destination(To) Office Retail Restaurant Cinema/Entertainment Residential Hotel Office Retail Restaurant Cinema/Entertainment Residential Hotel Table 4-A:Internal Person-Trip Origin-Destination Matrix* Origin(From) Destination(To) Office Retail Restaurant Cinema/Entertainment Residential Hotel Office 0 0 0 0 0 Retail 0 17 0 0 0 Restaurant 0 4 0 0 0 Cinema/Entertainment 0 0 0 0 0 Residential 0 0 6 0 0 Hotel 1 0 1 0 1 0 0 0 Table 5-A:Computations Summary Table 6-A:Internal Trip Capture Percentages by Land Use Total Entering Exiting Land Use Entering Trips Exiting Trips All Person-Trips 603 295 308 Office N/A N/A Internal Capture Percentage 9% 9% 9% Retail 2% 7% Restaurant 70% 15% External Vehicle-Trips5 549 268 281 Cinema/Entertainment N/A N/A External Transit-Trips6 0 0 0 Residential 0% 21% External Non-Motorized Tri s6 0 1 0 0 lHotel N/A N/A 'Land Use Codes(LUCs)from Trip Generation Manual,published by the Institute of Transportation Engineers. 2Total estimate for all other land uses at mixed-use development site is not subject to internal trip capture computations in this estimator. 'Enter trips assuming no transit or non-motorized trips(as assumed in ITE Trip Generation Manual). °Enter vehicle occupancy assumed in Table 1-A vehicle trips. If vehicle occupancy changes for proposed mixed-use project,manual adjustments must be made to Tables 5-A,9-A(O and D). Enter transit,non-motorized percentages that will result with proposed mixed-use project complete. 5Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-A. 6Person-Trips *Indicates computation that has been rounded to the nearest whole number. Estimation Tool Developed by the Texas A&M Transportation Institute-Version 2013.1 Project Name: SWC Drake and College Analysis Period: AM Street Peak Hour Table 7-A:Conversion of Vehicle-Trip Ends to Person-Trip Ends Land Use Table 7-A(D):Entering Trips Table 7-A(0):Exiting Trips Veh.Occ. Vehicle-Trips Person-Trips* Veh.Occ. Vehicle-Trips Person-Trips* Office 1.00 0 0 1.00 0 0 Retail 1.00 253 253 1.00 253 253 Restaurant 1.00 33 33 1.00 27 27 Cinema/Entertainment 1.00 0 0 1.00 0 0 Residential 1.00 9 9 1.00 28 28 Hotel 1.00 0 0 1.00 0 0 Table 8-A(0):Internal Person-Trip Origin-Destination Matrix(Computed at Origin) Origin(From) Destination(To) Office Retail Restaurant Cinema/Entertainment Residential Hotel Office 0 0 0 0 0 Retail 73 33 0 35 0 Restaurant 8 4 0 1 1 Cinema/Entertainment 0 0 0 0 0 Residential 1 0 6 0 0 Hotel 0 0 0 0 0 Table 8-A(D):Internal Person-Trip Origin-Destination Matrix(Computed at Destination) Origin(From) Destination(To) Office Retail Restaurant Cinema/Entertainment Residential Hotel Office 81 8 0 0 0 Retail 0 17 0 0 0 Restaurant 0 20 0 0 0 Cinema/Entertainment 0 0 0 0 0 Residential 0 43 7 0 0 Hotel 0 10 2 0 0 Table 9-A(D):Internal and External Trips Summary(Entering Trips) Destination Land Use Person-Trip Estimates External Trips by Mode* Internal External Total Vehicles' Transit2 Non-Motorized2 Office 0 0 0 0 0 0 Retail 4 249 253 249 0 0 Restaurant 23 10 33 10 0 0 Cinema/Entertainment 0 0 0 0 0 0 Residential 0 9 9 9 0 0 Hotel 0 0 0 0 0 0 All Other Land UseS3 0 0 0 0 0 0 Table 9-A(0):Internal and External Trips Summary(Exiting Trips) Person-Trip Estimates External Trips by Mode* Origin Land Use ' z z Internal External Total Vehicles Transit Non-Motorized Office 0 0 0 0 0 0 Retail 17 236 253 236 0 0 Restaurant 4 23 27 23 0 0 Cinema/Entertainment 0 0 0 0 0 0 Residential 6 22 28 22 1 0 0 Hotel 0 0 0 0 0 0 All Other Land Uses3 0 0 0 0 0 0 'Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-A 2Person-Trips 3Total estimate for all other land uses at mixed-use development site is not subject to internal trip capture computations in this estimator *Indicates computation that has been rounded to the nearest whole number. NCHRP 684Internal Trip Capture Estimation Tool Project Name: SWC Drake and College Organization: Kimley-Horn and Associates,Inc. Project Location: Fort Collins,CO Performed By: LKP Scenario Description: Build Out Date: 12/2/2024 Analysis Year: 2028 and 2045 Checked By: Analysis Period: PM Street Peak Hour Date: Table 1-13:Base Vehicle-Trip Generation Estimates(Single-Use Site Estimate) Land Use Development Data(For Information Only) Estimated Vehicle-Trips3 ITE LUCs' Quantity Units Total Entering Exiting Office 1,000 Sq Ft 0 0 0 Retail 16 1,000 Sq Ft 430 215 215 Restaurant 6 1,000 Sq Ft 57 35 22 Cinema/Entertainment Screen(s) 0 0 0 Residential 100 Dwelling Unit(s) 39 24 15 Hotel - Room(s) 0 0 0 All Other Land UsesZ 0 0 0 0 526 274 252 Table 2-P:Mode Split and Vehicle Occupancy Estimates Land Use Entering Trips Exiting Trips Veh.OCc° %Transit %Non-Motorized Veh.Occ° %Transit %Non-Motorized Office 1.00 0% 0% 1.00 0% 0% Retail 1.00 0% 0% 1.00 0% 0% Restaurant 1.00 0% 0% 1.00 0% 0% Cinema/Entertainment 1.00 0% 0% 1.00 0% 0% Residential 1.00 0% 0% 1.00 0% 1 0% Hotel 1.00 0% 0% 1.00 0% 0% All Other Land UsesZ 1.00 0% 0%u 1.00 0%e 0% Table 3-P:Average Land Use Interchange Distances(Feet Walking Distance) Origin(From) Destination(To) Office Retail Restaurant Cinema/Entertainment Residential Hotel Office Retail Restaurant Cinema/Entertainment Residential Hotel Table 4-P:Internal Person-Trip Origin-Destination Matrix* Origin(From) Destination(To) Office Retail Restaurant Cinema/Entertainment Residential Hotel Office 0 0 0 0 0 Retail 0 10 0 11 0 Restaurant 0 9 0 4 0 Cinema/Entertainment 0 0 0 0 0 Residential 0 6 3 0 0 Hotel 0 0 0 0 0 Table 5-P:Computations Summary Table 6-P:Internal Trip Capture Percentages by Land Use Total Entering Exiting Land Use Entering Trips Exiting Trips All Person-Trips 526 274 252 Office N/A N/A Internal Capture Percentage 16% 16% 17% Retail 7% 10% Restaurant 37% 59% External Vehicle-TripS5 440 231 209 Cinema/Entertainment N/A N/A External Transit-Trips' 0 0 0 Residential 63% 60% External Non-Motorized Trips' 0 0 0 1 lHotel N/A N/A 'Land Use Codes(LUCs)from Trip Generation Manual,published by the Institute of Transportation Engineers. ZTotal estimate for all other land uses at mixed-use development site is not subject to internal trip capture computations in this estimator. 3Enter trips assuming no transit or non-motorized trips(as assumed in ITE Trip Generation Manual). °Enter vehicle occupancy assumed in Table 1-P vehicle trips. If vehicle occupancy changes for proposed mixed-use project,manual adjustments must be 5Vehicie-trips computed using the mode split and vehicle occupancy values provided in Table 2-P. 'Person-Trips *Indicates computation that has been rounded to the nearest whole number. Estimation Tool Developed by the Texas A&M Transportation Institute-Version 2013.1 Project Name:j SWC Drake and College Analysis Period: PM Street Peak Hour Table 7-P:Conversion of Vehicle-Trip Ends to Person-Trip Ends Land Use Table 7-P(D):Entering Trips Table 7-P(0):Exiting Trips Veh.Occ. Vehicle-Trips Person-Trips* Veh.Occ. Vehicle-Trips Person-Trips* Office 1.00 0 0 1.00 0 0 Retail 1.00 215 215 1.00 215 215 Restaurant 1.00 35 35 1.00 22 22 Cinema/Entertainment 1.00 0 0 1.00 0 0 Residential 1.00 24 24 1.00 15 15 Hotel 1.00 0 0 1.00 0 0 Table 8-P(0):Internal Person-Trip Origin-Destination Matrix(Computed at Origin) Origin(From) Destination(To) Office Retail Restaurant Cinema/Entertainment Residential Hotel Office 0 0 0 0 0 Retail 4 62 9 56 11 Restaurant 1 9 2 4 2 Cinema/Entertainment 0 0 0 0 0 Residential 1 6 3 0 1 1 0 Hotel 0 1 0 1 0 0 1 0 Table 8-P(D):Internal Person-Trip Origin-Destination Matrix(Computed at Destination) Origin(From) Destination(To) Office Retail Restaurant Cinema/Entertainment Residential Hotel Office 17 1 0 1 0 Retail 0 10 0 11 0 Restaurant 0 108 0 4 0 Cinema/Entertainment 0 9 1 1 0 Residential 0 22 5 0 0 Hotel 0 4 2 0 0 Table 9-P(D):Internal and External Trips Summary(Entering Trips) Destination Land Use Person-Trip Estimates External Trips by Mode* Internal External Total Vehicles' TransitZ Non-Motorized2 Office 0 0 0 0 0 0 Retail 15 200 215 200 0 0 Restaurant 13 22 35 22 0 0 Cinema/Entertainment 0 0 0 0 0 0 Residential 15 9 24 9 0 0 Hotel 0 0 0 0 0 0 All Other Land Uses' 0 0 0 0 0 0 Table 9-P(0):Internal and External Trips Summary(Exiting Trips) Origin Land Use Person-Trip Estimates External Trips by Mode* Internal External Total Vehicles' TransitZ Non-Motorized2 Office 0 0 0 0 0 0 Retail 21 194 215 194 0 0 Restaurant 13 9 22 9 0 0 Cinema/Entertainment 0 0 0 0 0 0 Residential 9 6 15 6 0 0 Hotel 0 0 0 0 0 0 All Other Land Uses' 0 0 0 0 0 0 'Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-P ZPerson-Trips 'Total estimate for all other land uses at mixed-use development site is not subject to internal trip capture computations in this estimator *Indicates computation that has been rounded to the nearest whole number. '1W APPENDIX F Intersection Analysis Worksheets Kimsey>>> Horn SWC Drake�d Co5ege4 Timings Synchro 12 Report 1: Redwing/Bay & Drake SWC Drake&College 1 4\ 1 Lane Group EBT WBL WBT NBL NBR SBR 06 08 Lane Configurations tj. tl. r r Traffic Volume(vph) 870 49 960 5 17 5 Future Volume(vph) 870 49 960 5 17 5 Turn Type NA custom NA Perm Over Perm Protected Phases 4 36 86 3 6 8 Permitted Phases 8 2 3 2 Detector Phase 4 36 86 2 3 2 Switch Phase Minimum Initial(s) 4.0 4.0 1.0 4.0 4.0 4.0 Minimum Split(s) 23.0 30.0 12.0 30.0 30.0 25.0 Total Split(s) 45.0 27.0 13.0 27.0 25.0 58.0 Total Split(%) 40.9% 24.5% 11.8% 24.5% 23% 53% Yellow Time(s) 7.5 3.0 5.0 3.0 9.0 7.5 All-Red Time(s) 1.5 1.0 1.0 1.0 1.0 1.5 Lost Time Adjust(s) -1.0 -1.0 -1.0 -1.0 Total Lost Time(s) 8.0 3.0 5.0 3.0 Lead/Lag Lag Lead Lead-Lag Optimize? Recall Mode C-Max None None None None C-Max Act Effct Green(s) 56.7 97.5 99.3 10.2 7.5 10.2 Actuated g/C Ratio 0.52 0.89 0.90 0.09 0.07 0.09 v/c Ratio 0.56 0.07 0.37 0.04 0.17 0.02 Control Delay(s/veh) 23.9 0.4 2.3 40.8 51.5 0.0 Queue Delay 0.0 1.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 23.9 1.4 2.3 40.8 51.5 0.0 LOS C A A D D A Approach Delay(s/veh) 23.9 2.3 Approach LOS C A Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset:96(87%),Referenced to phase 4:EBT and 8:WBTL,Start of Red Natural Cycle: 105 Control Type:Actuated-Coordinated Maximum v/c Ratio:0.59 Intersection Signal Delay(s/veh): 12.6 Intersection LOS:B Intersection Capacity Utilization 48.1% ICU Level of Service A Analysis Period(min)15 Splits and Phases: 1: Redwing/Bay&Drake #1 Lm #1 82 #1 #2 02 06 04(R) #1 #2 08(R) 2024 Existing AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 1 HCM Signalized Intersection Capacity Analysis Synchro 12 Report 1: Redwing/Bay & Drake SWC Drake&College Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj. t14 %F r Traffic Volume(vph) 0 870 2 49 960 14 5 0 17 0 0 5 Future Volume(vph) 0 870 2 49 960 14 5 0 17 0 0 5 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 8 11 8 12 11 8 10 8 14 8 8 16 Total Lost time(s) 8.0 5.0 8.0 3.0 5.0 3.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 0.87 Fit Protected 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow(prot) 3454 1752 3380 1680 1723 1835 Flt Permitted 1.00 0.18 1.00 0.95 1.00 1.00 Satd. Flow(perm) 3454 340 3380 1680 1723 1835 Peak-hour factor, PHF 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 Adj. Flow(vph) 0 1000 2 56 1103 16 6 0 20 0 0 6 RTOR Reduction(vph) 0 0 0 0 1 0 0 0 0 0 0 6 Lane Group Flow(vph) 0 1002 0 56 1118 0 6 0 20 0 0 0 Confl. Peds. (#/hr) 7 3 3 7 2 67 67 2 Confl. Bikes(#/hr) 2 2 Heavy Vehicles(%) 1% 1% 1% 3% 3% 3% 0% 0% 0% 0% 0% 0% Turn Type NA custom NA Perm Over Perm Protected Phases 4 36 86 3 Permitted Phases 8 Nor___ 2 3 2 Actuated Green, G(s) 52.0 91.1 91.1 5.9 5.4 5.9 Effective Green,g (s) 53.0 83.1 83.1 6.9 6.4 6.9 Actuated g/C Ratio 0.48 0.76 0.76 0.06 0.06 0.06 Clearance Time(s) 9.0 4.0 6.0 4.0 Vehicle Extension(s) 3.0 3.0 3.0 3.0 Lane Grp Cap(vph) 1664 579 2553 105 100 115 v/s Ratio Prot c0.29 0.02 c0.33 0.01 v/s Ratio Perm 0.05 c0.00 0.00 v/c Ratio 0.60 0.10 0.44 0.06 0.20 0.00 Uniform Delay,dl 20.8 5.6 4.9 48.5 49.4 48.3 Progression Factor 1.00 0.09 0.71 1.00 1.00 1.00 Incremental Delay, d2 1.6 0.1 0.1 0.2 1.0 0.0 Delay(s) 22.4 0.6 3.6 48.7 50.3 48.3 Level of Service C A A D D D Approach Delay(s/veh) 22.4 3.5 50.0 48.3 Approach LOS 4 A D D Intersection Summary -IMF- HCM 2000 Control Delay(s/veh) 12.7 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.53 Actuated Cycle Length (s) 110.0 Sum of lost time(s) 26.0 Intersection Capacity Utilization 48.1% ICU Level of Service A Analysis Period(min) 15 c Critical Lane Group 2024 Existing AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 3 Timings Synchro 12 Report 2: McClelland/Max BRT & Drake SWC Drake&College 4\ t 1 Lane Group EBT WBL WBT NBL NBT NBR SBT 02 Lane Configurations tj. Vi W f r t Traffic Volume(vph) 818 14 945 66 4 39 3 Future Volume(vph) 818 14 945 66 4 39 3 Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 2 Permitted Phases 8 6 6 Detector Phase 4 3 8 6 6 6 6 Switch Phase Minimum Initial(s) 4.0 1.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split(s) 23.0 12.0 25.0 30.0 30.0 30.0 30.0 30.0 Total Split(s) 45.0 13.0 58.0 25.0 25.0 25.0 25.0 27.0 Total Split(%) 40.9% 11.8% 52.7% 22.7% 22.7% 22.7% 22.7% 25% Yellow Time(s) 7.5 5.0 7.5 9.0 9.0 9.0 9.0 3.0 All-Red Time(s) 1.5 1.0 1.5 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust(s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time(s) 8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lead/Lag Lag Lead Lead-Lag Optimize? Recall Mode C-Max None C-Max None None None None None Act Effct Green(s) 56.7 69.9 66.9 18.7 18.7 18.7 18.7 Actuated g/C Ratio 0.52 0.64 0.61 0.17 0.17 0.17 0.17 v/c Ratio 0.59 0.06 0.37 0.34 0.02 0.12 0.02 Control Delay(slveh) 4.9 12.7 13.5 44.0 37.0 0.6 37.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 4.9 12.7 13.5 44.0 37.0 0.6 37.3 LOS A B B D D A D Approach Delay(s/veh) 4.9 13.5 28.3 37.3 Approach LOS A B C D Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset:96(87%),Referenced to phase 4:EBT and 8:WBTL,Start of Red Natural Cycle: 105 Control Type:Actuated-Coordinated Maximum vlc Ratio:0.59 Intersection Signal Delay(s/veh): 10.5 Intersection LOS:B Intersection Capacity Utilization 50.6% ICU Level of Service A Analysis Period(min)15 Splits and Phases: 2:McClelland/Max BRT&Drake #1 #1 #2 #1 82 #1 #2 02 � 06 � --- 04(R) #1 #2 08(R) 2024 Existing AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 4 HCM Signalized Intersection Capacity Analysis Synchro 12 Report 2: McClelland/Max BRT & Drake SWC Drake&College Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj. ) ttt T �f T Traffic Volume(vph) 0 818 71 14 945 0 66 4 39 0 3 0 Future Volume(vph) 0 818 71 14 945 0 66 4 39 0 3 0 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 11 8 11 11 12 11 12 12 12 12 12 Total Lost time(s) 8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lane Util. Factor 0.95 1.00 0.91 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.97 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.99 1.00 1.00 1.00 1.00 0.85 1.00 Fit Protected 1.00 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow(prot) 3404 1694 4868 1678 1827 1507 950 Flt Permitted 1.00 0.17 1.00 0.76 1.00 1.00 1.00 Satd. Flow(perm) 3404 309 4868 1335 1827 1507 950 Peak-hour factor, PHF 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Adj. Flow(vph) 0 951 83 16 1099 0 77 5 45 0 13 0 RTOR Reduction(vph) 0 5 0 0 0 0 0 0 37 0 0 0 Lane Group Flow(vph) 0 1029 0 16 1099 0 77 5 8 0 3 0 Confl. Peds. (#/hr) 10 3 3 10 9 9 Confl. Bikes(#/hr) 2 1 1 Heavy Vehicles(%) 1% 1% 1% 3% 3% 3% 4% 4% 4% 100% 100% 100% Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 Permitted Phases 8 6 6 Actuated Green, G(s) 52.0 63.4 63.4 17.7 17.7 17.7 17.7 Effective Green,g (s) 53.0 64.4 64.4 18.7 18.7 18.7 18.7 Actuated g/C Ratio 0.48 0.59 0.59 0.17 0.17 0.17 0.17 Clearance Time(s) 9.0 6.0 9.0 10.0 10.0 10.0 10.0 Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap(vph) 1640 261 2849 226 310 256 161 v/s Ratio Prot c0.30 0.00 c0.23 0.00 0.00 v/s Ratio Perm 0.03 c0.06 0.01 v/c Ratio 0.63 0.06 0.39 0.34 0.02 0.03 0.02 Uniform Delay,dl 21.2 11.8 12.2 40.2 38.0 38.1 38.0 Progression Factor 0.11 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.5 0.1 0.4 0.9 0.0 0.0 0.0 Delay(s) 3.8 11.9 12.6 41.1 38.0 38.1 38.1 Level of Service A B B D D D D Approach Delay(s/veh) 3.8 12.6 39.9 38.1 Approach LOS A B D D Intersection Summary HCM 2000 Control Delay(s/veh) 10.2 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.51 Actuated Cycle Length (s) 110.0 Sum of lost time(s) 26.0 Intersection Capacity Utilization 50.6% ICU Level of Service A Analysis Period(min) 15 c Critical Lane Group 2024 Existing AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 6 Timings Synchro 12 Report 3: College (US 287) & Drake SWC Drake&College * Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations vi tt r tt r )) ttt r vi� Ott r Traffic Volume(vph) 156 467 127 111 575 192 162 961 77 95 804 188 Future Volume(vph) 156 467 127 111 575 192 162 961 77 95 804 188 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Detector Phase 7 4 4 3 8 8 1 6 6 5 2 2 Switch Phase Minimum Initial(s) 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 Minimum Split(s) 11.0 41.5 41.5 11.0 42.5 42.5 11.0 35.5 35.5 11.0 35.5 35.5 Total Split(s) 18.0 39.0 39.0 12.0 33.0 33.0 17.0 54.0 54.0 15.0 52.0 52.0 Total Split(%) 15.0% 32.5% 32.5% 10.0% 27.5% 27.5% 14.2% 45.0% 45.0% 12.5% 43.3% 43.3% Yellow Time(s) 3.0 4.0 4.0 3.0 4.0 4.0 3.5 4.5 4.5 4.5 4.5 4.5 All-Red Time(s) 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust(s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time(s) 4.5 5.5 5.5 4.5 5.5 5.5 5.0 5.5 5.5 5.5 5.5 5.5 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lead Lead Lag Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Act Effct Green(s) 45.6 32.7 32.7 35.6 27.1 27.1 11.5 49.3 49.3 9.5 47.8 47.8 Actuated g/C Ratio 0.38 0.27 0.27 0.30 0.23 0.23 0.10 0.41 0.41 0.08 0.40 0.40 v/c Ratio 0.73 0.60 0.27 0.51 0.92 0.42 0.59 0.55 0.12 0.42 0.48 0.29 Control Delay(s/veh) 44.3 41.1 2.8 33.9 63.6 5.9 60.1 28.4 0.3 57.9 28.1 5.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 44.3 41.1 2.8 33.9 63.6 5.9 60.1 28.4 0.3 57.9 28.1 5.1 LOS D D A C E A E C A E C A Approach Delay(s/veh) 35.3 47.3 30.9 26.7 Approach LOS D D C C Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset:21 (18%), Referenced to phase 2:SBT and 6:NBT,Start of Yellow Natural Cycle: 100 Control Type:Actuated-Coordinated Maximum vlc Ratio:0.92 Intersection Signal Delay(s/veh):34.2 Intersection LOS:C Intersection Capacity Utilization 70.4% ICU Level of Service C Analysis Period(min)15 Splits and Phases: a�3:College(US 287)&Drake 01 i 02(R) � � 03 � 04 1 06(R) ! 5 07 t 08 2024 Existing AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 1 HCM 7th Signalized Intersection Summary Synchro 12 Report 3: College (US 287) & Drake SWC Drake&College --p. --t f ~ *-- I* /* 1* t *1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Vi tt r tt r )) ttt r Ott r Traffic Volume(vehlh) 156 467 127 111 575 192 162 961 77 95 804 188 Future Volume(veh/h) 156 467 127 111 575 192 162 961 77 95 804 188 Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.04 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.98 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow,vehlh/In 1870 1870 1870 1841 1841 1841 1870 1870 1945 1870 1870 1870 Adj Flow Rate,veh/h 181 543 148 129 669 223 188 1117 90 110 935 219 Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Percent Heavy Veh, % 2 2 2 4 4 4 2 2 2 2 2 2 Cap,veh/h 260 912 406 260 764 335 273 2064 665 352 2201 682 Arrive On Green 0.10 0.26 0.26 0.06 0.22 0.22 0.08 0.40 0.40 0.10 0.43 0.43 Sat Flow,veh/h 1781 3554 1581 1753 3497 1534 3456 5106 1646 3456 5106 1583 Grp Volume(v),vehlh 181 543 148 129 669 223 188 1117 90 110 935 219 Grp Sat Flow(s),veh/h/In 1781 1777 1581 1753 1749 1534 1728 1702 1646 1728 1702 1583 Q Serve(g_s),s 9.0 16.1 6.6 6.9 22.2 16.0 6.4 20.0 2.7 3.5 15.3 11.0 Cycle Q Clear(g_c),s 9.0 16.1 6.6 6.9 22.2 16.0 6.4 20.0 2.7 3.5 15.3 11.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c),veh/h 260 912 406 260 764 335 273 2064 665 352 2201 682 V/C Ratio(X) 0.70 0.60 0.36 0.50 0.88 0.67 0.69 0.54 0.14 0.31 0.42 0.32 Avail Cap(c_a),veh/h 281 992 441 260 801 352 346 2064 665 352 2201 682 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) 0.80 0.80 0.80 0.94 0.94 0.94 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay(d),slveh 32.6 39.1 18.8 34.2 45.3 42.9 53.8 27.3 9.9 50.0 23.8 22.5 Incr Delay(d2),s/veh 5.4 0.7 0.4 1.4 9.8 4.2 4.0 1.0 0.4 0.5 0.6 1.2 Initial Q Delay(d3),slveh 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/In 4.2 7.0 3.5 3.0 10.5 6.4 2.9 8.1 1.6 1.5 6.1 4.3 Unsig. Movement Delay,slveh LnGrp Delay(d),s/veh 37.9 39.8 19.3 35.5 55.1 47.0 57.8 28.3 10.3 50.5 24.4 23.8 LnGrp LOS D D B D E D E C B D C C Approach Vol,veh/h 872 1021 1395 1264 Approach Delay,slveh 35.9 50.9 31.1 26.6 Approach LOS D D C C Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 14.5 57.2 12.0 36.3 17.7 54.0 16.6 31.7 Change Period(Y+Rc),s 6.0 6.5 5.5 6.5 6.5 6.5 5.5 6.5 Max Green Setting(Gmax),s 11.0 45.5 6.5 32.5 8.5 47.5 12.5 26.5 Max Q Clear Time(g_c+I1),s 8.4 17.3 8.9 18.1 5.5 22.0 11.0 24.2 Green Ext Time(p_c),s 0.2 5.0 0.0 2.3 0.1 5.3 0.1 0.9 Intersection Summary HCM 7th Control Delay,s/veh 35.2 HCM 7th LOS D Notes User approved pedestrian interval to be less than phase max green. 2024 Existing AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 3 HCM 7th TWSC Synchro 12 Report 4: McClelland & Thunderbird Dr SWC Drake&College Intersection Int Delay, s/veh 1.4 Movement WBL WBR NBT NBR SBL SBT Lane Configurations err y, 4 Traffic Vol, veh/h 9 18 105 7 11 91 Future Vol,veh/h 9 18 105 7 11 91 Conflicting Peds,#/hr 0 0 0 3 3 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None None None Storage Length 0 Veh in Median Storage,# 0 0 0 Grade,% 0 0 0 Peak Hour Factor 79 79 79 79 79 79 Heavy Vehicles, % 4 4 5 5 4 4 Mvmt Flow 11 23 133 9 14 115 Major/Minor Minorl Majorl Major2 Conflicting Flow All 283 140 0 0 145 0 Stage 1 140 - - - - - Stage 2 143 - - Critical Hdwy 6.44 6.24 4.14 Critical Hdwy Stg 1 5.44 - - Critical Hdwy Stg 2 5.44 - - Follow-up Hdwy 3.536 3.336 2.236 Pot Cap-1 Maneuver 722 902 1425 Stage 1 882 - - Stage 2 895 - - Platoon blocked, % 0 Mov Cap-1 Maneuver 712 900 1422 Mov Cap-2 Maneuver 712 - - Stage 1 879 Stage 2 886 F Approach WB NB SB HCM Control Delay,s/v 9.54 0 0.81 _ HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT i Capacity(veh/h) 827 194 _ HCM Lane V/C Ratio 0.041 0.01 HCM Control Delay(s/veh) 9.5 7.6 0 _ HCM Lane LOS A A A HCM 95th%tile Q(veh) 0.1 0 - 2024 Existing AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 4 HCM 7th TWSC Synchro 12 Report 5: College (US 287) & Thunderbird Dr SWC Drake&College Intersection Int Delay,s/veh 0.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations r r ) ttl+ Wo Traffic Vol,veh/h 0 0 8 0 0 45 20 1465 14 11 1009 17 Future Vol,veh/h 0 0 8 0 0 45 20 1465 14 11 1009 17 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 - - 0 - - 0 140 - 100 - Veh in Median Storage,# - 0 - - 0 - - 0 - - 0 Grade,% - 0 - - 0 - - 0 - 0 Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93 Heavy Vehicles, % 0 0 0 2 2 2 2 2 2 3 3 3 Mvmt Flow 0 0 9 0 0 48 22 1575 15 12 1085 18 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 552 795 1103 0 0 1590 0 0 Stage 1 - - - - - - - - - - Stage 2 - - - - - - Critical Hdwy 7.1 - 7.14 5.34 - 5.36 - - Critical Hdwy Stg 1 - - - - Critical Hdwy Stg 2 - - - - - - - - - - - Follow-up Hdwy 3.9 - - 3.92 3.12 3.13 - - Pot Cap-1 Maneuver 0 0 *772 0 0 *690 606 - 441 - Stage 1 0 0 - 0 0 - - - - - Stage 2 0 0 - 0 0 - - - - - - Platoon blocked, % 0 0 0 0 Mov Cap-1 Maneuver - - *772 - - *690 606 - 441 - - Mov Cap-2 Maneuver - Stage 1 - - - - - - - - - Stage 2 - - A� Approach EB WB NB SB HCM Control Delay,s/v 9.72 10.61 0.15 0.14 HCM LOS A B Minor Lane/Major Mvmt NBL NBT NBR EBLnlWBLnl SBL SBT SBR Capacity(veh/h) 606 - 772 690 441 - HCM Lane V/C Ratio 0.035 - 0.011 0.07 0.027 - HCM Control Delay(slveh) 11.2 - - 9.7 10.6 13.4 - - HCM Lane LOS B - A B B - HCM 95th%tile Q(veh) 0.1 - 0 0.2 0.1 - Notes —:Volume exceeds capacity $: Delay exceeds 300s +:Computation Not Defined *:All major volume in platoon 2024 Existing AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 5 Timings Synchro 12 Report 1: Redwing/Bay & Drake SWC Drake&College 1 -N 1 Lane Group EBT WBL WBT NBL NBR SBR 06 08 Lane Configurations tj. tT. Vi r r Traffic Volume(vph) 1046 48 1209 30 79 10 Future Volume(vph) 1046 48 1209 30 79 10 Turn Type NA custom NA Perm Over Perm Protected Phases 4 36 86 3 6 8 Permitted Phases 8 2 3 2 Detector Phase 4 36 86 2 3 2 Switch Phase Minimum Initial(s) 4.0 4.0 1.0 4.0 4.0 4.0 Minimum Split(s) 23.0 33.0 12.0 33.0 30.0 25.0 Total Split(s) 54.0 28.0 14.0 28.0 24.0 68.0 Total Split(%) 45.0% 23.3% 11.7% 23.3% 20% 57% Yellow Time(s) 7.5 3.0 5.0 3.0 9.0 7.5 All-Red Time(s) 1.5 1.0 1.0 1.0 1.0 1.5 Lost Time Adjust(s) -1.0 -1.0 -1.0 -1.0 Total Lost Time(s) 8.0 3.0 5.0 3.0 Lead/Lag Lag Lead Lead Lead Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode C-Max None None None None C-Max Act Effct Green(s) 54.7 107.2 107.4 8.8 9.2 8.8 Actuated g/C Ratio 0.46 0.89 0.90 0.07 0.08 0.07 v/c Ratio 0.69 0.06 0.41 0.26 0.62 0.03 Control Delay(s/veh) 31.1 0.5 2.4 57.0 75.0 0.2 Queue Delay 0.1 2.3 0.2 0.0 5.4 0.0 Total Delay(s/veh) 31.2 2.7 2.6 57.0 80.4 0.2 LOS C A A E F A Approach Delay(s/veh) 31.2 2.6 Approach LOS C A Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset:74(62%),Referenced to phase 4:EBT and 8:WBTL,Start of Yellow Natural Cycle: 120 Control Type:Actuated-Coordinated Maximum v/c Ratio:0.75 Intersection Signal Delay(s/veh): 18.2 Intersection LOS:B Intersection Capacity Utilization 54.7% ICU Level of Service A Analysis Period(min)15 Splits and Phases: 1: Redwing/Bay&Drake #1 #1 #2 #1 #2 #1 #2 02 T_ "i1 06 04 URJ #1 #2 08(R) 2024 Existing PM Peak-Hour Kimley-Horn Associates, Inc.[LKP 0963150141 Page 1 HCM Signalized Intersection Capacity Analysis Synchro 12 Report 1: Redwing/Bay & Drake SWC Drake&College Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj. T14 " r Traffic Volume(vph) 0 1046 11 48 1209 6 30 0 79 0 0 10 Future Volume(vph) 0 1046 11 48 1209 6 30 0 79 0 0 10 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 8 11 8 12 11 8 10 8 14 8 8 16 Total Lost time(s) 8.0 5.0 8.0 3.0 5.0 3.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 0.87 Fit Protected 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow(prot) 3448 1787 3452 1663 1706 1835 Flt Permitted 1.00 0.13 1.00 0.95 1.00 1.00 Satd. Flow(perm) 3448 253 3452 1663 1706 1835 Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Adj. Flow(vph) 0 1078 11 49 1246 6 31 0 81 0 0 10 RTOR Reduction(vph) 0 1 0 0 0 0 0 0 0 0 0 9 Lane Group Flow(vph) 0 1088 0 49 1252 0 31 0 81 0 0 1 Confl. Peds. (#/hr) 10 4 4 10 2 87 87 2 Confl. Bikes(#/hr) 7 2 Heavy Vehicles(%) 1% 1% 1% 1% 1% 1% 1% 1% 1% 0% 0% 0% Turn Type NA custom NA Perm Over Perm Protected Phases 4 36 86 3 Permitted Phases 8 llnlff� 2 3 2 Actuated Green, G(s) 52.1 101.6 101.6 5.4 8.2 5.4 Effective Green,g (s) 53.1 93.6 6.4 9.2 6.4 Actuated g/C Ratio 0.44 0.78 0.78 0.05 0.08 0.05 Clearance Time(s) 9.0 4.0 6.0 4.0 Vehicle Extension(s) 3.0 3.0 3.0 3.0 Lane Grp Cap(vph) 1525 651 2692 88 130 97 v/s Ratio Prot c0.32 0.02 c0.36 c0.05 v/s Ratio Perm 0.04 c0.02 0.00 v/c Ratio 0.71 0.08 0.47 0.35 0.62 0.01 Uniform Delay,dl 27.3 6.7 4.6 54.8 53.7 53.8 Progression Factor 1.00 0.25 1.01 1.00 1.00 1.00 Incremental Delay, d2 2.9 0.0 0.1 2.4 9.0 0.0 Delay(s) 30.1 1.7 4.7 57.2 62.7 53.8 Level of Service C A A E E D Approach Delay(s/veh) 30.1 4.6 61.2 53.8 Approach LOS A E Intersection Summary -low HCM 2000 Control Delay(s/veh) 18.4 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.62 Actuated Cycle Length (s) 120.0 Sum of lost time(s) 26.0 Intersection Capacity Utilization 54.7% ICU Level of Service A Analysis Period(min) 15 c Critical Lane Group 2024 Existing PM Peak-Hour Kimley-Horn Associates, Inc. [LKP 096315014] Page 3 Timings Synchro 12 Report 2: McClelland/Max BRT & Drake SWC Drake&College 4\ 1 t' Lane Group EBT WBL WBT NBL NBT NBR SBT 02 Lane Configurations fl. ) ttt f r t Traffic Volume(vph) 1012 43 1133 128 8 98 6 Future Volume(vph) 1012 43 1133 128 8 98 6 Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 2 Permitted Phases 8 6 6 Detector Phase 4 3 8 6 6 6 6 Switch Phase i Minimum Initial(s) 4.0 1.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split(s) 23.0 12.0 25.0 30.0 30.0 30.0 30.0 33.0 Total Split(s) 54.0 14.0 68.0 24.0 24.0 24.0 24.0 28.0 Total Split(%) 45.0% 11.7% 56.7% 20.0% 20.0% 20.0% 20.0% 23% Yellow Time(s) 7.5 5.0 7.5 9.0 9.0 9.0 9.0 3.0 All-Red Time(s) 1.5 1.0 1.5 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust(s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time(s) 8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lead/Lag Lag Lead Lag Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode C-Max None C-Max None None None None None Act Effct Green(s) 54.7 71.9 68.9 26.3 26.3 26.3 26.3 Actuated g/C Ratio 0.46 0.60 0.57 0.22 0.22 0.22 0.22 v/c Ratio 0.75 0.19 0.41 0.45 0.02 0.23 0.03 Control Delay(slveh) 7.2 11.9 13.2 44.9 34.8 3.2 35.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 7.2 11.9 13.2 44.9 34.8 3.2 35.2 LOS A B B D C A D Approach Delay(s/veh) 7.2 13.2 27.0 35.2 Approach LOS A B C D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset:74(62%),Referenced to phase 4:EBT and 8:WBTL,Start of Yellow Natural Cycle: 120 Control Type:Actuated-Coordinated Maximum vlc Ratio:0.75 Intersection Signal Delay(s/veh): 11.9 Intersection LOS:B Intersection Capacity Utilization 64.1% ICU Level of Service C Analysis Period(min)15 Splits and Phases: 2:McClelland/Max BRT&Drake #1 #1 #2 L #22 #1 #2 02 T_ , 06 •f� � --+ 04 URJ 1 i12 08(R) 2024 Existing PM Peak-Hour Kimley-Horn Associates, Inc.[LKP 0963150141 Page 4 HCM Signalized Intersection Capacity Analysis Synchro 12 Report 2: McClelland/Max BRT & Drake SWC Drake&College Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj. ) ttt T %f T Traffic Volume(vph) 0 1012 112 43 1133 0 128 8 98 0 6 0 Future Volume(vph) 0 1012 112 43 1133 0 128 8 98 0 6 0 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 8 11 8 11 11 8 11 8 12 8 8 8 Total Lost time(s) 8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lane Util. Factor 0.95 1.00 0.91 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.96 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.99 1.00 1.00 1.00 1.00 0.85 1.00 Fit Protected 1.00 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow(prot) 3390 1728 4964 1694 1599 1500 823 Flt Permitted 1.00 0.11 1.00 0.75 1.00 1.00 1.00 Satd. Flow(perm) 3390 199 4964 1344 1599 1500 823 Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow(vph) 0 1054 117 45 1180 0 133 8 102 0 6 0 RTOR Reduction(vph) 0 6 0 0 0 0 0 0 80 0 0 0 Lane Group Flow(vph) 0 1165 0 45 1180 0 133 8 22 0 6 0 Confl. Peds. (#/hr) 15 3 3 15 15 15 Confl. Bikes(#/hr) 8 3 2 Heavy Vehicles(%) 1% 1% 1% 1% 1% 1% 3% 3% 3% 100% 100% 100% Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 Permitted Phases 8 6 - 6 Actuated Green, G(s) 52.1 66.3 66.3 25.3 25.3 25.3 25.3 Effective Green,g (s) 53.1 67.3 67.3 26.3 26.3 26.3 26.3 Actuated g/C Ratio 0.44 0.56 0.56 0.22 0.22 0.22 0.22 Clearance Time(s) 9.0 6.0 9.0 10.0 10.0 10.0 10.0 Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap(vph) 1500 228 2783 294 350 328 180 v/s Ratio Prot c0.34 0.02 c0.24 0.01 0.01 v/s Ratio Perm _ _ 0.10 c0.10 0.01 v/c Ratio 0.78 0.20 0.42 0.45 0.02 0.07 0.03 Uniform Delay,dl 28.4 16.6 15.2 40.6 36.8 37.1 36.9 Progression Factor 0.13 0.80 0.81 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.9 0.3 0.4 1.1 0.0 0.1 0.1 Delay(s) 6.5 13.6 12.6 41.7 36.8 37.2 36.9 Level of Service A B B D D D D Approach Delay(s/veh) 6.5 12.6 39.7 36.9 Approach LOS A B D Intersection Summary HCM 2000 Control Delay(s/veh) 12.5 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.62 Actuated Cycle Length (s) 120.0 Sum of lost time(s) 26.0 Intersection Capacity Utilization 64.1% ICU Level of Service C Analysis Period(min) 15 c Critical Lane Group 2024 Existing PM Peak-Hour Kimley-Horn Associates, Inc. [LKP 096315014] Page 6 Timings Synchro 12 Report 3: College (US 287) & Drake SWC Drake&College --0. --t "r ~ t 1 I* '�* 1* t *1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r tt r )) ttt r Vi� Ott r Traffic Volume(vph) 176 558 224 139 556 146 282 1248 158 221 1571 357 Future Volume(vph) 176 558 224 139 556 146 282 1248 158 221 1571 357 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Detector Phase 7 4 4 3 8 8 1 6 6 5 2 2 Switch Phase Minimum Initial(s) 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 Minimum Split(s) 11.0 39.5 39.5 11.0 40.5 40.5 11.0 35.5 35.5 11.0 35.5 35.5 Total Split(s) 16.0 41.0 41.0 14.0 39.0 39.0 20.0 47.0 47.0 18.0 45.0 45.0 Total Split(%) 13.3% 34.2% 34.2% 11.7% 32.5% 32.5% 16.7% 39.2% 39.2% 15.0% 37.5% 37.5% Yellow Time(s) 3.0 4.0 4.0 3.0 4.0 4.0 4.5 4.5 4.5 3.5 4.5 4.5 All-Red Time(s) 2.5 2.5 2.5 2.5 2.5 2.5 2.0 2.0 2.0 2.5 2.0 2.0 Lost Time Adjust(s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time(s) 4.5 5.5 5.5 4.5 5.5 5.5 5.5 5.5 5.5 5.0 5.5 5.5 Lead/Lag Lead Lag Lag Lead Lag Lag Lag Lag Lag Lead Lead Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Act Effct Green(s) 42.8 30.3 30.3 38.8 28.3 28.3 14.5 46.1 46.1 13.6 44.7 44.7 Actuated g/C Ratio 0.36 0.25 0.25 0.32 0.24 0.24 0.12 0.38 0.38 0.11 0.37 0.37 v/c Ratio 0.77 0.74 0.44 0.63 0.78 0.31 0.77 0.73 0.24 0.65 0.94 0.56 Control Delay(s/veh) 54.5 32.5 6.1 46.8 59.4 12.7 60.0 31.0 5.4 59.5 48.7 17.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 54.5 32.5 6.1 46.8 59.4 12.7 60.0 31.0 5.4 59.5 48.7 17.5 LOS D C A D E B E C A E D B Approach Delay(s/veh) 30.4 49.2 33.4 44.6 Approach LOS C D C D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset:0(0%), Referenced to phase 2:SBT and 6:NBT,Start of Yellow Natural Cycle: 110 Control Type:Actuated-Coordinated Maximum vlc Ratio:0.94 Intersection Signal Delay(s/veh):39.5 Intersection LOS:D Intersection Capacity Utilization 82.6% ICU Level of Service E Analysis Period(min)15 Splits and Phases: 3:College(US 287)&Drake 4� 02(R) � 1 �3 � 03 � 04 05 � 06(R) � � 07 t 08 2024 Existing PM Peak-Hour Kimley-Horn Associates, Inc.[LKP 0963150141 Page 1 HCM 7th Signalized Intersection Summary Synchro 12 Report 3: College (US 287) & Drake SWC Drake&College --p. --t f- ~ 4- 1 I* /* 1* t *1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r tt r )) ttt r )VI ttt r Traffic Volume(vehlh) 176 558 224 139 556 146 282 1248 158 221 1571 357 Future Volume(veh/h) 176 558 224 139 556 146 282 1248 158 221 1571 357 Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.04 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 1.00 1.00 0.99 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow,vehlh/In 1885 1885 1885 1900 1900 1900 1885 1885 1961 1885 1885 1885 Adj Flow Rate,veh/h 196 620 249 154 618 162 313 1387 176 246 1746 397 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, % 1 1 1 0 0 0 1 1 1 1 1 1 Cap,veh/h 269 852 373 258 799 350 623 2144 689 333 1694 523 Arrive On Green 0.13 0.32 0.32 0.03 0.07 0.07 0.36 0.83 0.83 0.06 0.22 0.22 Sat Flow,veh/h 1795 3582 1569 1810 3610 1581 3483 5147 1654 3483 5147 1589 Grp Volume(v),vehlh 196 620 249 154 618 162 313 1387 176 246 1746 397 Grp Sat Flow(s),veh/h/In 1795 1791 1569 1810 1805 1581 1742 1716 1654 1742 1716 1589 Q Serve(g_s),s 10.1 18.4 16.5 7.8 20.2 7.4 8.4 11.7 2.7 8.3 39.5 20.6 Cycle Q Clear(g_c),s 10.1 18.4 16.5 7.8 20.2 7.4 8.4 11.7 2.7 8.3 39.5 20.6 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c),veh/h 269 852 373 258 799 350 623 2144 689 333 1694 523 V/C Ratio(X) 0.73 0.73 0.67 0.60 0.77 0.46 0.50 0.65 0.26 0.74 1.03 0.76 Avail Cap(c_a),veh/h 269 1060 464 258 1008 441 623 2144 689 377 1694 523 HCM Platoon Ratio 1.33 1.33 1.33 0.33 0.33 0.33 2.00 2.00 2.00 0.67 0.67 0.67 Upstream Filter(I) 0.63 0.63 0.63 0.91 0.91 0.91 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay(d),slveh 32.6 37.6 36.9 35.5 52.7 19.4 34.4 6.8 6.1 54.7 46.8 22.7 Incr Delay(d2),s/veh 6.2 1.2 1.6 3.4 2.7 0.9 0.6 1.5 0.9 6.6 30.1 9.9 Initial Q Delay(d3),slveh 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/In 4.6 7.7 6.1 3.9 10.1 3.0 3.2 2.6 1.0 4.0 22.0 9.5 Unsig. Movement Delay,slveh LnGrp Delay(d),s/veh 38.8 38.8 38.5 39.0 55.4 20.3 35.0 8.3 7.0 61.3 76.9 32.7 LnGrp LOS D D D D E C D A A E F C Approach Vol,veh/h 1065 934 1876 2389 Approach Delay,slveh 38.7 46.6 12.7 67.9 Approach LOS D D B E Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 27.0 45.0 14.0 34.0 16.5 55.5 16.0 32.0 Change Period(Y+Rc),s 6.5 6.5 5.5 6.5 6.0 6.5 5.5 6.5 Max Green Setting(Gmax),s 13.5 38.5 8.5 34.5 12.0 40.5 10.5 32.5 Max Q Clear Time(g_c+l l),s 10.4 41.5 9.8 20.4 10.3 13.7 12.1 22.2 Green Ext Time(p_c),s 0.4 0.0 0.0 3.0 0.2 7.5 0.0 2.3 Intersection Summary HCM 7th Control Delay,s/veh 43.2 HCM 7th LOS D Notes User approved pedestrian interval to be less than phase max green. 2024 Existing PM Peak-Hour Kimley-Horn Associates, Inc.[LKP 0963150141 Page 3 HCM 7th TWSC Synchro 12 Report 4: McClelland & Thunderbird Dr SWC Drake&College Intersection Int Delay, s/veh 2.8 Movement WBL WBR NBT NBR SBL SBT Lane Configurations 'y y, 4 Traffic Vol, veh/h 29 76 161 33 27 142 Future Vol,vehlh 29 76 161 33 27 142 Conflicting Peds,#/hr 0 0 0 4 4 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None None None Storage Length 0 Veh in Median Storage,# 0 0 0 Grade,% 0 0 0 Peak Hour Factor 91 91 91 91 91 91 Heavy Vehicles, % 0 0 3 3 4 4 Mvmt Flow 32 84 177 36 30 156 Major/Minor Minorl Majorl Major2 Conflicting Flow All 414 199 0 0 217 0 Stage 1 199 - - - - - Stage 2 215 - - Critical Hdwy 6.4 6.2 4.14 Critical Hdwy Stg 1 5.4 - - Critical Hdwy Stg 2 5.4 - - Follow-up Hdwy 3.5 3.3 2.236 Pot Cap-1 Maneuver 620 847 1341 Stage 1 839 - - Stage 2 848 - - Platoon blocked, % 0 Mov Cap-1 Maneuver 603 844 1336 Mov Cap-2 Maneuver 603 - - Stage 1 836 Stage 2 827 F Approach WB NB SB HCM Control Delay,s/v10.58 0 1.24 _ HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT i Capacity(veh/h) 760 288 _ HCM Lane V/C Ratio 0.152 0.022 HCM Control Delay(s/veh) 10.6 7.8 0 _ HCM Lane LOS B A A HCM 95th%tile Q(veh) 0.5 0.1 - 2024 Existing PM Peak-Hour Kimley-Horn Associates, Inc. [LKP 096315014] Page 4 HCM 7th TWSC Synchro 12 Report 5: College (US 287) & Thunderbird Dr SWC Drake&College Intersection Int Delay,s/veh 0.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations r r ) +++ '� ++t Traffic Vol,veh/h 0 0 28 0 0 46 25 1747 19 19 1954 77 Future Vol,veh/h 0 0 28 0 0 46 25 1747 19 19 1954 77 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 - - 0 - - 0 140 - 100 - Veh in Median Storage,# - 0 - - 0 - - 0 - - 0 Grade,% - 0 - - 0 - - 0 - 0 Peak Hour Factor 99 99 99 99 99 99 99 99 99 99 99 99 Heavy Vehicles, % 0 0 0 2 2 2 0 0 0 1 1 1 Mvmt Flow 0 0 28 0 0 46 25 1765 19 19 1974 78 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 1026 892 2052 0 0 1784 0 0 Stage 1 - - - - - - - - Stage 2 - - - - Critical Hdwy 7.1 7.14 5.3 - 5.32 - - Critical Hdwy Stg 1 - - - - Critical Hdwy Stg 2 - - - - - - - - - Follow-up Hdwy 3.9 3.92 3.1 3.11 - Pot Cap-1 Maneuver 0 0 *609 0 0 *650 331 - 405 - Stage 1 0 0 - 0 0 - - - - - Stage 2 0 0 - 0 0 - - - - - - Platoon blocked, % 0 0 0 0 - Mov Cap-1 Maneuver - - *609 - - *650 331 - 405 - Mov Cap-2 Maneuver - - Stage 1 - - - - - - - - - Stage 2 - - A� Approach EB WB NB SB HCM Control Delay,s/v 11.2 10.97 0.23 0.13 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBR EBLnlWBLnl SBL SBT SBR Capacity(veh/h) 331 - 609 650 405 - HCM Lane V/C Ratio 0.076 - 0.046 0.072 0.047 - HCM Control Delay(slveh) 16.8 - - 11.2 11 14.3 - - HCM Lane LOS C - B B B - HCM 95th%tile Q(veh) 0.2 - 0.1 0.2 0.1 - Notes —:Volume exceeds capacity $: Delay exceeds 300s +:Computation Not Defined *:All major volume in platoon 2024 Existing PM Peak-Hour Kimley-Horn Associates, Inc.[LKP 0963150141 Page 5 Timings Synchro 12 Report 1: Redwing/Bay & Drake SWC Drake&College 1- 4-- 4\ /,* 1 Lane Group EBT WBL WBT NBL NBR SBR 06 08 Lane Configurations fl. tl r r Traffic Volume(vph) 931 51 1021 5 18 5 Future Volume(vph) 931 51 1021 5 18 5 Turn Type NA custom NA Perm Over Perm Protected Phases 4 36 86 3 6 8 Permitted Phases 8 2 3 2 Detector Phase 4 36 86 2 3 2 Switch Phase Minimum Initial(s) 4.0 4.0 1.0 4.0 4.0 4.0 Minimum Split(s) 23.0 30.0 12.0 30.0 30.0 25.0 Total Split(s) 45.0 27.0 13.0 27.0 25.0 58.0 Total Split(%) 40.9% 24.5% 11.8% 24.5% 23% 53% Yellow Time(s) 7.5 3.0 5.0 3.0 9.0 7.5 All-Red Time(s) 1.5 1.0 1.0 1.0 1.0 1.5 Lost Time Adjust(s) -1.0 -1.0 -1.0 -1.0 Total Lost Time(s) 8.0 3.0 5.0 3.0 Lead/Lag Lag Lead Lead-Lag Optimize? Recall Mode C-Max None None None None C-Max Act Effct Green(s) 55.1 97.5 99.3 10.2 7.6 10.2 Actuated g/C Ratio 0.50 0.89 0.90 0.09 0.07 0.09 v/c Ratio 0.62 0.08 0.39 0.04 0.18 0.02 Control Delay(s/veh) 26.1 0.9 2.7 40.8 51.6 0.0 Queue Delay 0.0 1.2 0.0 0.0 0.0 0.0 Total Delay(s/veh) 26.1 2.2 2.7 40.8 51.6 0.0 LOS C A A D D A Approach Delay(s/veh) 26.1 2.7 Approach LOS C A Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset:96(87%),Referenced to phase 4:EBT and 8:WBTL,Start of Red Natural Cycle: 115 Control Type:Actuated-Coordinated Maximum v/c Ratio:0.65 Intersection Signal Delay(s/veh): 13.8 Intersection LOS:B Intersection Capacity Utilization 49.8% ICU Level of Service A Analysis Period(min)15 Splits and Phases: 1: Redwing/Bay&Drake #1 #1 #2 #1 82 #1 #2 02 � 06 04(R) #1 #2 08(R) 2028 Background AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 1 HCM Signalized Intersection Capacity Analysis Synchro 12 Report 1: Redwing/Bay & Drake SWC Drake&College Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj« t14 %F r Traffic Volume(vph) 0 931 2 51 1021 15 5 0 18 0 0 5 Future Volume(vph) 0 931 2 51 1021 15 5 0 18 0 0 5 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 8 11 8 12 11 8 10 8 14 8 8 16 Total Lost time(s) 8.0 5.0 8.0 3.0 5.0 3.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 0.87 Fit Protected 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow(prot) 3454 1752 3380 1680 1723 1835 Flt Permitted 1.00 0.15 1.00 0.95 1.00 1.00 Satd. Flow(perm) 3454 285 3380 1680 1723 1835 Peak-hour factor, PHF 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 Adj. Flow(vph) 0 1070 2 59 1174 17 6 0 21 0 0 6 RTOR Reduction(vph) 0 0 0 0 1 0 0 0 0 0 0 6 Lane Group Flow(vph) 0 1072 0 59 1190 0 6 0 21 0 0 0 Confl. Peds. (#/hr) 7 3 3 7 2 67 67 2 Confl. Bikes(#/hr) 3 3 Heavy Vehicles(%) 1% 1% 1% 3% 3% 3% 0% 0% 0% 0% 0% 0% Turn Type NA custom NA Perm Over Perm Protected Phases 4 36 86 3 Permitted Phases 8 Nor___ 2 3 2 Actuated Green, G(s) 50.4 91.1 91.1 5.9 5.5 5.9 Effective Green,g (s) 51.4 83.1 83.1 6.9 6.5 6.9 Actuated g/C Ratio 0.47 0.76 0.76 0.06 0.06 0.06 Clearance Time(s) 9.0 4.0 6.0 4.0 Vehicle Extension(s) 3.0 3.0 3.0 3.0 Lane Grp Cap(vph) 1613 571 2553 105 101 115 v/s Ratio Prot c0.31 0.03 c0.35 0.01 v/s Ratio Perm _ _ 0.05 c0.00 0.00 v/c Ratio 0.66 0.10 0.47 0.06 0.21 0.00 Uniform Delay,dl 22.6 6.3 5.1 48.5 49.3 48.3 Progression Factor 1.00 0.33 0.80 1.00 1.00 1.00 Incremental Delay, d2 2.2 0.1 0.1 0.2 1.0 0.0 Delay(s) 24.8 2.2 4.2 48.7 50.3 48.3 Level of Service C A A D D D Approach Delay(s/veh) 24.8 4.1 50.0 48.3 Approach LOS C A D D Intersection Summary HCM 2000 Control Delay(s/veh) 14.2 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.57 Actuated Cycle Length (s) 110.0 Sum of lost time(s) 26.0 Intersection Capacity Utilization 49.8% ICU Level of Service A Analysis Period(min) 15 c Critical Lane Group 2028 Background AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 3 Timings Synchro 12 Report 2: McClelland/Max BRT & Drake SWC Drake&College 4\ 1 Lane Group EBT WBL WBT NBL NBT NBR SBT 02 Lane Configurations tT ) ttt + r t Traffic Volume(vph) 877 20 1005 69 4 48 3 Future Volume(vph) 877 20 1005 69 4 48 3 Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 2 Permitted Phases 8 6 6 Detector Phase 4 3 8 6 6 6 6 Switch Phase Minimum Initial(s) 4.0 1.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split(s) 23.0 12.0 25.0 30.0 30.0 30.0 30.0 30.0 Total Split(s) 45.0 13.0 58.0 25.0 25.0 25.0 25.0 27.0 Total Split(%) 40.9% 11.8% 52.7% 22.7% 22.7% 22.7% 22.7% 25% Yellow Time(s) 7.5 5.0 7.5 9.0 9.0 9.0 9.0 3.0 All-Red Time(s) 1.5 1.0 1.5 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust(s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time(s) 8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lead/Lag Lag Lead Lead-Lag Optimize? Recall Mode C-Max None C-Max None None None None None Act Effct Green(s) 55.1 68.4 65.4 20.2 20.2 20.2 20.2 Actuated g/C Ratio 0.50 0.62 0.59 0.18 0.18 0.18 0.18 v/c Ratio 0.65 0.09 0.40 0.33 0.01 0.14 0.02 Control Delay(slveh) 7.1 13.4 14.6 42.4 36.0 0.7 36.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 7.1 13.4 14.6 42.4 36.0 0.7 36.7 LOS A B B D D A D Approach Delay(s/veh) 7.1 14.6 25.6 36.7 Approach LOS A B C D Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset:96(87%),Referenced to phase 4:EBT and 8:WBTL,Start of Red Natural Cycle: 115 Control Type:Actuated-Coordinated Maximum vlc Ratio:0.65 Intersection Signal Delay(s/veh): 11.9 Intersection LOS:B Intersection Capacity Utilization 52.4% ICU Level of Service A Analysis Period(min)15 Splits and Phases: 2:McClelland/Max BRT&Drake #1 #1 #2 #1 82 #1 #2 +T 1. 111 r #1 #2 4 T 08(R) 2028 Background AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 4 HCM Signalized Intersection Capacity Analysis Synchro 12 Report 2: McClelland/Max BRT & Drake SWC Drake&College Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj« ) ttt T %F T Traffic Volume(vph) 0 877 74 20 1005 0 69 4 48 0 3 0 Future Volume(vph) 0 877 74 20 1005 0 69 4 48 0 3 0 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 11 8 11 11 12 11 12 12 12 12 12 Total Lost time(s) 8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lane Util. Factor 0.95 1.00 0.91 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.97 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.99 1.00 1.00 1.00 1.00 0.85 1.00 Fit Protected 1.00 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow(prot) 3405 1694 4868 1678 1827 1507 950 Flt Permitted 1.00 0.14 1.00 0.76 1.00 1.00 1.00 Satd. Flow(perm) 3405 256 4868 1335 1827 1507 950 Peak-hour factor, PHF 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Adj. Flow(vph) 0 1020 86 23 1169 0 80 5 56 0 13 0 RTOR Reduction(vph) 0 5 0 0 0 0 0 0 46 0 0 0 Lane Group Flow(vph) 0 1101 0 23 1169 0 80 5 10 0 3 0 Confl. Peds. (#/hr) 10 3 3 10 9 9 Confl. Bikes(#/hr) 7 3 1 Heavy Vehicles(%) 1% 1% 1% 3% 3% 3% 4% 4% 4% 100% 100% 100% Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 Permitted Phases 8 6 6 Actuated Green, G(s) 50.4 61.9 61.9 19.2 19.2 19.2 19.2 Effective Green,g (s) 51.4 62.9 62.9 20.2 20.2 20.2 20.2 Actuated g/C Ratio 0.47 0.57 0.57 0.18 0.18 0.18 0.18 Clearance Time(s) 9.0 6.0 9.0 10.0 10.0 10.0 10.0 Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap(vph) 1591 231 2783 245 335 276 174 v/s Ratio Prot c0.32 0.01 c0.24 0.00 0.00 v/s Ratio Perm 0.05 c0.06 0.01 v/c Ratio 0.69 0.10 0.42 0.33 0.01 0.04 0.02 Uniform Delay,dl 23.1 13.2 13.3 39.0 36.8 36.9 36.8 Progression Factor 0.13 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.0 0.2 0.5 0.8 0.0 0.1 0.0 Delay(s) 5.1 13.4 13.7 39.8 36.8 37.0 36.8 Level of Service A B B D D D D Approach Delay(s/veh) 5.1 13.7 38.6 36.8 Approach LOS B D Intersection Summary HCM 2000 Control Delay(s/veh) 11.3 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.55 Actuated Cycle Length (s) 110.0 Sum of lost time(s) 26.0 Intersection Capacity Utilization 52.4% ICU Level of Service A Analysis Period(min) 15 c Critical Lane Group 2028 Background AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 6 Timings Synchro 12 Report 3: College (US 287) & Drake SWC Drake&College * Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r tt r )) ttt r vi� Ott r Traffic Volume(vph) 159 475 129 113 614 207 189 1010 77 128 865 196 Future Volume(vph) 159 475 129 113 614 207 189 1010 77 128 865 196 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Detector Phase 7 4 4 3 8 8 1 6 6 5 2 2 Switch Phase Minimum Initial(s) 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 Minimum Split(s) 11.0 41.5 41.5 11.0 42.5 42.5 11.0 35.5 35.5 11.0 35.5 35.5 Total Split(s) 18.0 39.0 39.0 12.0 33.0 33.0 17.0 54.0 54.0 15.0 52.0 52.0 Total Split(%) 15.0% 32.5% 32.5% 10.0% 27.5% 27.5% 14.2% 45.0% 45.0% 12.5% 43.3% 43.3% Yellow Time(s) 3.0 4.0 4.0 3.0 4.0 4.0 3.5 4.5 4.5 4.5 4.5 4.5 All-Red Time(s) 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust(s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time(s) 4.5 5.5 5.5 4.5 5.5 5.5 5.0 5.5 5.5 5.5 5.5 5.5 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lead Lead Lag Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Act Effct Green(s) 46.4 33.4 33.4 36.2 27.7 27.7 11.7 48.6 48.6 9.5 46.9 46.9 Actuated g/C Ratio 0.39 0.28 0.28 0.30 0.23 0.23 0.10 0.41 0.41 0.08 0.39 0.39 v/c Ratio 0.74 0.60 0.27 0.51 0.95 0.44 0.68 0.59 0.12 0.57 0.52 0.31 Control Delay(s/veh) 45.7 40.7 2.9 33.9 69.3 7.3 63.7 29.4 0.3 62.3 29.3 6.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 45.7 40.7 2.9 33.9 69.3 7.3 63.7 29.4 0.3 62.3 29.3 6.4 LOS D D A C E A E C A E C A Approach Delay(s/veh) 35.4 51.3 32.7 29.1 Approach LOS D D C C Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset:21 (18%), Referenced to phase 2:SBT and 6:NBT,Start of Yellow Natural Cycle: 100 Control Type:Actuated-Coordinated Maximum vlc Ratio:0.95 Intersection Signal Delay(s/veh):36.3 Intersection LOS:D Intersection Capacity Utilization 71.9% ICU Level of Service C Analysis Period(min)15 Splits and Phases: a�3:College(US 287)&Drake 01 i 02(R) I � 03 � 04 16(R) ! 0S 07 f�8 ML 2028 Background AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 1 HCM 7th Signalized Intersection Summary Synchro 12 Report 3: College (US 287) & Drake SWC Drake&College --0. --t f- ~ t I* /* 1* t *1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r tt r )) ttt r )VI Ott r Traffic Volume(vehlh) 159 475 129 113 614 207 189 1010 77 128 865 196 Future Volume(veh/h) 159 475 129 113 614 207 189 1010 77 128 865 196 Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.04 1.00 1.00 1.00 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,vehlh/In 1870 1870 1870 1841 1841 1841 1870 1870 1945 1870 1870 1870 Adj Flow Rate,veh/h 185 552 150 131 714 241 220 1174 90 149 1006 228 Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Percent Heavy Veh, % 2 2 2 4 4 4 2 2 2 2 2 2 Cap,veh/h 257 943 420 265 792 352 304 2064 665 322 2111 654 Arrive On Green 0.10 0.27 0.27 0.06 0.23 0.23 0.09 0.40 0.40 0.09 0.41 0.41 Sat Flow,veh/h 1781 3554 1581 1753 3497 1556 3456 5106 1646 3456 5106 1583 Grp Volume(v),vehlh 185 552 150 131 714 241 220 1174 90 149 1006 228 Grp Sat Flow(s),vehlh/In 1781 1777 1581 1753 1749 1556 1728 1702 1646 1728 1702 1583 Q Serve(g_s),s 9.1 16.2 6.7 6.9 23.8 17.0 7.4 21.3 2.7 4.9 17.3 11.8 Cycle Q Clear(g_c),s 9.1 16.2 6.7 6.9 23.8 17.0 7.4 21.3 2.7 4.9 17.3 11.8 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c),veh/h 257 943 420 265 792 352 304 2064 665 322 2111 654 V/C Ratio(X) 0.72 0.59 0.36 0.49 0.90 0.68 0.72 0.57 0.14 0.46 0.48 0.35 Avail Cap(c_a),veh/h 277 992 441 265 801 357 346 2064 665 322 2111 654 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 0.94 0.94 0.94 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay(d),s/veh 32.2 38.3 18.9 33.5 45.1 42.5 53.3 27.7 9.9 51.6 25.7 24.1 Incr Delay(d2),s/veh 8.1 0.8 0.5 1.3 12.6 4.9 6.4 1.1 0.4 1.0 0.8 1.5 Initial Q Delay(d3),slveh 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/In 4.4 7.1 3.5 3.0 11.6 6.9 3.4 8.6 1.6 2.1 6.9 4.6 Unsig. Movement Delay,slveh LnGrp Delay(d),s/veh 40.3 39.2 19.4 34.8 57.8 47.4 59.7 28.8 10.3 52.6 26.5 25.6 LnGrp LOS D D B C E D E C B D C C Approach Vol,veh/h 887 1086 1484 1383 Approach Delay,slveh 36.0 52.7 32.3 29.1 Approach LOS D D C C Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 15.6 55.1 12.0 37.3 16.7 54.0 16.7 32.7 Change Period(Y+Rc),s 6.0 6.5 5.5 6.5 6.5 6.5 5.5 6.5 Max Green Setting(Gmax),s 11.0 45.5 6.5 32.5 8.5 47.5 12.5 26.5 Max Q Clear Time(g_c+I1),s 9.4 19.3 8.9 18.2 6.9 23.3 11.1 25.8 Green Ext Time(p_c),s 0.1 5.4 0.0 2.4 0.1 5.6 0.1 0.3 Intersection Summary HCM 7th Control Delay,s/veh 36.7 HCM 7th LOS D Notes User approved pedestrian interval to be less than phase max green. 2028 Background AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 3 HCM 7th TWSC Synchro 12 Report 4: McClelland & Thunderbird Dr SWC Drake&College Intersection Int Delay, s/veh 1.3 Movement WBL WBR NBT NBR SBL SBT Lane Configurations err y, 4 Traffic Vol, veh/h 9 19 116 7 11 100 Future Vol,veh/h 9 19 116 7 11 100 Conflicting Peds,#/hr 0 0 0 3 3 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None None None Storage Length 0 Veh in Median Storage,# 0 0 0 Grade,% 0 0 0 Peak Hour Factor 79 79 79 79 79 79 Heavy Vehicles, % 4 4 5 5 4 4 Mvmt Flow 11 24 147 9 14 127 Major/Minor Minorl Majorl Major2 Conflicting Flow All 309 154 0 0 159 0 Stage 1 154 - - - - - Stage 2 154 - - Critical Hdwy 6.44 6.24 4.14 Critical Hdwy Stg 1 5.44 - - Critical Hdwy Stg 2 5.44 - - Follow-up Hdwy 3.536 3.336 2.236 Pot Cap-1 Maneuver 697 886 1409 Stage 1 869 - - Stage 2 884 - - Platoon blocked, % 0 Mov Cap-1 Maneuver 688 884 1405 Mov Cap-2 Maneuver 688 - - Stage 1 867 Stage 2 875 F Approach WB NB SB HCM Control Delay,s/v 9.65 0 0.75 _ HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT i Capacity(veh/h) 810 178 _ HCM Lane V/C Ratio 0.044 0.01 HCM Control Delay(s/veh) 9.6 7.6 0 _ HCM Lane LOS A A A HCM 95th%tile Q(veh) 0.1 0 - 2028 Background AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 4 HCM 7th TWSC Synchro 12 Report 5: College (US 287) & Thunderbird Dr SWC Drake&College Intersection Int Delay,s/veh 0.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations r r ) ttl+ '� ttl+ Traffic Vol,veh/h 0 0 8 0 0 47 20 1551 15 11 1072 17 Future Vol,veh/h 0 0 8 0 0 47 20 1551 15 11 1072 17 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 - - 0 - - 0 140 - 100 - Veh in Median Storage,# - 0 - - 0 - - 0 - - 0 Grade,% - 0 - - 0 - - 0 - 0 Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93 Heavy Vehicles, % 0 0 0 2 2 2 2 2 2 3 3 3 Mvmt Flow 0 0 9 0 0 51 22 1668 16 12 1153 18 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 585 842 1171 0 0 1684 0 0 Stage 1 - - - - - - - - - - Stage 2 - - - - - Critical Hdwy 7.1 - 7.14 5.34 - - 5.36 - - Critical Hdwy Stg 1 - - - - Critical Hdwy Stg 2 - - - - - - - - - - - Follow-up Hdwy 3.9 3.92 3.12 - 3.13 - Pot Cap-1 Maneuver 0 0 *757 0 0 *674 593 - - 415 - Stage 1 0 0 - 0 0 - - - - - Stage 2 0 0 - 0 0 - - - - - - - Platoon blocked, % 0 0 0 - 0 - Mov Cap-1 Maneuver - - *757 - - *674 593 - - 415 - Mov Cap-2 Maneuver - - - Stage 1 - - - - - - - - - Stage 2 - - - A� Approach EB WB NB SB HCM Control Delay,s/v 9.81 10.78 0.14 0.14 HCM LOS A B Minor Lane/Major Mvmt NBL NBT NBR EBLnlWBLnl SBL SBT SBR Capacity(veh/h) 593 - 757 674 415 - HCM Lane V/C Ratio 0.036 - 0.011 0.075 0.029 - HCM Control Delay(slveh) 11.3 - - 9.8 10.8 13.9 - - HCM Lane LOS B - A B B - HCM 95th%tile Q(veh) 0.1 - 0 0.2 0.1 - Notes —:Volume exceeds capacity $: Delay exceeds 300s +:Computation Not Defined *:All major volume in platoon 2028 Background AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 5 Timings Synchro 12 Report 1: Redwing/Bay & Drake SWC Drake&College 1- *\ /,* 1 Lane Group EBT WBL WBT NBL NBR SBR 06 08 Lane Configurations tj. tl. r r Traffic Volume(vph) 1142 50 1312 31 82 10 Future Volume(vph) 1142 50 1312 31 82 10 Turn Type NA custom NA Perm Over Perm Protected Phases 4 36 86 3 6 8 Permitted Phases 8 2 3 2 Detector Phase 4 36 86 2 3 2 Switch Phase Minimum Initial(s) 4.0 4.0 1.0 4.0 4.0 4.0 Minimum Split(s) 23.0 33.0 12.0 33.0 30.0 25.0 Total Split(s) 54.0 28.0 14.0 28.0 24.0 68.0 Total Split(%) 45.0% 23.3% 11.7% 23.3% 20% 57% Yellow Time(s) 7.5 3.0 5.0 3.0 9.0 7.5 All-Red Time(s) 1.5 1.0 1.0 1.0 1.0 1.5 Lost Time Adjust(s) -1.0 -1.0 -1.0 -1.0 Total Lost Time(s) 8.0 3.0 5.0 3.0 Lead/Lag Lag Lead Lead Lead Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode C-Max None None None None C-Max Act Effct Green(s) 53.4 107.2 107.4 8.8 9.2 8.8 Actuated g/C Ratio 0.45 0.89 0.90 0.07 0.08 0.07 v/c Ratio 0.77 0.07 0.44 0.26 0.65 0.03 Control Delay(s/veh) 34.4 1.8 2.8 57.1 77.4 0.2 Queue Delay 0.2 2.3 0.2 0.0 8.8 0.0 Total Delay(s/veh) 34.6 4.0 3.0 57.1 86.2 0.2 LOS C A A E F A Approach Delay(s/veh) 34.6 3.1 Approach LOS C A Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset:74(62%),Referenced to phase 4:EBT and 8:WBTL,Start of Yellow Natural Cycle: 130 Control Type:Actuated-Coordinated Maximum v/c Ratio:0.84 Intersection Signal Delay(s/veh):20.0 Intersection LOS:C Intersection Capacity Utilization 57.5% ICU Level of Service B Analysis Period(min)15 Splits and Phases: 1: Redwing/Bay&Drake #1 #1 #2 #1 #2 #1 #2 02 T_ "i1 06 04 URJ #1 #2 08(R) 2028 Background PM Peak-Hour Kimley-Horn Associates, Inc.[LKP 0963150141 Page 1 HCM Signalized Intersection Capacity Analysis Synchro 12 Report 1: Redwing/Bay & Drake SWC Drake&College Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj. t14 %F r Traffic Volume(vph) 0 1142 11 50 1312 6 31 0 82 0 0 10 Future Volume(vph) 0 1142 11 50 1312 6 31 0 82 0 0 10 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 8 11 8 12 11 8 10 8 14 8 8 16 Total Lost time(s) 8.0 5.0 8.0 3.0 5.0 3.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 0.87 Fit Protected 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow(prot) 3449 1787 3452 1663 1706 1835 Flt Permitted 1.00 0.10 1.00 0.95 1.00 1.00 Satd. Flow(perm) 3449 185 3452 1663 1706 1835 Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Adj. Flow(vph) 0 1177 11 52 1353 6 32 0 85 0 0 10 RTOR Reduction(vph) 0 1 0 0 0 0 0 0 0 0 0 9 Lane Group Flow(vph) 0 1187 0 52 1359 0 32 0 85 0 0 1 Confl. Peds. (#/hr) 10 4 4 10 2 87 87 2 Confl. Bikes(#/hr) 1 2 Heavy Vehicles(%) 1% 1% 1% 1% 1% 1% 1% 1% 1% 0% 0% 0% Turn Type NA custom NA Perm Over Perm Protected Phases 4 36 86 3 Permitted Phases 8 llnlff� 2 3 2 Actuated Green, G(s) 50.8 101.6 101.6 5.4 8.2 5.4 Effective Green,g (s) 51.8 93.6 6.4 9.2 6.4 Actuated g/C Ratio 0.43 0.78 0.78 0.05 0.08 0.05 Clearance Time(s) 9.0 4.0 6.0 4.0 Vehicle Extension(s) 3.0 3.0 3.0 3.0 Lane Grp Cap(vph) 1488 635 2692 88 130 97 v/s Ratio Prot c0.34 0.03 c0.39 c0.05 v/s Ratio Perm 0.04 c0.02 0.00 v/c Ratio 0.80 0.08 0.50 0.36 0.65 0.01 Uniform Delay,dl 29.6 8.2 4.8 54.8 53.9 53.8 Progression Factor 1.00 1.25 1.11 1.00 1.00 1.00 Incremental Delay, d2 4.6 0.1 0.1 2.5 11.2 0.0 Delay(s) 34.1 10.4 5.5 57.4 65.1 53.8 Level of Service C B A E E D Approach Delay(s/veh) 34.1 5.7 63.0 53.8 Approach LOS A E Intersection Summary HCM 2000 Control Delay(s/veh) 20.7 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.68 Actuated Cycle Length (s) 120.0 Sum of lost time(s) 26.0 Intersection Capacity Utilization 57.5% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group 2028 Background PM Peak-Hour Kimley-Horn Associates, Inc. [LKP 096315014] Page 3 Timings Synchro 12 Report 2: McClelland/Max BRT & Drake SWC Drake&College 4\ 1 Lane Group EBT WBL WBT NBL NBT NBR SBT 02 Lane Configurations fl. ) ttt f r t Traffic Volume(vph) 1107 58 1233 133 8 116 6 Future Volume(vph) 1107 58 1233 133 8 116 6 Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 2 Permitted Phases 8 6 6 Detector Phase 4 3 8 6 6 6 6 Switch Phase i Minimum Initial(s) 4.0 1.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split(s) 23.0 12.0 25.0 30.0 30.0 30.0 30.0 33.0 Total Split(s) 54.0 14.0 68.0 24.0 24.0 24.0 24.0 28.0 Total Split(%) 45.0% 11.7% 56.7% 20.0% 20.0% 20.0% 20.0% 23% Yellow Time(s) 7.5 5.0 7.5 9.0 9.0 9.0 9.0 3.0 All-Red Time(s) 1.5 1.0 1.5 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust(s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time(s) 8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lead/Lag Lag Lead Lag Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode C-Max None C-Max None None None None None Act Effct Green(s) 53.4 70.6 67.6 27.6 27.6 27.6 27.6 Actuated g/C Ratio 0.45 0.59 0.56 0.23 0.23 0.23 0.23 v/c Ratio 0.84 0.30 0.46 0.45 0.02 0.26 0.03 Control Delay(slveh) 10.0 18.3 15.7 44.2 34.8 5.0 35.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 10.0 18.3 15.8 44.2 34.8 5.0 35.2 LOS B B B D C A D Approach Delay(s/veh) 10.0 15.9 26.2 35.2 Approach LOS B B C D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset:74(62%),Referenced to phase 4:EBT and 8:WBTL,Start of Yellow Natural Cycle: 130 Control Type:Actuated-Coordinated Maximum vlc Ratio:0.84 Intersection Signal Delay(s/veh): 14.3 Intersection LOS:B Intersection Capacity Utilization 70.4% ICU Level of Service C Analysis Period(min)15 Splits and Phases: 2:McClelland/Max BRT&Drake #1 #1 #2 L #22 #1 #2 02 T_ , 06 •f� � --+ 04 URJ 1 i12 08(R) 2028 Background PM Peak-Hour Kimley-Horn Associates, Inc.[LKP 0963150141 Page 4 HCM Signalized Intersection Capacity Analysis Synchro 12 Report 2: McClelland/Max BRT & Drake SWC Drake&College Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj. ) ttt T %f T Traffic Volume(vph) 0 1107 117 58 1233 0 133 8 116 0 6 0 Future Volume(vph) 0 1107 117 58 1233 0 133 8 116 0 6 0 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 8 11 8 11 11 8 11 8 12 8 8 8 Total Lost time(s) 8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lane Util. Factor 0.95 1.00 0.91 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.96 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.99 1.00 1.00 1.00 1.00 0.85 1.00 Fit Protected 1.00 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow(prot) 3393 1728 4964 1694 1599 1503 823 Flt Permitted 1.00 0.07 1.00 0.75 1.00 1.00 1.00 Satd. Flow(perm) 3393 134 4964 1344 1599 1503 823 Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow(vph) 0 1153 122 60 1284 0 139 8 121 0 6 0 RTOR Reduction(vph) 0 6 0 0 0 0 0 0 93 0 0 0 Lane Group Flow(vph) 0 1269 0 60 1284 0 139 8 28 0 6 0 Confl. Peds. (#/hr) 15 3 3 15 15 15 Confl. Bikes(#/hr) 6 2 Heavy Vehicles(%) 1% 1% 1% 1% 1% 1% 3% 3% 3% 100% 100% 100% Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 Permitted Phases 8 6 6 Actuated Green, G(s) 50.8 65.0 65.0 26.6 26.6 26.6 26.6 Effective Green,g (s) 51.8 66.0 66.0 27.6 27.6 27.6 27.6 Actuated g/C Ratio 0.43 0.55 0.55 0.23 0.23 0.23 0.23 Clearance Time(s) 9.0 6.0 9.0 10.0 10.0 10.0 10.0 Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap(vph) 1464 195 2730 309 367 345 189 v/s Ratio Prot c0.37 0.02 c0.26 0.01 0.01 v/s Ratio Perm 0.14 c0.10 0.02 v/c Ratio 0.87 0.31 0.47 0.45 0.02 0.08 0.03 Uniform Delay,dl 31.0 19.5 16.4 39.7 35.8 36.2 35.8 Progression Factor 0.12 1.13 0.90 1.00 1.00 1.00 1.00 Incremental Delay, d2 4.7 0.8 0.5 1.0 0.0 0.1 0.1 Delay(s) 8.4 22.9 15.3 40.7 35.8 36.3 35.9 Level of Service A C B D D D D Approach Delay(s/veh) 8.4 15.6 38.6 35.9 Approach LOS A, B D D Intersection Summary _91mr- HCM 2000 Control Delay(s/veh) 14.6 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.67 Actuated Cycle Length (s) 120.0 Sum of lost time(s) 26.0 Intersection Capacity Utilization 70.4% ICU Level of Service C Analysis Period(min) 15 c Critical Lane Group 2028 Background PM Peak-Hour Kimley-Horn Associates, Inc. [LKP 096315014] Page 6 Timings Synchro 12 Report 3: College (US 287) & Drake SWC Drake&College --0. --t "r ~ t 1 I* /* 1* t *1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r tt r )) ttf r Vi� Ott r Traffic Volume(vph) 179 566 229 142 609 166 334 1316 161 287 1696 371 Future Volume(vph) 179 566 229 142 609 166 334 1316 161 287 1696 371 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Detector Phase 7 4 4 3 8 8 1 6 6 5 2 2 Switch Phase Minimum Initial(s) 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 Minimum Split(s) 11.0 39.5 39.5 11.0 40.5 40.5 11.0 35.5 35.5 11.0 35.5 35.5 Total Split(s) 16.0 41.0 41.0 14.0 39.0 39.0 20.0 47.0 47.0 18.0 45.0 45.0 Total Split(%) 13.3% 34.2% 34.2% 11.7% 32.5% 32.5% 16.7% 39.2% 39.2% 15.0% 37.5% 37.5% Yellow Time(s) 3.0 4.0 4.0 3.0 4.0 4.0 4.5 4.5 4.5 3.5 4.5 4.5 All-Red Time(s) 2.5 2.5 2.5 2.5 2.5 2.5 2.0 2.0 2.0 2.5 2.0 2.0 Lost Time Adjust(s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time(s) 4.5 5.5 5.5 4.5 5.5 5.5 5.5 5.5 5.5 5.0 5.5 5.5 Lead/Lag Lead Lag Lag Lead Lag Lag Lag Lag Lag Lead Lead Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Act Effct Green(s) 44.5 32.0 32.0 40.5 30.0 30.0 14.5 43.4 43.4 14.5 43.0 43.0 Actuated g/C Ratio 0.37 0.27 0.27 0.34 0.25 0.25 0.12 0.36 0.36 0.12 0.36 0.36 v/c Ratio 0.81 0.71 0.43 0.62 0.80 0.34 0.92 0.81 0.26 0.79 1.06 0.60 Control Delay(slveh) 58.4 30.3 5.3 46.2 61.1 15.4 75.3 35.4 6.1 66.0 77.2 20.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 58.4 30.3 5.3 46.2 61.1 15.4 75.3 35.4 6.1 66.0 77.2 20.5 LOS E C A D E B E D A E E C Approach Delay(s/veh) 29.6 50.5 40.1 66.9 Approach LOS C D D E Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset:0(0%), Referenced to phase 2:SBT and 6:NBT,Start of Yellow Natural Cycle: 120 Control Type:Actuated-Coordinated Maximum vlc Ratio: 1.06 Intersection Signal Delay(s/veh):50.4 Intersection LOS:D Intersection Capacity Utilization 88.0% ICU Level of Service E Analysis Period(min)15 Splits and Phases: 3:College(US 287)&Drake 4� 02(R) � 1 �3 � 03 � 04 05 1 06(R) � � 07 t 08 2028 Background PM Peak-Hour Kimley-Horn Associates, Inc.[LKP 0963150141 Page 1 HCM 7th Signalized Intersection Summary Synchro 12 Report 3: College (US 287) & Drake SWC Drake&College --p. --t f ~ 4- 1 I* /* 1* t *1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r tt r )) ttt r Ott r Traffic Volume(vehlh) 179 566 229 142 609 166 334 1316 161 287 1696 371 Future Volume(veh/h) 179 566 229 142 609 166 334 1316 161 287 1696 371 Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.04 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.99 1.00 1.00 1.00 0.99 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow,vehlh/In 1885 1885 1885 1900 1900 1900 1885 1885 1961 1885 1885 1885 Adj Flow Rate,veh/h 199 629 254 158 677 184 371 1462 179 319 1884 412 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, % 1 1 1 0 0 0 1 1 1 1 1 1 Cap,veh/h 265 902 401 267 849 377 574 2006 645 377 1694 523 Arrive On Green 0.13 0.34 0.34 0.03 0.08 0.08 0.33 0.78 0.78 0.07 0.22 0.22 Sat Flow,veh/h 1795 3582 1590 1810 3610 1602 3483 5147 1654 3483 5147 1589 Grp Volume(v),vehlh 199 629 254 158 677 184 371 1462 179 319 1884 412 Grp Sat Flow(s),veh/h/In 1795 1791 1590 1810 1805 1602 1742 1716 1654 1742 1716 1589 Q Serve(g_s),s 10.1 18.3 16.2 7.8 22.1 8.5 10.9 17.4 3.7 10.9 39.5 21.5 Cycle Q Clear(g_c),s 10.1 18.3 16.2 7.8 22.1 8.5 10.9 17.4 3.7 10.9 39.5 21.5 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c),veh/h 265 902 401 267 849 377 574 2006 645 377 1694 523 V/C Ratio(X) 0.75 0.70 0.63 0.59 0.80 0.49 0.65 0.73 0.28 0.85 1.11 0.79 Avail Cap(c_a),veh/h 265 1060 470 267 1008 447 574 2006 645 377 1694 523 HCM Platoon Ratio 1.33 1.33 1.33 0.33 0.33 0.33 2.00 2.00 2.00 0.67 0.67 0.67 Upstream Filter(I) 1.00 1.00 1.00 0.91 0.91 0.91 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay(d),slveh 31.9 35.9 35.2 34.2 52.5 20.0 37.3 10.0 8.5 54.7 46.8 23.0 Incr Delay(d2),s/veh 11.3 1.6 2.1 3.2 3.5 0.9 2.5 2.4 1.1 16.1 59.4 11.4 Initial Q Delay(d3),slveh 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/In 4.9 7.6 6.0 3.9 11.1 3.5 4.2 3.8 1.4 5.7 26.6 10.1 Unsig. Movement Delay,slveh LnGrp Delay(d),s/veh 43.2 37.6 37.4 37.4 56.1 20.9 39.8 12.4 9.6 70.7 106.2 34.4 LnGrp LOS D D D D E C D B A E F C Approach Vol,veh/h 1082 1019 2012 2615 Approach Delay,slveh 38.6 46.8 17.2 90.5 Approach LOS D D B F Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 25.3 45.0 14.0 35.7 18.0 52.3 16.0 33.7 Change Period(Y+Rc),s 6.5 6.5 5.5 6.5 6.0 6.5 5.5 6.5 Max Green Setting(Gmax),s 13.5 38.5 8.5 34.5 12.0 40.5 10.5 32.5 Max Q Clear Time(g_c+l l),s 12.9 41.5 9.8 20.3 12.9 19.4 12.1 24.1 Green Ext Time(p_c),s 0.1 0.0 0.0 3.1 0.0 7.4 0.0 2.3 Intersection Summary HCM 7th Control Delay,s/veh 53.6 HCM 7th LOS D Notes User approved pedestrian interval to be less than phase max green. 2028 Background PM Peak-Hour Kimley-Horn Associates, Inc.[LKP 0963150141 Page 3 HCM 7th TWSC Synchro 12 Report 4: McClelland & Thunderbird Dr SWC Drake&College Intersection Int Delay, s/veh 2.7 Movement WBL WBR NBT NBR SBL SBT Lane Configurations err y, 4 Traffic Vol, veh/h 30 79 182 34 28 161 Future Vol,vehlh 30 79 182 34 28 161 Conflicting Peds,#/hr 0 0 0 4 4 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None None None Storage Length 0 Veh in Median Storage,# 0 0 0 Grade,% 0 0 0 Peak Hour Factor 91 91 91 91 91 91 Heavy Vehicles, % 0 0 3 3 4 4 Mvmt Flow 33 87 200 37 31 177 Major/Minor Minorl Majorl Major2 Conflicting Flow All 461 223 0 0 241 0 Stage 1 223 - - - - - Stage 2 238 - - Critical Hdwy 6.4 6.2 4.14 Critical Hdwy Stg 1 5.4 - - Critical Hdwy Stg 2 5.4 - - Follow-up Hdwy 3.5 3.3 2.236 Pot Cap-1 Maneuver 580 822 1314 Stage 1 819 - - Stage 2 826 - - Platoon blocked, % 0 Mov Cap-1 Maneuver 563 819 1309 Mov Cap-2 Maneuver 563 - - Stage 1 816 Stage 2 805 F Approach WB NB SB HCM Control Delay,s/v10.92 0 1.16 _ HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT i Capacity(veh/h) 728 267 _ HCM Lane V/C Ratio 0.165 0.024 HCM Control Delay(s/veh) 10.9 7.8 0 _ HCM Lane LOS B A A HCM 95th%tile Q(veh) 0.6 0.1 - 2028 Background PM Peak-Hour Kimley-Horn Associates, Inc. [LKP 096315014] Page 4 HCM 7th TWSC Synchro 12 Report 5: College (US 287) & Thunderbird Dr SWC Drake&College Intersection Int Delay,s/veh 0.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations r r ) ttt ttt Traffic Vol,veh/h 0 0 28 0 0 48 25 1873 20 20 2087 77 Future Vol,veh/h 0 0 28 0 0 48 25 1873 20 20 2087 77 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 - - 0 - - 0 140 - 100 - Veh in Median Storage,# - 0 - - 0 - - 0 - - 0 Grade,% - 0 - - 0 - - 0 - 0 Peak Hour Factor 99 99 99 99 99 99 99 99 99 99 99 99 Heavy Vehicles, % 0 0 0 2 2 2 0 0 0 1 1 1 Mvmt Flow 0 0 28 0 0 48 25 1892 20 20 2108 78 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 1093 956 2186 0 0 1912 0 0 Stage 1 - - - - - - - - - Stage 2 - - - - - - Critical Hdwy 7.1 7.14 5.3 - - 5.32 - - Critical Hdwy Stg 1 - - - - Critical Hdwy Stg 2 - - - - - - - - - Follow-up Hdwy 3.9 3.92 3.1 3.11 - - Pot Cap-1 Maneuver 0 0 *594 0 0 *620 284 - - 383 - Stage 1 0 0 - 0 0 - - - - - Stage 2 0 0 - 0 0 - - - - - - - Platoon blocked, % 0 0 0 0 - - Mov Cap-1 Maneuver - - *594 - - *620 284 - - 383 - Mov Cap-2 Maneuver - - - Stage 1 - - - - - - - - - Stage 2 - - A� Approach EB WB NB SIB HCM Control Delay,s/v11.37 11.3 0.25 0.14 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBR EBLnlWBLnl SBL SBT SBR Capacity(veh/h) 284 - 594 620 383 - HCM Lane V/C Ratio 0.089 - 0.048 0.078 0.053 - HCM Control Delay(slveh) 18.9 - - 11.4 11.3 14.9 - - HCM Lane LOS C - B B B - HCM 95th%tile Q(veh) 0.3 - 0.1 0.3 0.2 - Notes —:Volume exceeds capacity $: Delay exceeds 300s +:Computation Not Defined *:All major volume in platoon 2028 Background PM Peak-Hour Kimley-Horn Associates, Inc.[LKP 0963150141 Page 5 Timings Synchro 12 Report 1: Redwing/Bay & Drake SWC Drake&College 1- 4-- 4\ /,* 1 Lane Group EBT WBL WBT NBL NBR SBR 06 08 Lane Configurations fl. fl r r Traffic Volume(vph) 945 51 1024 5 18 5 Future Volume(vph) 945 51 1024 5 18 5 Turn Type NA custom NA Perm Over Perm Protected Phases 4 36 86 3 6 8 Permitted Phases 8 2 3 2 Detector Phase 4 36 86 2 3 2 Switch Phase Minimum Initial(s) 4.0 4.0 1.0 4.0 4.0 4.0 Minimum Split(s) 23.0 30.0 12.0 30.0 30.0 25.0 Total Split(s) 45.0 27.0 13.0 27.0 25.0 58.0 Total Split(%) 40.9% 24.5% 11.8% 24.5% 23% 53% Yellow Time(s) 7.5 3.0 5.0 3.0 9.0 7.5 All-Red Time(s) 1.5 1.0 1.0 1.0 1.0 1.5 Lost Time Adjust(s) -1.0 -1.0 -1.0 -1.0 Total Lost Time(s) 8.0 3.0 5.0 3.0 Lead/Lag Lag Lead Lead-Lag Optimize? Recall Mode C-Max None None None None C-Max Act Effct Green(s) 51.2 97.5 99.3 10.2 7.4 10.2 Actuated g/C Ratio 0.47 0.89 0.90 0.09 0.07 0.09 v/c Ratio 0.68 0.08 0.39 0.04 0.18 0.02 Control Delay(s/veh) 29.2 1.4 2.5 40.8 51.9 0.0 Queue Delay 0.0 1.6 0.0 0.0 0.0 0.0 Total Delay(s/veh) 29.2 3.0 2.5 40.8 51.9 0.0 LOS C A A D D A Approach Delay(s/veh) 29.2 2.5 Approach LOS C A Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset:96(87%),Referenced to phase 4:EBT and 8:WBTL,Start of Red Natural Cycle: 115 Control Type:Actuated-Coordinated Maximum v/c Ratio:0.71 Intersection Signal Delay(s/veh): 15.3 Intersection LOS:B Intersection Capacity Utilization 49.9% ICU Level of Service A Analysis Period(min)15 Splits and Phases: 1: Redwing/Bay&Drake #1 #1 #2 #1 82 #1 #2 02 � 1 06 ii � � � 04(R) #1 #2 08(R) 2028 Total AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 1 HCM Signalized Intersection Capacity Analysis Synchro 12 Report 1: Redwing/Bay & Drake SWC Drake&College Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj. t14 %F r Traffic Volume(vph) 0 945 2 51 1024 15 5 0 18 0 0 5 Future Volume(vph) 0 945 2 51 1024 15 5 0 18 0 0 5 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 8 11 8 12 11 8 10 8 14 8 8 16 Total Lost time(s) 8.0 5.0 8.0 3.0 5.0 3.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 0.87 Fit Protected 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow(prot) 3454 1752 3380 1680 1723 1835 Flt Permitted 1.00 0.13 1.00 0.95 1.00 1.00 Satd. Flow(perm) 3454 244 3380 1680 1723 1835 Peak-hour factor, PHF 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 Adj. Flow(vph) 0 1086 2 59 1177 17 6 0 21 0 0 6 RTOR Reduction(vph) 0 0 0 0 1 0 0 0 0 0 0 6 Lane Group Flow(vph) 0 1088 0 59 1193 0 6 0 21 0 0 0 Confl. Peds. (#/hr) 7 3 3 7 2 67 67 2 Confl. Bikes(#/hr) 3 3 Heavy Vehicles(%) 1% 1% 1% 3% 3% 3% 0% 0% 0% 0% 0% 0% Turn Type NA custom NA Perm Over Perm Protected Phases 4 36 86 3 Permitted Phases 8 Nor___ 2 3 2 Actuated Green, G(s) 46.6 91.1 91.1 5.9 5.3 5.9 Effective Green,g (s) 47.6 83.1 83.1 6.9 6.3 6.9 Actuated g/C Ratio 0.43 0.76 0.76 0.06 0.06 0.06 Clearance Time(s) 9.0 4.0 6.0 4.0 Vehicle Extension(s) 3.0 3.0 3.0 3.0 Lane Grp Cap(vph) 1494 602 2553 105 98 115 v/s Ratio Prot c0.32 0.03 c0.35 0.01 v/s Ratio Perm 0.05 c0.00 0.00 v/c Ratio 0.73 0.10 0.47 0.06 0.21 0.00 Uniform Delay,dl 25.8 6.9 5.1 48.5 49.5 48.3 Progression Factor 1.00 0.55 0.73 1.00 1.00 1.00 Incremental Delay, d2 3.1 0.1 0.1 0.2 1.1 0.0 Delay(s) 29.0 3.9 3.8 48.7 50.6 48.3 Level of Service C A A D D D Approach Delay(s/veh) 29.0 3.8 50.2 48.3 Approach LOS C A D D Intersection Summary HCM 2000 Control Delay(s/veh) 16.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.60 Actuated Cycle Length (s) 110.0 Sum of lost time(s) 26.0 Intersection Capacity Utilization 49.9% ICU Level of Service A Analysis Period(min) 15 c Critical Lane Group 2028 Total AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 3 Timings Synchro 12 Report 2: McClelland/Max BRT & Drake SWC Drake&College 4\ 1 Lane Group EBT WBL WBT NBL NBT NBR SBT 02 Lane Configurations 0 ) W f r t Traffic Volume(vph) 891 20 945 132 4 64 3 Future Volume(vph) 891 20 945 132 4 64 3 Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 2 Permitted Phases 8 6 6 Detector Phase 4 3 8 6 6 6 6 Switch Phase Minimum Initial(s) 4.0 1.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split(s) 23.0 12.0 25.0 30.0 30.0 30.0 30.0 30.0 Total Split(s) 45.0 13.0 58.0 25.0 25.0 25.0 25.0 27.0 Total Split(%) 40.9% 11.8% 52.7% 22.7% 22.7% 22.7% 22.7% 25% Yellow Time(s) 7.5 5.0 7.5 9.0 9.0 9.0 9.0 3.0 All-Red Time(s) 1.5 1.0 1.5 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust(s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time(s) 8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lead/Lag Lag Lead Lead-Lag Optimize? Recall Mode C-Max None C-Max None None None None None Act Effct Green(s) 51.2 64.4 61.4 24.2 24.2 24.2 24.2 Actuated g/C Ratio 0.47 0.59 0.56 0.22 0.22 0.22 0.22 v/c Ratio 0.71 0.10 0.40 0.52 0.01 0.16 0.01 Control Delay(slveh) 8.1 14.4 16.1 45.6 35.0 0.8 35.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 8.1 14.4 16.1 45.6 35.0 0.8 35.7 LOS A B B D C A D Approach Delay(s/veh) 8.1 16.1 31.1 35.7 Approach LOS A B C D Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset:96(87%),Referenced to phase 4:EBT and 8:WBTL,Start of Red Natural Cycle: 115 Control Type:Actuated-Coordinated Maximum vlc Ratio:0.71 Intersection Signal Delay(s/veh): 13.9 Intersection LOS:B Intersection Capacity Utilization 55.4% ICU Level of Service B Analysis Period(min)15 Splits and Phases: 2:McClelland/Max BRT&Drake #1 #1 #2 #1 82 #1 #2 +T 1. 111 r #1 #2 08(R) 2028 Total AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 4 HCM Signalized Intersection Capacity Analysis Synchro 12 Report 2: McClelland/Max BRT & Drake SWC Drake&College Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations TT. ) ttt T �f T Traffic Volume(vph) 0 891 74 20 945 0 132 4 64 0 3 0 Future Volume(vph) 0 891 74 20 945 0 132 4 64 0 3 0 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 11 8 11 11 12 11 12 12 12 12 12 Total Lost time(s) 8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lane Util. Factor 0.95 1.00 0.91 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.97 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.99 1.00 1.00 1.00 1.00 0.85 1.00 Fit Protected 1.00 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow(prot) 3406 1694 4868 1678 1827 1508 950 Flt Permitted 1.00 0.12 1.00 0.76 1.00 1.00 1.00 Satd. Flow(perm) 3406 216 4868 1335 1827 1508 950 Peak-hour factor, PHF 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Adj. Flow(vph) 0 1036 86 23 1099 0 153 5 74 0 13 0 RTOR Reduction(vph) 0 5 0 0 0 0 0 0 58 0 0 0 Lane Group Flow(vph) 0 1117 0 23 1099 0 153 5 16 0 3 0 Confl. Peds. (#/hr) 10 3 3 10 9 9 Confl. Bikes(#/hr) 7 3 1 Heavy Vehicles(%) 1% 1% 1% 3% 3% 3% 4% 4% 4% 100% 100% 100% Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 Permitted Phases 8 6 6 Actuated Green, G(s) 46.6 57.9 57.9 23.2 23.2 23.2 23.2 Effective Green,g (s) 47.6 58.9 58.9 24.2 24.2 24.2 24.2 Actuated g/C Ratio 0.43 0.54 0.54 0.22 0.22 0.22 0.22 Clearance Time(s) 9.0 6.0 9.0 10.0 10.0 10.0 10.0 Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap(vph) 1473 200 2606 293 401 331 209 v/s Ratio Prot c0.33 0.01 c0.23 0.00 0.00 v/s Ratio Perm 0.05 c0.11 0.01 v/c Ratio 0.76 0.12 0.42 0.52 0.01 0.05 0.01 Uniform Delay,dl 26.3 15.6 15.3 37.8 33.6 33.8 33.6 Progression Factor 0.12 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.8 0.3 0.5 1.7 0.0 0.1 0.0 Delay(s) 6.1 15.9 15.8 39.5 33.6 33.9 33.6 Level of Service A B B D C C C Approach Delay(s/veh) 6.1 15.8 37.6 33.6 Approach LOS B D # Intersection Summary -low HCM 2000 Control Delay(s/veh) 13.5 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.62 Actuated Cycle Length (s) 110.0 Sum of lost time(s) 26.0 Intersection Capacity Utilization 55.4% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group 2028 Total AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 6 Timings Synchro 12 Report 3: College (US 287) & Drake SWC Drake&College * Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Vi t¢ r tt r )) W r Ott r Traffic Volume(vph) 246 503 123 169 576 207 181 960 73 128 906 182 Future Volume(vph) 246 503 123 169 576 207 181 960 73 128 906 182 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Detector Phase 7 4 4 3 8 8 1 6 6 5 2 2 Switch Phase Minimum Initial(s) 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 Minimum Split(s) 11.0 41.5 41.5 11.0 42.5 42.5 11.0 35.5 35.5 11.0 35.5 35.5 Total Split(s) 19.0 39.0 39.0 12.0 32.0 32.0 17.0 54.0 54.0 15.0 52.0 52.0 Total Split(%) 15.8% 32.5% 32.5% 10.0% 26.7% 26.7% 14.2% 45.0% 45.0% 12.5% 43.3% 43.3% Yellow Time(s) 3.0 4.0 4.0 3.0 4.0 4.0 3.5 4.5 4.5 4.5 4.5 4.5 All-Red Time(s) 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust(s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time(s) 4.5 5.5 5.5 4.5 5.5 5.5 5.0 5.5 5.5 5.5 5.5 5.5 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lead Lead Lag Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Act Effct Green(s) 46.5 33.5 33.5 35.0 26.5 26.5 11.7 48.5 48.5 9.5 46.9 46.9 Actuated g/C Ratio 0.39 0.28 0.28 0.29 0.22 0.22 0.10 0.40 0.40 0.08 0.39 0.39 v/c Ratio 1.07 0.64 0.25 0.81 0.94 0.46 0.65 0.56 0.11 0.57 0.55 0.28 Control Delay(slveh) 105.5 41.6 2.5 56.6 67.9 7.6 62.3 28.9 0.3 62.3 29.8 4.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 105.5 41.6 2.5 56.6 67.9 7.6 62.3 28.9 0.3 62.3 29.8 4.2 LOS F D A E E A E C A E C A Approach Delay(s/veh) 54.1 52.8 32.1 29.4 Approach LOS D D C C Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset:21 (18%), Referenced to phase 2:SBT and 6:NBT,Start of Yellow Natural Cycle: 100 Control Type:Actuated-Coordinated Maximum vlc Ratio: 1.07 Intersection Signal Delay(s/veh):40.5 Intersection LOS:D Intersection Capacity Utilization 75.8% ICU Level of Service D Analysis Period(min)15 Splits and Phases: a�3:College(US 287)&Drake 01 i 02(R) � � 03 � 04 1 06(R) 5 J+ 07 � 08 2028 Total AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 1 HCM 7th Signalized Intersection Summary Synchro 12 Report 3: College (US 287) & Drake SWC Drake&College --p. --t f- ~ t I* /* 1* t *1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t¢ r tt r )) ttt r )VI ttt r Traffic Volume(vehlh) 246 503 123 169 576 207 181 960 73 128 906 182 Future Volume(veh/h) 246 503 123 169 576 207 181 960 73 128 906 182 Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.04 1.00 1.00 1.00 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,vehlh/In 1870 1870 1870 1841 1841 1841 1870 1870 1945 1870 1870 1870 Adj Flow Rate,veh/h 286 585 143 197 670 241 210 1116 85 149 1053 212 Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Percent Heavy Veh, % 2 2 2 4 4 4 2 2 2 2 2 2 Cap,veh/h 293 974 433 263 754 335 295 2064 665 291 2080 645 Arrive On Green 0.12 0.27 0.27 0.06 0.22 0.22 0.09 0.40 0.40 0.08 0.41 0.41 Sat Flow,veh/h 1781 3554 1582 1753 3497 1556 3456 5106 1646 3456 5106 1583 Grp Volume(v),vehlh 286 585 143 197 670 241 210 1116 85 149 1053 212 Grp Sat Flow(s),veh/h/In 1781 1777 1582 1753 1749 1556 1728 1702 1646 1728 1702 1583 Q Serve(g_s),s 14.5 17.2 6.4 7.5 22.3 17.3 7.1 20.0 2.5 5.0 18.5 11.0 Cycle Q Clear(g_c),s 14.5 17.2 6.4 7.5 22.3 17.3 7.1 20.0 2.5 5.0 18.5 11.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c),veh/h 293 974 433 263 754 335 295 2064 665 291 2080 645 V/C Ratio(X) 0.97 0.60 0.33 0.75 0.89 0.72 0.71 0.54 0.13 0.51 0.51 0.33 Avail Cap(c_a),veh/h 293 992 442 263 772 344 346 2064 665 291 2080 645 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 0.94 0.94 0.94 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay(d),slveh 33.4 37.9 18.8 39.8 45.7 43.7 53.5 27.3 8.9 52.6 26.5 24.3 Incr Delay(d2),s/veh 45.4 1.0 0.4 10.6 11.5 6.5 5.6 1.0 0.4 1.5 0.9 1.4 Initial Q Delay(d3),slveh 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/In 10.0 7.5 3.3 2.8 10.8 7.2 3.3 8.0 1.5 2.2 7.4 4.3 Unsig. Movement Delay,slveh LnGrp Delay(d),s/veh 78.8 38.8 19.2 50.4 57.2 50.2 59.1 28.3 9.3 54.1 27.4 25.7 LnGrp LOS E D B D E D E C A D C C Approach Vol,veh/h 1014 1108 1411 1414 Approach Delay,slveh 47.4 54.4 31.7 30.0 Approach LOS D D C C Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 15.2 54.4 12.0 38.4 15.6 54.0 19.0 31.4 Change Period(Y+Rc),s 6.0 6.5 5.5 6.5 6.5 6.5 5.5 6.5 Max Green Setting(Gmax),s 11.0 45.5 6.5 32.5 8.5 47.5 13.5 25.5 Max Q Clear Time(g_c+I1),s 9.1 20.5 9.5 19.2 7.0 22.0 16.5 24.3 Green Ext Time(p_c),s 0.1 5.5 0.0 2.4 0.1 5.3 0.0 0.5 Intersection Summary HCM 7th Control Delay,s/veh 39.5 HCM 7th LOS D Notes User approved pedestrian interval to be less than phase max green. 2028 Total AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 3 HCM 7th TWSC Synchro 12 Report 4: McClelland & Thunderbird Dr SWC Drake&College Intersection Int Delay, s/veh 1.6 Movement WBL WBR NBT NBR SBL SBT Lane Configurations err y, 4 Traffic Vol, veh/h 14 24 119 9 11 100 Future Vol,vehlh 14 24 119 9 11 100 Conflicting Peds,#/hr 0 0 0 3 3 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None None None Storage Length 0 Veh in Median Storage,# 0 0 0 Grade,% 0 0 0 Peak Hour Factor 79 79 79 79 79 79 Heavy Vehicles, % 4 4 5 5 4 4 Mvmt Flow 18 30 151 11 14 127 Major/Minor Minorl Majorl Major2 Conflicting Flow All 314 159 0 0 165 0 Stage 1 159 - - - - - Stage 2 154 - - Critical Hdwy 6.44 6.24 4.14 Critical Hdwy Stg 1 5.44 - - Critical Hdwy Stg 2 5.44 - - Follow-up Hdwy 3.536 3.336 2.236 Pot Cap-1 Maneuver 692 881 1401 Stage 1 865 - - Stage 2 884 - - Platoon blocked, % 0 Mov Cap-1 Maneuver 683 878 1398 Mov Cap-2 Maneuver 683 - - Stage 1 862 Stage 2 875 F Approach WB NB SB HCM Control Delay,s/v 9.82 0 0.75 _ HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT i Capacity(veh/h) 795 178 _ HCM Lane V/C Ratio 0.061 0.01 HCM Control Delay(s/veh) 9.8 7.6 0 _ HCM Lane LOS A A A HCM 95th%tile Q(veh) 0.2 0 - 2028 Total AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 4 HCM 7th TWSC Synchro 12 Report 5: College (US 287) & Thunderbird Dr SWC Drake&College Intersection Int Delay,s/veh 0.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations r r ) ttl+ Wo Traffic Vol,veh/h 0 0 35 0 0 47 109 1489 15 11 1080 17 Future Vol,veh/h 0 0 35 0 0 47 109 1489 15 11 1080 17 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 - - 0 - - 0 140 - 100 - Veh in Median Storage,# - 0 - - 0 - - 0 - - 0 Grade,% - 0 - - 0 - - 0 - 0 Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93 Heavy Vehicles, % 0 0 0 2 2 2 2 2 2 3 3 3 Mvmt Flow 0 0 38 0 0 51 117 1601 16 12 1161 18 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 590 809 1180 0 0 1617 0 0 Stage 1 - - - - - - - - - - Stage 2 - - - - - Critical Hdwy 7.1 - 7.14 5.34 - - 5.36 - - Critical Hdwy Stg 1 - - - - Critical Hdwy Stg 2 - - - - - - - - - - - Follow-up Hdwy 3.9 - - 3.92 3.12 3.13 - Pot Cap-1 Maneuver 0 0 *757 0 0 *690 586 - 424 - Stage 1 0 0 - 0 0 - - - - - Stage 2 0 0 - 0 0 - - - - - - Platoon blocked, % 0 0 0 0 Mov Cap-1 Maneuver - - *757 - - *690 586 - 424 - - Mov Cap-2 Maneuver - Stage 1 - - - - - - - - - Stage 2 - - A� Approach EB WB NB SB HCM Control Delay,s/v10.01 10.63 0.86 0.14 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBR EBLnlWBLnl SBL SBT SBR Capacity(veh/h) 586 - 757 690 424 - HCM Lane V/C Ratio 0.2 - 0.05 0.073 0.028 - HCM Control Delay(slveh) 12.7 - - 10 10.6 13.7 - - HCM Lane LOS B - B B B - HCM 95th%tile Q(veh) 0.7 - 0.2 0.2 0.1 - Notes —:Volume exceeds capacity $: Delay exceeds 300s +:Computation Not Defined *:All major volume in platoon 2028 Total AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 5 HCM 7th TWSC Synchro 12 Report 6: RIRO Access/Background Study Access & Drake SWC Drake&College Intersection Int Delay,s/veh 1.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj. tT r r r Traffic Vol,veh/h 52 884 52 0 840 50 0 0 131 0 0 38 OMNI Future Vol,veh/h 52 884 52 0 840 50 0 0 131 0 0 38 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 M Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - - None - - None - - None Storage Length 60 - 50 - - 0 - - 0 Veh in Median Storage,# - 0 - - 0 - - 0 - - 0 - _ Grade,% - 0 - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 57 961 57 0 913 54 0 0 142 0 0 41 _ Major/Minor Majorl Major2 Minorl Minor2 Conflicting Flow All 967 0 0 0 509 457 Stage 1 - - - - - - - - - - - Stage 2 - - - - Critical Hdwy 4.14 - - - - - 6.94 - - 6.94 Critical Hdwy Stg 1 - - - - - Critical Hdwy Stg 2 - - - - - - - - - - Follow-up Hdwy 2.22 - 3.32 3.32 Pot Cap-1 Maneuver 897 - 0 - - 0 0 *864 0 0 *852 Stage 1 - - 0 - - 0 0 - 0 0 - Stage 2 - - 0 - - 0 0 - 0 0 - Platoon blocked, % 0 - 0 0 Mov Cap-1 Maneuver 897 - - - - *864 - - *852 Mov Cap-2 Maneuver - - Stage 1 - - - - - - - - Stage 2 - A� Approach EB WB NB SB HCM Control Delay,s/v 0.49 0 9.99 9.44 HCM LOS A A Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBT WBR SBLn1 Capacity(veh/h) 864 897 - - 852 HCM Lane V/C Ratio 0.165 0.063 0.048 HCM Control Delay(slveh) 10 9.3 - - - 9.4 HCM Lane LOS A A A HCM 95th%tile Q(veh) 0.6 0.2 - 0.2 Notes —:Volume exceeds capacity $: Delay exceeds 300s +:Computation Not Defined *:All major volume in platoon 2028 Total AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 6 HCM 7th TWSC Synchro 12 Report 7: McClelland & RI RO Access SWC Drake&College Intersection Int Delay,s/veh 2.2 Movement WBL WBR NBT NBR SBL SBT Lane Configurations r I t Traffic Vol,veh/h 0 73 125 3 0 111 Future Vol,veh/h 0 73 125 3 0 111 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 - - - Veh in Median Storage,# 0 - 0 - - 0 Grade,% 0 - 0 - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 79 136 3 0 121 - Major/Minor Minorl Majorl Major2 Conflicting Flow All 138 0 0 Stage 1 - - - - - Stage 2 - - Critical Hdwy 6.22 - - - Critical Hdwy Stg 1 - Critical Hdwy Stg 2 - - - - - Follow-up Hdwy - 3.318 - Pot Cap-1 Maneuver 0 911 - 0 - Stage 1 0 - 0 - Stage 2 0 - - - 0 - Platoon blocked, % - Mov Cap-1 Maneuver - 911 - - - Mov Cap-2 Maneuver - - Stage 1 - - - - - Stage 2 - A� Approach WB NB SB HCM Control Delay,s/v 9.33 0 0 HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLnl SBT Capacity(veh/h) - 911 - HCM Lane V/C Ratio 0.087 - HCM Control Delay(slveh) - 9.3 - HCM Lane LOS - A - HCM 95th%tile Q(veh) - 0.3 - 2028 Total AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 7 HCM 7th TWSC Synchro 12 Report 8: College (US 287) & RIRO Access SWC Drake&College Intersection Int Delay,s/veh 0.2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations r ttt TAT. Traffic Vol,veh/h 0 56 0 1214 1053 146 Future Vol,veh/h 0 56 0 1214 1053 146 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 - - - Veh in Median Storage,# 0 - - 0 0 - Grade,% 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 61 0 1320 1145 159 Major/Minor Minor2 Majorl Major2 Conflicting Flow All 652 0 0 Stage 1 - - - - - Stage 2 - - Critical Hdwy 7.14 - Critical Hdwy Stg 1 - Critical Hdwy Stg 2 - - - - Follow-up Hdwy 3.92 - Pot Cap-1 Maneuver 0 *773 0 - Stage 1 0 - 0 Stage 2 0 - 0 - Platoon blocked, % 0 - Mov Cap-1 Maneuver - *773 - - - Mov Cap-2 Maneuver - - Stage 1 - - - - Stage 2 - A� Approach EB NB SB HCM Control Delay,s/v10.05 0 0 HCM LOS B Minor Lane/Major Mvmt NBT EBLn1 SBT SBR Capacity(veh/h) 773 HCM Lane V/C Ratio 0.079 HCM Control Delay(slveh) 10.1 - - HCM Lane LOS B HCM 95th%tile Q(veh) 0.3 Notes —:Volume exceeds capacity $: Delay exceeds 300s +:Computation Not Defined *:All major volume in platoon 2028 Total AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 8 HCM 7th TWSC Synchro 12 Report 9: Driveway/Project Access & Thunderbird Dr SWC Drake&College Intersection Int Delay,s/veh 2.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations T. 4. .T. .:4 Traffic Vol,veh/h 2 8 10 7 25 89 3 0 1 27 0 10 Future Vol,veh/h 2 8 10 7 25 89 3 0 1 27 0 10 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - - None - - None - - None Storage Length - Veh in Median Storage,# - 0 - - 0 - 0 - - 0 - _ Grade,% - 0 - 0 - 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 2 9 11 8 27 97 3 0 1 29 0 11 Major/Minor Majorl Major2 Minorl Minor2 Conflicting Flow All 124 0 0 20 0 0 61 158 14 104 115 76 Stage 1 - - - - - - 18 18 - 91 91 - Stage 2 - - - 42 139 - 13 24 - Critical Hdwy 4.12 - 4.12 - 7.12 6.52 6.22 7.12 6.52 6.22 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 2.218 2.218 - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1463 - 1597 - - 934 734 1066 876 776 986 Stage 1 - - - - 1001 880 - 916 820 - Stage 2 - - - - - 972 781 - 1007 875 - Platoon blocked, % - Mov Cap-1 Maneuver 1463 - 1597 - 918 730 1066 870 770 986 Mov Cap-2 Maneuver - - 918 730 - 870 770 - Stage 1 - - - - 999 879 - 912 815 - Stage 2 - 956 777 - 1005 874 - A� Approach EB WB NB SB HCM Control Delay,s/v 0.75 0.42 8.8 9.2 HCM LOS A A Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity(veh/h) 951 162 90 - 898 HCM Lane V/C Ratio 0.005 0.001 0.005 0.045 HCM Control Delay(slveh) 8.8 7.5 0 - 7.3 0 - 9.2 HCM Lane LOS A A A - A A - A HCM 95th%tile Q(veh) 0 0 - - 0 - - 0.1 2028 Total AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 9 Timings Synchro 12 Report 1: Redwing/Bay & Drake SWC Drake&College 1- *\ /,* 1 Lane Group EBT WBL WBT NBL NBR SBR 06 08 Lane Configurations tj. tl. r r Traffic Volume(vph) 1157 50 1310 31 82 10 Future Volume(vph) 1157 50 1310 31 82 10 Turn Type NA custom NA Perm Over Perm Protected Phases 4 36 86 3 6 8 Permitted Phases 8 2 3 2 Detector Phase 4 36 86 2 3 2 Switch Phase Minimum Initial(s) 4.0 4.0 1.0 4.0 4.0 4.0 Minimum Split(s) 23.0 33.0 12.0 33.0 30.0 25.0 Total Split(s) 54.0 28.0 14.0 28.0 24.0 68.0 Total Split(%) 45.0% 23.3% 11.7% 23.3% 20% 57% Yellow Time(s) 7.5 3.0 5.0 3.0 9.0 7.5 All-Red Time(s) 1.5 1.0 1.0 1.0 1.0 1.5 Lost Time Adjust(s) -1.0 -1.0 -1.0 -1.0 Total Lost Time(s) 8.0 3.0 5.0 3.0 Lead/Lag Lag Lead Lead Lead Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode C-Max None None None None C-Max Act Effct Green(s) 47.6 107.2 107.4 8.8 9.2 8.8 Actuated g/C Ratio 0.40 0.89 0.90 0.07 0.08 0.07 v/c Ratio 0.88 0.06 0.44 0.26 0.65 0.03 Control Delay(s/veh) 42.7 3.5 2.5 57.1 77.3 0.2 Queue Delay 0.9 0.9 0.2 0.0 9.5 0.0 Total Delay(s/veh) 43.6 4.4 2.7 57.1 86.7 0.2 LOS D A A E F A Approach Delay(s/veh) 43.6 2.8 Approach LOS D A Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset:74(62%),Referenced to phase 4:EBT and 8:WBTL,Start of Yellow Natural Cycle: 130 Control Type:Actuated-Coordinated Maximum v/c Ratio:0.95 Intersection Signal Delay(s/veh):23.9 Intersection LOS:C Intersection Capacity Utilization 57.5% ICU Level of Service B Analysis Period(min)15 Splits and Phases: 1: Redwing/Bay&Drake #1 #1 #2 #1 #2 #1 #2 02 T_ "i1 06 � � � � 04 URJ #1 #2 08(R) 2028 Total PM Peak-Hour Kimley-Horn Associates, Inc.[LKP 0963150141 Page 1 HCM Signalized Intersection Capacity Analysis Synchro 12 Report 1: Redwing/Bay & Drake SWC Drake&College Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj. t14 %F r Traffic Volume(vph) 0 1157 11 50 1310 6 31 0 82 0 0 10 Future Volume(vph) 0 1157 11 50 1310 6 31 0 82 0 0 10 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 8 11 8 12 11 8 10 8 14 8 8 16 Total Lost time(s) 8.0 5.0 8.0 3.0 5.0 3.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 0.87 Fit Protected 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow(prot) 3449 1787 3452 1663 1706 1835 Flt Permitted 1.00 0.08 1.00 0.95 1.00 1.00 Satd. Flow(perm) 3449 148 3452 1663 1706 1835 Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Adj. Flow(vph) 0 1193 11 52 1351 6 32 0 85 0 0 10 RTOR Reduction(vph) 0 1 0 0 0 0 0 0 0 0 0 9 Lane Group Flow(vph) 0 1203 0 52 1357 0 32 0 85 0 0 1 Confl. Peds. (#/hr) 10 4 4 10 2 87 87 2 Confl. Bikes(#/hr) 1 2 Heavy Vehicles(%) 1% 1% 1% 1% 1% 1% 1% 1% 1% 0% 0% 0% Turn Type NA custom NA Perm Over Perm Protected Phases 4 36 86 3 Permitted Phases 8 llnlff� 2 3 2 Actuated Green, G(s) 45.0 101.6 101.6 5.4 8.2 5.4 Effective Green,g (s) 46.0 93.6 6.4 9.2 6.4 Actuated g/C Ratio 0.38 0.78 0.78 0.05 0.08 0.05 Clearance Time(s) 9.0 4.0 6.0 4.0 Vehicle Extension(s) 3.0 3.0 3.0 3.0 Lane Grp Cap(vph) 1322 697 2692 88 130 97 v/s Ratio Prot c0.35 0.03 c0.39 c0.05 v/s Ratio Perm T ' 0.03 c0.02 0.00 v/c Ratio 0.91 0.07 0.50 0.36 0.65 0.01 Uniform Delay,dl 35.0 9.4 4.8 54.8 53.9 53.8 Progression Factor 1.00 2.64 0.97 1.00 1.00 1.00 Incremental Delay, d2 10.9 0.0 0.1 2.5 11.2 0.0 Delay(s) 45.9 24.7 4.8 57.4 65.1 53.8 Level of Service D C A E E D Approach Delay(s/veh) 45.9 5.5 63.0 53.8 Approach LOS D A E Intersection Summary HCM 2000 Control Delay(s/veh) 25.9 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.71 Actuated Cycle Length (s) 120.0 Sum of lost time(s) 26.0 Intersection Capacity Utilization 57.5% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group 2028 Total PM Peak-Hour Kimley-Horn Associates, Inc. [LKP 096315014] Page 3 Timings Synchro 12 Report 2: McClelland/Max BRT & Drake SWC Drake&College 'r 4% 1 r' l Lane Group EBT WBL WBT NBL NBT NBR SBT 02 Lane Configurations fl. ) W t r t Traffic Volume(vph) 1122 58 1184 180 8 129 6 Future Volume(vph) 1122 58 1184 180 8 129 6 Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 2 Permitted Phases 8 6 6 Detector Phase 4 3 8 6 6 6 6 Switch Phase i Minimum Initial(s) 4.0 1.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split(s) 23.0 12.0 25.0 30.0 30.0 30.0 30.0 33.0 Total Split(s) 54.0 14.0 68.0 24.0 24.0 24.0 24.0 28.0 Total Split(%) 45.0% 11.7% 56.7% 20.0% 20.0% 20.0% 20.0% 23% Yellow Time(s) 7.5 5.0 7.5 9.0 9.0 9.0 9.0 3.0 All-Red Time(s) 1.5 1.0 1.5 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust(s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time(s) 8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lead/Lag Lag Lead Lag Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode C-Max None C-Max None None None None None Act Effct Green(s) 47.6 64.8 61.8 33.4 33.4 33.4 33.4 Actuated g/C Ratio 0.40 0.54 0.52 0.28 0.28 0.28 0.28 v/c Ratio 0.95 0.30 0.48 0.50 0.02 0.26 0.03 Control Delay(slveh) 16.3 17.7 15.3 43.3 34.8 6.1 35.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 16.3 17.7 15.3 43.3 34.8 6.1 35.2 LOS B B B D C A D Approach Delay(s/veh) 16.3 15.4 28.0 35.2 Approach LOS B B C D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset:74(62%),Referenced to phase 4:EBT and 8:WBTL,Start of Yellow Natural Cycle: 130 Control Type:Actuated-Coordinated Maximum vlc Ratio:0.95 Intersection Signal Delay(s/veh): 17.3 Intersection LOS:B Intersection Capacity Utilization 73.1% ICU Level of Service D Analysis Period(min)15 Splits and Phases: 2:McClelland/Max BRT&Drake #1 #1 #2 L #2 #1 #2 02 T_ as �06 o r 2--+ --+ O4(R) � #1 #2 08(R) 2028 Total PM Peak-Hour Kimley-Horn Associates, Inc.[LKP 0963150141 Page 4 HCM Signalized Intersection Capacity Analysis Synchro 12 Report 2: McClelland/Max BRT & Drake SWC Drake&College * Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj, Vi ttf Vi t r t Traffic Volume(vph) 0 1122 117 58 1184 0 180 8 129 0 6 0 Future Volume(vph) 0 1122 117 58 1184 0 180 8 129 0 6 0 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 8 11 8 11 11 8 11 8 12 8 8 8 Total Lost time(s) 8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lane Util.Factor 0.95 1.00 0.91 1.00 1.00 1.00 1.00 Frpb,ped/bikes 1.00 1.00 1.00 1.00 1.00 0.96 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.99 1.00 1.00 1.00 1.00 0.85 1.00 Flt Protected 1.00 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow(prot) 3394 1728 4964 1694 1599 1503 823 Flt Permitted 1.00 0.08 1.00 0.75 1.00 1.00 1.00 Satd. Flow(perm) 3394 143 4964 1344 1599 1503 823 Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow(vph) 0 1169 122 60 1233 0 188 8 134 0 6 0 RTOR Reduction(vph) 0 7 0 0 0 0 0 0 97 0 0 0 Lane Group Flow(vph) 0 1284 0 60 1233 0 188 8 37 0 6 0 Confl.Peds.(#/hr) 15 3 3 15 15 15 Confl. Bikes(#/hr) 6 2 Heavy Vehicles(%) 1% 1% 1% 1% 1% 1% 3% 3% 3% 100% 100% 100% Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 Permitted Phases 8 6 6 Actuated Green, G(s) 45.0 59.2 59.2 32.4 32.4 32.4 32.4 Effective Green,g(s) 46.0 60.2 60.2 33.4 33.4 33.4 33.4 Actuated g/C Ratio 0.38 0.50 0.50 0.28 0.28 0.28 0.28 Clearance Time(s) 9.0 6.0 9.0 10.0 10.0 10.0 10.0 Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap(vph) 1301 193 2490 374 445 418 229 v/s Ratio Prot c0.38 0.02 c0.25 0.01 0.01 v/s Ratio Perm 0.13 c0.14 0.02 v/c Ratio 0.99 0.31 0.50 0.50 0.02 0.09 0.03 Uniform Delay,d1 36.7 23.3 19.8 36.3 31.4 32.0 31.5 Progression Factor 0.12 1.03 0.77 1.00 1.00 1.00 1.00 Incremental Delay,d2 14.7 0.8 0.6 1.1 0.0 0.1 0.0 Delay(s) 19.1 24.9 15.8 37.4 31.4 32.1 31.5 Level of Service B C B D C C C Approach Delay(s/veh) 19.1 16.3 35.1 31.5 Approach LOS B B D C Intersection Summary HCM 2000 Control Delay(s/veh) 19.7 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.72 Actuated Cycle Length(s) 120.0 Sum of lost time(s) 26.0 Intersection Capacity Utilization 73.1% ICU Level of Service D Analysis Period(min) 15 c Critical Lane Group 2028 Total PM Peak-Hour Kimley-Horn Associates, Inc.[LKP 0963150141 Page 6 Timings Synchro 12 Report 3: College (US 287) & Drake SWC Drake&College --0. --t "r ~ t I* /* 1* t *1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r tt r )) ttt r Vi� Ott r Traffic Volume(vph) 246 594 222 185 586 166 325 1278 156 287 1743 354 Future Volume(vph) 246 594 222 185 586 166 325 1278 156 287 1743 354 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Detector Phase 7 4 4 3 8 8 1 6 6 5 2 2 Switch Phase Minimum Initial(s) 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 Minimum Split(s) 11.0 39.5 39.5 11.0 40.5 40.5 11.0 35.5 35.5 11.0 35.5 35.5 Total Split(s) 18.0 39.0 39.0 14.0 35.0 35.0 16.0 49.0 49.0 18.0 51.0 51.0 Total Split(%) 15.0% 32.5% 32.5% 11.7% 29.2% 29.2% 13.3% 40.8% 40.8% 15.0% 42.5% 42.5% Yellow Time(s) 3.0 4.0 4.0 3.0 4.0 4.0 4.5 4.5 4.5 3.5 4.5 4.5 All-Red Time(s) 2.5 2.5 2.5 2.5 2.5 2.5 2.0 2.0 2.0 2.5 2.0 2.0 Lost Time Adjust(s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time(s) 4.5 5.5 5.5 4.5 5.5 5.5 5.5 5.5 5.5 5.0 5.5 5.5 Lead/Lag Lead Lag Lag Lead Lag Lag Lag Lag Lag Lead Lead Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Act Effct Green(s) 46.3 31.8 31.8 38.3 27.8 27.8 10.5 44.5 44.5 13.7 47.2 47.2 Actuated g/C Ratio 0.39 0.27 0.27 0.32 0.23 0.23 0.09 0.37 0.37 0.11 0.39 0.39 v/c Ratio 1.02 0.75 0.45 0.85 0.83 0.36 1.23 0.77 0.24 0.84 0.99 0.53 Control Delay(slveh) 100.8 39.5 10.9 65.3 61.0 15.2 172.1 34.0 6.5 71.8 55.3 14.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 100.8 39.5 10.9 65.3 61.0 15.2 172.1 34.0 6.5 71.8 55.3 14.9 LOS F D B E E B F C A E E B Approach Delay(s/veh) 47.7 53.7 57.0 51.3 Approach LOS D D E D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset:0(0%), Referenced to phase 2:SBT and 6:NBT,Start of Yellow Natural Cycle: 140 Control Type:Actuated-Coordinated Maximum vlc Ratio: 1.23 Intersection Signal Delay(s/veh):52.7 Intersection LOS:D Intersection Capacity Utilization 91.8% ICU Level of Service F Analysis Period(min)15 Splits and Phases: 3:College(US 287)&Drake 02(R) , �01 Lr.03 J -1+ 04 05 1 06(R) ® � 07 08 2028 Total PM Peak-Hour Kimley-Horn Associates, Inc.[LKP 0963150141 Page 1 HCM 7th Signalized Intersection Summary Synchro 12 Report 3: College (US 287) & Drake SWC Drake&College --p. --t f ~ 4- 1 I* /* 1* t *1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r tt r )) ttt r )VI ftt r Traffic Volume(vehlh) 246 594 222 185 586 166 325 1278 156 287 1743 354 Future Volume(veh/h) 246 594 222 185 586 166 325 1278 156 287 1743 354 Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.04 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.99 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow,vehlh/In 1885 1885 1885 1900 1900 1900 1885 1885 1961 1885 1885 1885 Adj Flow Rate,veh/h 273 660 247 206 651 184 361 1420 173 319 1937 393 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, % 1 1 1 0 0 0 1 1 1 1 1 1 Cap,veh/h 290 909 403 272 795 353 394 1997 642 377 1951 603 Arrive On Green 0.22 0.51 0.51 0.03 0.07 0.07 0.23 0.78 0.78 0.11 0.38 0.38 Sat Flow,veh/h 1795 3582 1590 1810 3610 1601 3483 5147 1654 3483 5147 1590 Grp Volume(v),vehlh 273 660 247 206 651 184 361 1420 173 319 1937 393 Grp Sat Flow(s),vehlh/In 1795 1791 1590 1810 1805 1601 1742 1716 1654 1742 1716 1590 Q Serve(g_s),s 13.5 17.2 13.3 9.5 21.3 9.5 12.1 16.6 3.6 10.8 45.0 17.4 Cycle Q Clear(g_c),s 13.5 17.2 13.3 9.5 21.3 9.5 12.1 16.6 3.6 10.8 45.0 17.4 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c),veh/h 290 909 403 272 795 353 394 1997 642 377 1951 603 V/C Ratio(X) 0.94 0.73 0.61 0.76 0.82 0.52 0.92 0.71 0.27 0.85 0.99 0.65 Avail Cap(c_a),veh/h 290 1000 444 272 887 394 394 1997 642 377 1951 603 HCM Platoon Ratio 2.00 2.00 2.00 0.33 0.33 0.33 2.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 0.91 0.91 0.91 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay(d),s/veh 30.9 26.3 25.3 37.8 53.3 25.4 45.9 10.1 8.6 52.5 37.1 15.5 Incr Delay(d2),s/veh 37.3 2.4 2.1 10.7 5.1 1.1 26.0 2.2 1.0 16.1 18.7 5.4 Initial Q Delay(d3),slveh 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/In 8.1 5.7 4.2 1.7 10.9 4.0 6.0 3.7 1.3 5.5 21.6 7.0 Unsig. Movement Delay,slveh LnGrp Delay(d),s/veh 68.1 28.7 27.5 48.4 58.4 26.5 71.9 12.3 9.7 68.6 55.8 21.0 LnGrp LOS E C C D E C E B A E E C Approach Vol,veh/h 1180 1041 1954 2649 Approach Delay,slveh 37.6 50.8 23.1 52.2 Approach LOS D D C D Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 19.1 51.0 14.0 35.9 18.0 52.1 18.0 31.9 Change Period(Y+Rc),s 6.5 6.5 5.5 6.5 6.0 6.5 5.5 6.5 Max Green Setting(Gmax),s 9.5 44.5 8.5 32.5 12.0 42.5 12.5 28.5 Max Q Clear Time(g_c+l l),s 14.1 47.0 11.5 19.2 12.8 18.6 15.5 23.3 Green Ext Time(p_c),s 0.0 0.0 0.0 3.1 0.0 7.5 0.0 1.7 Intersection Summary HCM 7th Control Delay,s/veh 41.1 HCM 7th LOS D Notes User approved pedestrian interval to be less than phase max green. 2028 Total PM Peak-Hour Kimley-Horn Associates, Inc.[LKP 0963150141 Page 3 HCM 7th TWSC Synchro 12 Report 4: McClelland & Thunderbird Dr SWC Drake&College Intersection Int Delay, s/veh 2.9 Movement WBL WBR NBT NBR SBL SBT Lane Configurations err y, 4 Traffic Vol, veh/h 34 83 185 36 28 161 Future Vol,vehlh 34 83 185 36 28 161 Conflicting Peds,#/hr 0 0 0 4 4 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None None None Storage Length 0 Veh in Median Storage,# 0 0 0 Grade,% 0 0 0 Peak Hour Factor 91 91 91 91 91 91 Heavy Vehicles, % 0 0 3 3 4 4 Mvmt Flow 37 91 203 40 31 177 Major/Minor Minorl Majorl Major2 Conflicting Flow All 466 227 0 0 247 0 Stage 1 227 - - - - - Stage 2 238 - - Critical Hdwy 6.4 6.2 4.14 Critical Hdwy Stg 1 5.4 - - Critical Hdwy Stg 2 5.4 - - Follow-up Hdwy 3.5 3.3 2.236 Pot Cap-1 Maneuver 576 817 1307 Stage 1 815 - - Stage 2 826 - - Platoon blocked, % 0 Mov Cap-1 Maneuver 559 815 1303 Mov Cap-2 Maneuver 559 - - Stage 1 813 Stage 2 805 F Approach WB NB SB HCM Control Delay,s/v11.09 0 1.16 _ HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT i Capacity(veh/h) 719 267 _ HCM Lane V/C Ratio 0.179 0.024 HCM Control Delay(s/veh) 11.1 7.8 0 _ HCM Lane LOS B A A HCM 95th%tile Q(veh) 0.6 0.1 - 2028 Total PM Peak-Hour Kimley-Horn Associates, Inc. [LKP 096315014] Page 4 HCM 7th TWSC Synchro 12 Report 5: College (US 287) & Thunderbird Dr SWC Drake&College Intersection Int Delay,s/veh 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations r r ) Tt+ ttt Traffic Vol,veh/h 0 0 55 0 0 48 107 1821 20 20 2086 77 Future Vol,veh/h 0 0 55 0 0 48 107 1821 20 20 2086 77 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 - - 0 - - 0 140 - 100 - Veh in Median Storage,# - 0 - - 0 - - 0 - - 0 Grade,% - 0 - - 0 - - 0 - 0 Peak Hour Factor 99 99 99 99 99 99 99 99 99 99 99 99 Heavy Vehicles, % 0 0 0 2 2 2 0 0 0 1 1 1 Mvmt Flow 0 0 56 0 0 48 108 1839 20 20 2107 78 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 1092 930 2185 0 0 1860 0 0 Stage 1 - - - - - - - - Stage 2 - - - - - - - Critical Hdwy 7.1 7.14 5.3 - - 5.32 - - Critical Hdwy Stg 1 - - - - Critical Hdwy Stg 2 - - - - - - - - - Follow-up Hdwy 3.9 - - 3.92 3.1 - 3.11 - - Pot Cap-1 Maneuver 0 0 *594 0 0 *635 285 - - 387 - Stage 1 0 0 - 0 0 - - - - - Stage 2 0 0 - 0 0 - - - - - - - Platoon blocked, % 0 0 0 - 0 - - Mov Cap-1 Maneuver - - *594 - - *635 285 - - 387 - Mov Cap-2 Maneuver - - - Stage 1 - - - - - - - - - Stage 2 - - - A� Approach EB WB NB SB HCM Control Delay,s/v11.69 11.14 1.38 0.14 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBR EBLnlWBLnl SBL SBT SBR Capacity(veh/h) 285 - 594 635 387 - HCM Lane V/C Ratio 0.379 - 0.094 0.076 0.052 - HCM Control Delay(slveh) 25.1 - - 11.7 11.1 14.8 - - HCM Lane LOS D - B B B - HCM 95th%tile Q(veh) 1.7 - 0.3 0.2 0.2 - Notes —:Volume exceeds capacity $: Delay exceeds 300s +:Computation Not Defined *:All major volume in platoon 2028 Total PM Peak-Hour Kimley-Horn Associates, Inc.[LKP 0963150141 Page 5 HCM 7th TWSC Synchro 12 Report 6: RIRO Access/Background Study Access & Drake SWC Drake&College Intersection Int Delay,s/veh 1.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tT tt r r r Traffic Vol,veh/h 90 1131 45 0 807 88 0 0 104 0 0 78 Future Vol,veh/h 90 1131 45 0 807 88 0 0 104 0 0 78 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 _ Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - - None - - None - - None Storage Length 60 - 50 - - 0 - - 0 Veh in Median Storage,# - 0 - - 0 - - 0 - - 0 - _ Grade,% - 0 - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 98 1229 49 0 877 96 0 0 113 0 0 85 _ Major/Minor Majorl Major2 Minorl Minor2 Conflicting Flow All 973 0 0 0 639 439 Stage 1 - - - - - - - - - - - Stage 2 - - - - Critical Hdwy 4.14 - - - - - 6.94 - - 6.94 Critical Hdwy Stg 1 - - - - Critical Hdwy Stg 2 - - - - - - - - - - Follow-up Hdwy 2.22 - 3.32 3.32 Pot Cap-1 Maneuver 871 - 0 - - 0 0 *784 0 0 *870 Stage 1 - - 0 - - 0 0 - 0 0 - Stage 2 - - 0 - - 0 0 - 0 0 - Platoon blocked, % 0 - 0 0 Mov Cap-1 Maneuver 871 - - - - *784 - - *870 Mov Cap-2 Maneuver - - Stage 1 - - - - - - - - - Stage 2 A� Approach EB WB NB SB HCM Control Delay,s/v 0.69 0 10.37 9.58 HCM LOS B A Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBT WBR SBLn1 Capacity(veh/h) 784 871 - 870 HCM Lane V/C Ratio 0.144 0.112 0.097 HCM Control Delay(slveh) 10.4 9.7 - - - 9.6 HCM Lane LOS B A A HCM 95th%tile Q(veh) 0.5 0.4 - 0.3 Notes —:Volume exceeds capacity $: Delay exceeds 300s +:Computation Not Defined *:All major volume in platoon 2028 Total PM Peak-Hour Kimley-Horn Associates, Inc.[LKP 0963150141 Page 6 HCM 7th TWSC Synchro 12 Report 7: McClelland & RI RO Access SWC Drake&College Intersection Int Delay, s/veh 1.1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations k, T Traffic Vol, veh/h 0 56 262 3 0 189 Future Vol,veh/h 0 56 262 3 0 189 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 - Veh in Median Storage,# 0 - 0 0 Grade,% 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 61 285 3 0 205 Major/Minor Minorl Majorl Major2 Conflicting Flow All 286 0 0 Stage 1 - - - Stage 2 - Critical Hdwy 6.22 Critical Hdwy Stg 1 - Critical Hdwy Stg 2 - Follow-up Hdwy - 3.318 Pot Cap-1 Maneuver 0 753 0 Stage 1 0 - 0 Stage 2 0 - 0 Platoon blocked, % Mov Cap-1 Maneuver - 753 - Mov Cap-2 Maneuver Stage 1 Stage 2 F Approach WB NB SB HCM Control Delay,s/v 10.2 0 0 _ HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBT i Capacity(veh/h) 753 _ HCM Lane V/C Ratio 0.081 HCM Control Delay(s/veh) 10.2 _ HCM Lane LOS B HCM 95th%tile Q(veh) 0.3 2028 Total PM Peak-Hour Kimley-Horn Associates, Inc. [LKP 096315014] Page 7 HCM 7th TWSC Synchro 12 Report 8: College (US 287) & RIRO Access SWC Drake&College Intersection Int Delay, s/veh 0.1 Movement EBL EBR NBL NBT SBT SBR Lane Configurations T T* t';. Traffic Vol, veh/h 0 55 0 1760 2131 142 Future Vol,veh/h 0 55 0 1760 2131 142 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 - Veh in Median Storage,# 0 - 0 0 Grade,% 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 60 0 1913 2316 154 - Major/Minor Minor2 Majorl Major2 Conflicting Flow All 1235 0 0 Stage 1 - - - Stage 2 - Critical Hdwy 7.14 Critical Hdwy Stg 1 - Critical Hdwy Stg 2 - Follow-up Hdwy 3.92 Pot Cap-1 Maneuver 0 *649 0 Stage 1 0 - 0 Stage 2 0 - 0 Platoon blocked, % 0 Mov Cap-1 Maneuver - *649 - Mov Cap-2 Maneuver Stage 1 Stage 2 F Approach EB NB SB HCM Control Delay,s/v11.11 0 0 _ HCM LOS B Minor Lane/Major Mvmt NBT EBLnl SBT SBR Capacity(veh/h) 649 _ HCM Lane V/C Ratio 0.092 HCM Control Delay(s/veh) 11.1 _ HCM Lane LOS B HCM 95th%tile Q(veh) 0.3 Notes -:Volume exceeds capacity $: Delay exceeds 300s +:Computation Not Defined *:All major volume in platoon 2028 Total PM Peak-Hour Kimley-Horn Associates, Inc. [LKP 096315014] Page 8 HCM 7th TWSC Synchro 12 Report 9: Driveway/Project Access & Thunderbird Dr SWC Drake&College Intersection Int Delay,s/veh 3.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4- 4- .T 4� Traffic Vol,veh/h 3 25 60 50 40 82 45 0 10 27 0 9 Future Vol,veh/h 3 25 60 50 40 82 45 0 10 27 0 9 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - - None - - None - - None Storage Length - Veh in Median Storage,# - 0 - - 0 - 0 - - 0 - _ Grade,% - 0 - 0 - 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 3 27 65 54 43 89 49 0 11 29 0 10 Major/Minor Majorl Major2 Minorl Minor2 Conflicting Flow All 133 0 0 92 0 0 218 308 60 230 296 88 Stage 1 - - - - - - 66 66 - 197 197 - Stage 2 - - - 152 241 - 34 99 - Critical Hdwy 4.12 - 4.12 - 7.12 6.52 6.22 7.12 6.52 6.22 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 2.218 2.218 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1452 - 1502 - - 738 606 1006 725 616 970 Stage - - 944 840 - 805 738 - Stage 2 - - - - - 850 706 - 982 813 - Platoon blocked, % Mov Cap-1 Maneuver 1452 - 1502 - - 700 581 1006 687 590 970 Mov Cap-2 Maneuver - - 700 581 - 687 590 - Stage 1 - - - - - 942 838 - 773 709 - Stage 2 - 808 678 - 969 811 - A� Approach EB WB NB SB HCM Control Delay,s/v 0.26 2.18 10.29 10.13 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity(veh/h) 741 54 461 - 741 HCM Lane V/C Ratio 0.081 0.002 0.036 0.053 HCM Control Delay(slveh) 10.3 7.5 0 - 7.5 0 - 10.1 HCM Lane LOS B A A - A A - B HCM 95th%tile Q(veh) 0.3 0 - - 0.1 - - 0.2 2028 Total PM Peak-Hour Kimley-Horn Associates, Inc.[LKP 0963150141 Page 9 Timings Synchro 12 Report 1: Redwing/Bay & Drake SWC Drake&College 1 4\ /,* 1 Lane Group EBT WBL WBT NBL NBR SBR 06 08 Lane Configurations tj. fl r r Traffic Volume(vph) 1098 60 1205 6 21 6 Future Volume(vph) 1098 60 1205 6 21 6 Turn Type NA custom NA Perm Over Perm Protected Phases 4 36 86 3 6 8 Permitted Phases 8 2 3 2 Detector Phase 4 36 86 2 3 2 Switch Phase Minimum Initial(s) 4.0 4.0 1.0 4.0 4.0 4.0 Minimum Split(s) 23.0 30.0 12.0 30.0 30.0 25.0 Total Split(s) 45.0 27.0 13.0 27.0 25.0 58.0 Total Split(%) 40.9% 24.5% 11.8% 24.5% 23% 53% Yellow Time(s) 7.5 3.0 5.0 3.0 9.0 7.5 All-Red Time(s) 1.5 1.0 1.0 1.0 1.0 1.5 Lost Time Adjust(s) -1.0 -1.0 -1.0 -1.0 Total Lost Time(s) 8.0 3.0 5.0 3.0 Lead/Lag Lag Lead Lead-Lag Optimize? Recall Mode C-Max None None None None C-Max Act Effct Green(s) 53.3 97.5 99.3 10.3 7.5 10.3 Actuated g/C Ratio 0.48 0.89 0.90 0.09 0.07 0.09 v/c Ratio 0.71 0.09 0.44 0.04 0.20 0.02 Control Delay(s/veh) 29.3 5.6 3.3 41.2 52.3 0.2 Queue Delay 0.1 1.5 0.0 0.0 0.2 0.0 Total Delay(s/veh) 29.5 7.0 3.3 41.2 52.5 0.2 LOS C A A D D A Approach Delay(s/veh) 29.5 3.5 Approach LOS C A Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset:96(87%),Referenced to phase 4:EBT and 8:WBTL,Start of Red Natural Cycle: 115 Control Type:Actuated-Coordinated Maximum v/c Ratio:0.74 Intersection Signal Delay(s/veh): 15.8 Intersection LOS:B Intersection Capacity Utilization 54.9% ICU Level of Service A Analysis Period(min)15 Splits and Phases: 1: Redwing/Bay&Drake #1 #1 #2 #1 82 #1 #2 02 � 06 04(R) #1 #2 08(R) 2045 Background AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 1 HCM Signalized Intersection Capacity Analysis Synchro 12 Report 1: Redwing/Bay & Drake SWC Drake&College Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj. t14 %f r Traffic Volume(vph) 0 1098 2 60 1205 17 6 0 21 0 0 6 Future Volume(vph) 0 1098 2 60 1205 17 6 0 21 0 0 6 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 8 11 8 12 11 8 10 8 14 8 8 16 Total Lost time(s) 8.0 5.0 8.0 3.0 5.0 3.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 0.87 Fit Protected 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow(prot) 3454 1752 3380 1680 1723 1835 Flt Permitted 1.00 0.11 1.00 0.95 1.00 1.00 Satd. Flow(perm) 3454 201 3380 1680 1723 1835 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow(vph) 0 1193 2 65 1310 18 7 0 23 0 0 7 RTOR Reduction(vph) 0 0 0 0 1 0 0 0 0 0 0 7 Lane Group Flow(vph) 0 1195 0 65 1327 0 7 0 23 0 0 0 Confl. Peds. (#/hr) 7 3 3 7 2 67 67 2 Confl. Bikes(#/hr) 3 3 Heavy Vehicles(%) 1% 1% 1% 3% 3% 3% 0% 0% 0% 0% 0% 0% Turn Type NA custom NA Perm Over Perm Protected Phases 4 36 86 3 Permitted Phases 8 Nor___ 2 3 2 Actuated Green, G(s) 48.6 91.1 91.1 5.9 5.4 5.9 Effective Green,g (s) 49.6 83.1 83.1 6.9 6.4 6.9 Actuated g/C Ratio 0.45 0.76 0.76 0.06 0.06 0.06 Clearance Time(s) 9.0 4.0 6.0 4.0 Vehicle Extension(s) 3.0 3.0 3.0 3.0 Lane Grp Cap(vph) 1557 553 2553 105 100 115 v/s Ratio Prot c0.35 0.03 c0.39 0.01 v/s Ratio Perm 0.06 _ _ c0.00 0.00 v/c Ratio 0.77 0.12 0.52 0.07 0.23 0.00 Uniform Delay,dl 25.4 8.0 5.4 48.5 49.4 48.3 Progression Factor 1.00 2.35 0.94 1.00 1.00 1.00 Incremental Delay, d2 3.7 0.1 0.2 0.3 1.2 0.0 Delay(s) 29.0 19.0 5.2 48.8 50.6 48.3 Level of Service C B A D D D Approach Delay(s/veh) 29.0 5.9 50.2 48.3 Approach LOS C A D D Intersection Summary HCM 2000 Control Delay(s/veh) 17.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.65 Actuated Cycle Length (s) 110.0 Sum of lost time(s) 26.0 Intersection Capacity Utilization 54.9% ICU Level of Service A Analysis Period(min) 15 c Critical Lane Group 2045 Background AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 3 Timings Synchro 12 Report 2: McClelland/Max BRT & Drake SWC Drake&College 4\ 1 Lane Group EBT WBL WBT NBL NBT NBR SBT 02 Lane Configurations tj. ) W Vi f r t Traffic Volume(vph) 1034 22 1187 81 5 55 4 Future Volume(vph) 1034 22 1187 81 5 55 4 Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 2 Permitted Phases 8 6 6 Detector Phase 4 3 8 6 6 6 6 Switch Phase Minimum Initial(s) 4.0 1.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split(s) 23.0 12.0 25.0 30.0 30.0 30.0 30.0 30.0 Total Split(s) 45.0 13.0 58.0 25.0 25.0 25.0 25.0 27.0 Total Split(%) 40.9% 11.8% 52.7% 22.7% 22.7% 22.7% 22.7% 25% Yellow Time(s) 7.5 5.0 7.5 9.0 9.0 9.0 9.0 3.0 All-Red Time(s) 1.5 1.0 1.5 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust(s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time(s) 8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lead/Lag Lag Lead Lead-Lag Optimize? Recall Mode C-Max None C-Max None None None None None Act Effct Green(s) 53.3 66.5 63.5 22.1 22.1 22.1 22.1 Actuated g/C Ratio 0.48 0.60 0.58 0.20 0.20 0.20 0.20 v/c Ratio 0.74 0.11 0.46 0.33 0.01 0.14 0.02 Control Delay(slveh) 9.9 14.1 16.1 41.3 35.4 0.7 36.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 9.9 14.1 16.1 41.3 35.4 0.7 36.0 LOS A B B D D A D Approach Delay(s/veh) 9.9 16.1 25.2 36.0 Approach LOS A B C D Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset:96(87%),Referenced to phase 4:EBT and 8:WBTL,Start of Red Natural Cycle: 115 Control Type:Actuated-Coordinated Maximum vlc Ratio:0.74 Intersection Signal Delay(s/veh): 13.8 Intersection LOS:B Intersection Capacity Utilization 57.7% ICU Level of Service B Analysis Period(min)15 Splits and Phases: 2:McClelland/Max BRT&Drake #1 #1 #2 #1 82 #1 #2 +T 1. 111 r #1 #2 4 T 08(R) 2045 Background AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 4 HCM Signalized Intersection Capacity Analysis Synchro 12 Report 2: McClelland/Max BRT & Drake SWC Drake&College Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj. ) ttt T %f T Traffic Volume(vph) 0 1034 87 22 1187 0 81 5 55 0 4 0 Future Volume(vph) 0 1034 87 22 1187 0 81 5 55 0 4 0 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 11 8 11 11 12 11 12 12 12 12 12 Total Lost time(s) 8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lane Util. Factor 0.95 1.00 0.91 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.97 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.99 1.00 1.00 1.00 1.00 0.85 1.00 Fit Protected 1.00 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow(prot) 3405 1694 4868 1678 1827 1507 950 Flt Permitted 1.00 0.10 1.00 0.76 1.00 1.00 1.00 Satd. Flow(perm) 3405 182 4868 1334 1827 1507 950 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow(vph) 0 1124 95 24 1290 0 88 5 60 0 4 0 RTOR Reduction(vph) 0 5 0 0 0 0 0 0 48 0 0 0 Lane Group Flow(vph) 0 1214 0 24 1290 0 88 5 12 0 4 0 Confl. Peds. (#/hr) 10 3 3 10 9 9 Confl. Bikes(#/hr) 7 3 1 Heavy Vehicles(%) 1% 1% 1% 3% 3% 3% 4% 4% 4% 100% 100% 100% Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 Permitted Phases 8 6 6 Actuated Green, G(s) 48.6 60.0 60.0 21.1 21.1 21.1 21.1 Effective Green,g (s) 49.6 61.0 61.0 22.1 22.1 22.1 22.1 Actuated g/C Ratio 0.45 0.55 0.55 0.20 0.20 0.20 0.20 Clearance Time(s) 9.0 6.0 9.0 10.0 10.0 10.0 10.0 Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap(vph) 1535 188 2699 268 367 302 190 v/s Ratio Prot c0.36 0.01 c0.26 0.00 0.00 v/s Ratio Perm _ _ 0.06 c0.07 0.01 _ v/c Ratio 0.79 0.13 0.48 0.33 0.01 0.04 0.02 Uniform Delay,dl 25.8 15.5 14.8 37.6 35.2 35.4 35.3 Progression Factor 0.13 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 3.0 0.3 0.6 0.7 0.0 0.1 0.0 Delay(s) 6.3 15.9 15.5 38.3 35.2 35.5 35.3 Level of Service A B B D D D D Approach Delay(s/veh) 6.3 15.5 37.1 35.3 Approach LOS B Intersection Summary -low IMF HCM 2000 Control Delay(s/veh) 12.6 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.60 Actuated Cycle Length (s) 110.0 Sum of lost time(s) 26.0 Intersection Capacity Utilization 57.7% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group 2045 Background AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 6 Timings Synchro 12 Report 3: College (US 287) & Drake SWC Drake&College --0. --t f ~ t I* /* 1* t *1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Vi t¢ r tt r )) W r Ott r Traffic Volume(vph) 189 565 154 134 725 244 220 1194 92 146 1019 232 Future Volume(vph) 189 565 154 134 725 244 220 1194 92 146 1019 232 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Detector Phase 7 4 4 3 8 8 1 6 6 5 2 2 Switch Phase Minimum Initial(s) 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 Minimum Split(s) 11.0 41.5 41.5 11.0 42.5 42.5 11.0 35.5 35.5 11.0 35.5 35.5 Total Split(s) 18.0 39.0 39.0 12.0 33.0 33.0 17.0 54.0 54.0 15.0 52.0 52.0 Total Split(%) 15.0% 32.5% 32.5% 10.0% 27.5% 27.5% 14.2% 45.0% 45.0% 12.5% 43.3% 43.3% Yellow Time(s) 3.0 4.0 4.0 3.0 4.0 4.0 3.5 4.5 4.5 4.5 4.5 4.5 All-Red Time(s) 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust(s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time(s) 4.5 5.5 5.5 4.5 5.5 5.5 5.0 5.5 5.5 5.5 5.5 5.5 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lead Lead Lag Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Act Effct Green(s) 46.5 33.5 33.5 36.1 27.6 27.6 11.8 48.5 48.5 9.5 46.7 46.7 Actuated g/C Ratio 0.39 0.28 0.28 0.30 0.23 0.23 0.10 0.40 0.40 0.08 0.39 0.39 v/c Ratio 0.81 0.67 0.30 0.63 1.06 0.49 0.73 0.65 0.13 0.61 0.58 0.35 Control Delay(s/veh) 52.5 42.5 4.2 40.2 94.4 9.6 66.4 30.9 0.4 63.9 30.5 8.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 52.5 42.5 4.2 40.2 94.4 9.6 66.4 30.9 0.4 63.9 30.5 8.5 LOS D D A D F A E C A E C A Approach Delay(s/veh) 38.1 69.1 34.2 30.3 Approach LOS D E C C Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset:21 (18%), Referenced to phase 2:SBT and 6:NBT,Start of Yellow Natural Cycle: 100 Control Type:Actuated-Coordinated Maximum vlc Ratio: 1.06 Intersection Signal Delay(s/veh):41.6 Intersection LOS:D Intersection Capacity Utilization 77.0% ICU Level of Service D Analysis Period(min)15 Splits and Phases: a�3:College(US 287)&Drake (1S1 i fll2(ItD 3 04 16(R) ! 0S 07 f�8 ML 2045 Background AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 1 HCM 7th Signalized Intersection Summary Synchro 12 Report 3: College (US 287) & Drake SWC Drake&College --p. --t f- ~ t I* /* 1* t *1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t¢ r tt r )) ttt r )VI Ott r Traffic Volume(vehlh) 189 565 154 134 725 244 220 1194 92 146 1019 232 Future Volume(veh/h) 189 565 154 134 725 244 220 1194 92 146 1019 232 Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.04 1.00 1.00 1.00 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,vehlh/In 1870 1870 1870 1841 1841 1841 1870 1870 1945 1870 1870 1870 Adj Flow Rate,veh/h 205 614 167 146 788 265 239 1298 100 159 1108 252 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 4 4 4 2 2 2 2 2 2 Cap,veh/h 257 980 436 254 801 357 321 2064 665 286 2032 630 Arrive On Green 0.11 0.28 0.28 0.06 0.23 0.23 0.09 0.40 0.40 0.08 0.40 0.40 Sat Flow,veh/h 1781 3554 1582 1753 3497 1556 3456 5106 1646 3456 5106 1583 Grp Volume(v),vehlh 205 614 167 146 788 265 239 1298 100 159 1108 252 Grp Sat Flow(s),vehlh/In 1781 1777 1582 1753 1749 1556 1728 1702 1646 1728 1702 1583 Q Serve(g_s),s 10.1 18.2 7.6 7.5 26.9 19.0 8.1 24.4 3.0 5.3 20.0 13.7 Cycle Q Clear(g_c),s 10.1 18.2 7.6 7.5 26.9 19.0 8.1 24.4 3.0 5.3 20.0 13.7 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c),veh/h 257 980 436 254 801 357 321 2064 665 286 2032 630 V/C Ratio(X) 0.80 0.63 0.38 0.57 0.98 0.74 0.74 0.63 0.15 0.56 0.55 0.40 Avail Cap(c_a),veh/h 263 992 442 254 801 357 346 2064 665 286 2032 630 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 0.95 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay(d),s/veh 31.8 38.1 19.1 34.0 46.0 43.0 53.0 28.6 9.6 52.9 27.8 25.9 Incr Delay(d2),s/veh 15.5 1.2 0.6 3.0 26.8 7.8 7.8 1.5 0.5 2.4 1.1 1.9 Initial Q Delay(d3),slveh 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/In 5.4 8.0 2.8 3.5 14.5 8.0 3.8 9.8 1.8 2.4 8.1 5.4 Unsig. Movement Delay,slveh LnGrp Delay(d),s/veh 47.3 39.3 19.6 37.0 72.8 50.7 60.9 30.0 10.0 55.3 28.8 27.8 LnGrp LOS D D B D E D E C B E C C Approach Vol,veh/h 986 1199 1637 1519 Approach Delay,slveh 37.6 63.6 33.3 31.4 Approach LOS D E C C Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 16.2 53.3 12.0 38.6 15.4 54.0 17.6 33.0 Change Period(Y+Rc),s 6.0 6.5 5.5 6.5 6.5 6.5 5.5 6.5 Max Green Setting(Gmax),s 11.0 45.5 6.5 32.5 8.5 47.5 12.5 26.5 Max Q Clear Time(g_c+I1),s 10.1 22.0 9.5 20.2 7.3 26.4 12.1 28.9 Green Ext Time(p_c),s 0.1 6.0 0.0 2.5 0.1 6.1 0.0 0.0 Intersection Summary HCM 7th Control Delay,s/veh 40.4 HCM 7th LOS D Notes User approved pedestrian interval to be less than phase max green. 2045 Background AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 3 HCM 7th TWSC Synchro 12 Report 4: McClelland & Thunderbird Dr SWC Drake&College Intersection Int Delay, s/veh 1.4 Movement WBL WBR NBT NBR SBL SBT Lane Configurations err 11 4 Traffic Vol, veh/h 11 22 136 9 14 117 Future Vol,vehlh 11 22 136 9 14 117 Conflicting Peds,#/hr 0 0 0 3 3 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None None None Storage Length 0 Veh in Median Storage,# 0 0 0 Grade,% 0 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 4 4 5 5 4 4 Mvmt Flow 12 24 148 10 15 127 Major/Minor Minorl Majorl Major2 Conflicting Flow All 313 156 0 0 161 0 Stage 1 156 - - - - - Stage 2 158 - Critical Hdwy 6.44 6.24 4.14 Critical Hdwy Stg 1 5.44 - - Critical Hdwy Stg 2 5.44 - - Follow-up Hdwy 3.536 3.336 2.236 Pot Cap-1 Maneuver 701 885 1406 Stage 1 868 - - Stage 2 889 - - Platoon blocked, % 0 Mov Cap-1 Maneuver 691 883 1403 Mov Cap-2 Maneuver 691 - - Stage 1 866 Stage 2 878 F Approach WB NB SB HCM Control Delay,s/v 9.66 0 0.81 _ HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT i Capacity(veh/h) 808 192 _ HCM Lane V/C Ratio 0.044 0.011 HCM Control Delay(s/veh) 9.7 7.6 0 _ HCM Lane LOS A A A HCM 95th%tile Q(veh) 0.1 0 - 2045 Background AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 4 HCM 7th TWSC Synchro 12 Report 5: College (US 287) & Thunderbird Dr SWC Drake&College Intersection Int Delay,s/veh 0.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations r r ) ttl+ W4 Traffic Vol,veh/h 0 0 8 0 0 55 20 1832 17 14 1265 17 Future Vol,veh/h 0 0 8 0 0 55 20 1832 17 14 1265 17 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 - - 0 - - 0 140 - 100 - Veh in Median Storage,# - 0 - - 0 - - 0 - - 0 Grade,% - 0 - - 0 - - 0 - 0 Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93 Heavy Vehicles, % 0 0 0 2 2 2 2 2 2 3 3 3 Mvmt Flow 0 0 9 0 0 59 22 1970 18 15 1360 18 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 689 994 1378 0 0 1988 0 0 Stage 1 - - - - - - - - - - Stage 2 - - - - Critical Hdwy 7.1 - 7.14 5.34 - 5.36 - - Critical Hdwy Stg 1 - - - - Critical Hdwy Stg 2 - - - - - - - - - - - Follow-up Hdwy 3.9 3.92 3.12 - 3.13 - Pot Cap-1 Maneuver 0 0 *727 0 0 *625 512 - - 326 - Stage 1 0 0 - 0 0 - - - - - Stage 2 0 0 - 0 0 - - - - - - - Platoon blocked, % 0 0 0 - 0 - Mov Cap-1 Maneuver - - *727 - - *625 512 - - 326 - Mov Cap-2 Maneuver - - - Stage 1 - - - - - - - - - Stage 2 - - - A� Approach EB WB NB SB HCM Control Delay,s/v10.01 11.36 0.13 0.18 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBR EBLnlWBLnl SBL SBT SBR Capacity(veh/h) 512 - 727 625 326 - HCM Lane V/C Ratio 0.042 - 0.012 0.095 0.046 - HCM Control Delay(slveh) 12.3 - 10 11.4 16.6 - - HCM Lane LOS B - B B C - HCM 95th%tile Q(veh) 0.1 - 0 0.3 0.1 - Notes —:Volume exceeds capacity $: Delay exceeds 300s +:Computation Not Defined *:All major volume in platoon 2045 Background AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 5 Timings Synchro 12 Report 1: Redwing/Bay & Drake SWC Drake&College 1- 4-- -N 1 Lane Group EBT WBL WBT NBL NBR SBR 06 08 Lane Configurations tj. tT r r Traffic Volume(vph) 1343 59 1544 37 97 12 Future Volume(vph) 1343 59 1544 37 97 12 Turn Type NA custom NA Perm Over Perm Protected Phases 4 36 86 3 6 8 Permitted Phases 8 2 3 2 Detector Phase 4 36 86 2 3 2 Switch Phase Minimum Initial(s) 4.0 4.0 1.0 4.0 4.0 4.0 Minimum Split(s) 23.0 33.0 12.0 33.0 30.0 25.0 Total Split(s) 54.0 28.0 14.0 28.0 24.0 68.0 Total Split(%) 45.0% 23.3% 11.7% 23.3% 20% 57% Yellow Time(s) 7.5 3.0 5.0 3.0 9.0 7.5 All-Red Time(s) 1.5 1.0 1.0 1.0 1.0 1.5 Lost Time Adjust(s) -1.0 -1.0 -1.0 -1.0 Total Lost Time(s) 8.0 3.0 5.0 3.0 Lead/Lag Lag Lead Lead Lead Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode C-Max None None None None C-Max Act Effct Green(s) 47.9 104.5 103.1 9.4 9.2 9.4 Actuated g/C Ratio 0.40 0.87 0.86 0.08 0.08 0.08 v/c Ratio 1.07 0.08 0.57 0.31 0.81 0.04 Control Delay(s/veh) 81.6 8.4 6.3 57.7 95.1 0.3 Queue Delay 0.0 2.0 0.6 0.0 70.3 0.0 Total Delay(s/veh) 81.6 10.4 6.9 57.7 165.4 0.3 LOS F B A E F A Approach Delay(s/veh) 81.6 7.0 Approach LOS F A Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset:74(62%),Referenced to phase 4:EBT and 8:WBTL,Start of Yellow Natural Cycle: 150 Control Type:Actuated-Coordinated Maximum v/c Ratio: 1.10 Intersection Signal Delay(s/veh):45.0 Intersection LOS:D Intersection Capacity Utilization 64.0% ICU Level of Service B Analysis Period(min)15 Splits and Phases: 1: Redwing/Bay&Drake #1 #1 #2 #1 #2 #1 #2 02 T_ "it, 06 04(R) #1 #2 08(R) 2045 Background PM Peak-Hour Kimley-Horn Associates, Inc.[LKP 0963150141 Page 1 HCM Signalized Intersection Capacity Analysis Synchro 12 Report 1: Redwing/Bay & Drake SWC Drake&College Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj. t14 %f r Traffic Volume(vph) 0 1343 14 59 1544 7 37 0 97 0 0 12 Future Volume(vph) 0 1343 14 59 1544 7 37 0 97 0 0 12 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 8 11 8 12 11 8 10 8 14 8 8 16 Total Lost time(s) 8.0 5.0 8.0 3.0 5.0 3.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 0.87 Fit Protected 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow(prot) 3449 1787 3452 1663 1706 1835 Flt Permitted 1.00 0.08 1.00 0.95 1.00 1.00 Satd. Flow(perm) 3449 144 3452 1663 1706 1835 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow(vph) 0 1460 15 64 1678 8 40 0 105 0 0 13 RTOR Reduction(vph) 0 1 0 0 0 0 0 0 0 0 0 12 Lane Group Flow(vph) 0 1474 0 64 1686 0 40 0 105 0 0 1 Confl. Peds. (#/hr) 10 4 4 10 2 87 87 2 Confl. Bikes(#/hr) 1 2 Heavy Vehicles(%) 1% 1% 1% 1% 1% 1% 1% 1% 1% 0% 0% 0% Turn Type NA custom NA Perm Over Perm Protected Phases 4 36 86 3 Permitted Phases 8 2 3 2 Actuated Green, G(s) 46.1 99.7 99.7 7.3 8.2 7.3 Effective Green,g (s) 47.1 91.7 91.7 8.3 9.2 8.3 Actuated g/C Ratio 0.39 0.76 0.76 0.07 0.08 0.07 Clearance Time(s) 9.0 4.0 6.0 4.0 Vehicle Extension(s) 3.0 3.0 3.0 3.0 Lane Grp Cap(vph) 1353 652 2637 115 130 126 v/s Ratio Prot c0.43 0.03 c0.49 0.06 v/s Ratio Perm = 7 0.04 c0.02 0.00 v/c Ratio 1.09 0.10 0.64 0.35 0.81 0.01 Uniform Delay,dl 36.4 13.4 6.5 53.3 54.5 52.0 Progression Factor 1.00 5.46 1.71 1.00 1.00 1.00 Incremental Delay, d2 52.7 0.1 0.4 1.8 29.5 0.0 Delay(s) 89.2 73.4 11.6 55.1 84.0 52.0 Level of Service F E B E F D Approach Delay(s/veh) 89.2 13.8 76.0 52.0 Approach LOS F B E D Intersection Summary HCM 2000 Control Delay(s/veh) 49.5 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.86 Actuated Cycle Length (s) 120.0 Sum of lost time(s) 26.0 Intersection Capacity Utilization 64.0% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group 2045 Background PM Peak-Hour Kimley-Horn Associates, Inc. [LKP 096315014] Page 3 Timings Synchro 12 Report 2: McClelland/Max BRT & Drake SWC Drake&College 4\ 1 Lane Group EBT WBL WBT NBL NBT NBR SBT 02 Lane Configurations tj. ) W f r t Traffic Volume(vph) 1301 66 1450 158 10 135 7 Future Volume(vph) 1301 66 1450 158 10 135 7 Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 2 Permitted Phases 8 6 6 Detector Phase 4 3 8 6 6 6 6 Switch Phase i Minimum Initial(s) 4.0 1.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split(s) 23.0 12.0 25.0 30.0 30.0 30.0 30.0 33.0 Total Split(s) 54.0 14.0 68.0 24.0 24.0 24.0 24.0 28.0 Total Split(%) 45.0% 11.7% 56.7% 20.0% 20.0% 20.0% 20.0% 23% Yellow Time(s) 7.5 5.0 7.5 9.0 9.0 9.0 9.0 3.0 All-Red Time(s) 1.5 1.0 1.5 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust(s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time(s) 8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lead/Lag Lag Lead Lag Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode C-Max None C-Max None None None None None Act Effct Green(s) 47.9 65.1 62.1 30.4 30.4 30.4 30.4 Actuated g/C Ratio 0.40 0.54 0.52 0.25 0.25 0.25 0.25 v/c Ratio 1.10 0.35 0.59 0.49 0.03 0.29 0.03 Control Delay(slveh) 58.5 24.8 28.4 44.5 35.4 7.2 36.0 Queue Delay 0.1 0.0 0.2 0.0 0.0 0.0 0.0 Total Delay(s/veh) 58.6 24.8 28.5 44.5 35.4 7.2 36.0 LOS E C C D D A D Approach Delay(s/veh) 58.6 28.3 27.6 36.0 Approach LOS E C C D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset:74(62%),Referenced to phase 4:EBT and 8:WBTL,Start of Yellow Natural Cycle: 150 Control Type:Actuated-Coordinated Maximum vlc Ratio: 1.10 Intersection Signal Delay(s/veh):41.6 Intersection LOS:D Intersection Capacity Utilization 77.8% ICU Level of Service D Analysis Period(min)15 Splits and Phases: 2:McClelland/Max BRT&Drake #1 #1 #2 Lom #,22 #1 #2 02 T_ as06 i � � 04(R) � #1 #2 08(R) 2045 Background PM Peak-Hour Kimley-Horn Associates, Inc.[LKP 0963150141 Page 4 HCM Signalized Intersection Capacity Analysis Synchro 12 Report 2: McClelland/Max BRT & Drake SWC Drake&College Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj. ) ttt T �f T Traffic Volume(vph) 0 1301 138 66 1450 0 158 10 135 0 7 0 Future Volume(vph) 0 1301 138 66 1450 0 158 10 135 0 7 0 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 8 11 8 11 11 8 11 8 12 8 8 8 Total Lost time(s) 8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lane Util. Factor 0.95 1.00 0.91 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.96 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.99 1.00 1.00 1.00 1.00 0.85 1.00 Fit Protected 1.00 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow(prot) 3393 1728 4964 1694 1599 1503 823 Flt Permitted 1.00 0.08 1.00 0.75 1.00 1.00 1.00 Satd. Flow(perm) 3393 140 4964 1343 1599 1503 823 Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.92 0.96 0.96 0.96 0.96 Adj. Flow(vph) 0 1355 144 69 1510 0 165 11 141 0 7 0 RTOR Reduction(vph) 0 7 0 0 0 0 0 0 105 0 0 0 Lane Group Flow(vph) 0 1492 0 69 1510 0 165 11 36 0 7 0 Confl. Peds. (#/hr) 15 3 3 15 15 15 Confl. Bikes(#/hr) 6 2 Heavy Vehicles(%) 1% 1% 1% 1% 1% 1% 3% 3% 3% 100% 100% 100% Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 Permitted Phases 8 6 - 6 Actuated Green, G(s) 46.1 60.3 60.3 29.4 29.4 29.4 29.4 Effective Green,g (s) 47.1 61.3 61.3 30.4 30.4 30.4 30.4 Actuated g/C Ratio 0.39 0.51 0.51 0.25 0.25 0.25 0.25 Clearance Time(s) 9.0 6.0 9.0 10.0 10.0 10.0 10.0 Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap(vph) 1331 193 2535 340 405 380 208 v/s Ratio Prot c0.44 0.03 c0.30 0.01 0.01 v/s Ratio Perm 0.16 c0.12 0.02 v/c Ratio 1.12 0.36 0.60 0.49 0.03 0.09 0.03 Uniform Delay,dl 36.4 25.0 20.6 38.1 33.7 34.3 33.7 Progression Factor 0.14 1.47 1.33 1.00 1.00 1.00 1.00 Incremental Delay, d2 55.6 0.9 0.8 1.1 0.0 0.1 0.1 ■ Delay(s) 60.8 37.7 28.3 39.2 33.7 34.4 33.8 Level of Service E D C D C C C _ Approach Delay(s/veh) 60.8 28.7 36.9 33.8 Approach LOS E C D Intersection Summary HCM 2000 Control Delay(s/veh) 43.6 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.79 Actuated Cycle Length (s) 120.0 Sum of lost time(s) 26.0 Intersection Capacity Utilization 77.8% ICU Level of Service D Analysis Period(min) 15 c Critical Lane Group 2045 Background PM Peak-Hour Kimley-Horn Associates, Inc. [LKP 096315014] Page 6 Timings Synchro 12 Report 3: College (US 287) & Drake SWC Drake&College --,, ---t " ~ * *�1 I /* 1* t *1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r tt r )) ttf r ttt r Traffic Volume(vph) 213 673 272 168 715 194 389 1555 192 329 1997 440 Future Volume(vph) 213 673 272 168 715 194 389 1555 192 329 1997 440 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Detector Phase 7 4 4 3 8 8 1 6 6 5 2 2 Switch Phase Minimum Initial(s) 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 Minimum Split(s) 11.0 39.5 39.5 11.0 40.5 40.5 11.0 35.5 35.5 11.0 35.5 35.5 Total Split(s) 16.0 41.0 41.0 14.0 39.0 39.0 20.0 47.0 47.0 18.0 45.0 45.0 Total Split(%) 13.3% 34.2% 34.2% 11.7% 32.5% 32.5% 16.7% 39.2% 39.2% 15.0% 37.5% 37.5% Yellow Time(s) 3.0 4.0 4.0 3.0 4.0 4.0 4.5 4.5 4.5 3.5 4.5 4.5 All-Red Time(s) 2.5 2.5 2.5 2.5 2.5 2.5 2.0 2.0 2.0 2.5 2.0 2.0 Lost Time Adjust(s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time(s) 4.5 5.5 5.5 4.5 5.5 5.5 5.5 5.5 5.5 5.0 5.5 5.5 Lead/Lag Lead Lag Lag Lead Lag Lag Lag Lag Lag Lead Lead Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Act Effct Green(s) 46.6 34.1 34.1 42.6 32.1 32.1 14.5 41.5 41.5 14.4 40.9 40.9 Actuated g/C Ratio 0.39 0.28 0.28 0.36 0.27 0.27 0.12 0.35 0.35 0.12 0.34 0.34 v/c Ratio 1.01 0.77 0.46 0.79 0.86 0.36 1.05 0.98 0.31 0.89 1.28 0.73 Control Delay(slveh) 70.9 15.4 3.5 51.8 50.5 7.9 102.1 51.2 4.4 77.3 166.3 28.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 70.9 15.4 3.5 51.8 50.5 7.9 102.1 51.2 4.4 77.3 166.3 28.3 LOS E B A D D A F D A E F C Approach Delay(s/veh) 22.8 43.0 56.3 133.8 Approach LOS C D E F Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset:20(17%), Referenced to phase 2:SBT and 6:NBT,Start of Yellow Natural Cycle: 150 Control Type:Actuated-Coordinated Maximum vlc Ratio: 1.28 Intersection Signal Delay(s/veh):78.9 Intersection LOS: E Intersection Capacity Utilization 99.8% ICU Level of Service F Analysis Period(min)15 Splits and Phases: 3:College(US 287)&Drake 4� 02(R) � 1 �3 � 03 � 04 05 1 06(R) � � 07 t 08 2045 Background PM Peak-Hour Kimley-Horn Associates, Inc.[LKP 0963150141 Page 1 HCM 7th Signalized Intersection Summary Synchro 12 Report 3: College (US 287) & Drake SWC Drake&College --p. --t f- ~ 4- 1 I* /* 1* t *1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r tt r )) ttt r )VI Ott r Traffic Volume(vehlh) 213 673 272 168 715 194 389 1555 192 329 1997 440 Future Volume(veh/h) 213 673 272 168 715 194 389 1555 192 329 1997 440 Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.04 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow,vehlh/In 1885 1885 1885 1900 1900 1900 1885 1885 1961 1885 1885 1885 Adj Flow Rate,veh/h 232 732 296 183 777 211 423 1690 209 358 2171 478 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 1 1 1 0 0 0 1 1 1 1 1 1 Cap,veh/h 259 963 428 242 910 404 515 1919 616 377 1694 523 Arrive On Green 0.03 0.09 0.09 0.08 0.25 0.25 0.30 0.75 0.75 0.04 0.11 0.11 Sat Flow,veh/h 1795 3582 1590 1810 3610 1603 3483 5147 1653 3483 5147 1589 Grp Volume(v),vehlh 232 732 296 183 777 211 423 1690 209 358 2171 478 Grp Sat Flow(s),veh/h/In 1795 1791 1590 1810 1805 1603 1742 1716 1653 1742 1716 1589 Q Serve(g_s),s 11.3 24.0 21.7 9.0 24.6 8.9 13.6 29.2 5.2 12.3 39.5 26.2 Cycle Q Clear(g_c),s 11.3 24.0 21.7 9.0 24.6 8.9 13.6 29.2 5.2 12.3 39.5 26.2 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c),veh/h 259 963 428 242 910 404 515 1919 616 377 1694 523 V/C Ratio(X) 0.90 0.76 0.69 0.76 0.85 0.52 0.82 0.88 0.34 0.95 1.28 0.91 Avail Cap(c_a),veh/h 259 1060 471 242 1008 447 515 1919 616 377 1694 523 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 2.00 2.00 2.00 0.33 0.33 0.33 Upstream Filter(I) 1.00 1.00 1.00 0.91 0.91 0.91 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay(d),slveh 35.0 50.9 49.9 32.8 42.8 16.7 40.8 13.3 10.2 57.5 53.5 27.8 Incr Delay(d2),s/veh 30.3 3.0 3.9 11.8 6.1 1.0 10.3 6.2 1.5 33.3 131.4 23.0 Initial Q Delay(d3),slveh 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/In 7.5 11.9 9.7 4.7 11.6 3.3 5.6 5.7 1.8 7.5 38.8 14.3 Unsig. Movement Delay,slveh LnGrp Delay(d),s/veh 65.3 53.9 53.7 44.6 48.9 17.7 51.1 19.5 11.7 90.8 184.8 50.8 LnGrp LOS E D D D D B D B B F F D Approach Vol,veh/h 1260 1171 2322 3007 Approach Delay,slveh 55.9 42.6 24.5 152.3 Approach LOS E D C F Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 23.2 45.0 14.0 37.8 18.0 50.2 16.0 35.8 Change Period(Y+Rc),s 6.5 6.5 5.5 6.5 6.0 6.5 5.5 6.5 Max Green Setting(Gmax),s 13.5 38.5 8.5 34.5 12.0 40.5 10.5 32.5 Max Q Clear Time(g_c+l l),s 15.6 41.5 11.0 26.0 14.3 31.2 13.3 26.6 Green Ext Time(p_c),s 0.0 0.0 0.0 2.9 0.0 5.6 0.0 2.2 Intersection Summary HCM 7th Control Delay,s/veh 81.9 HCM 7th LOS F Notes User approved pedestrian interval to be less than phase max green. 2045 Background PM Peak-Hour Kimley-Horn Associates, Inc.[LKP 0963150141 Page 3 HCM 7th TWSC Synchro 12 Report 4: McClelland & Thunderbird Dr SWC Drake&College Intersection Int Delay, s/veh 2.9 Movement WBL WBR NBT NBR SBL SBT Lane Configurations err 11 4 Traffic Vol, veh/h 36 94 212 41 33 188 Future Vol,vehlh 36 94 212 41 33 188 Conflicting Peds,#/hr 0 0 0 4 4 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None None None Storage Length 0 Veh in Median Storage,# 0 0 0 Grade,% 0 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 0 0 3 3 4 4 Mvmt Flow 39 102 230 45 36 204 Major/Minor Minorl Majorl Major2 Conflicting Flow All 533 257 0 0 279 0 Stage 1 257 - - - - - Stage 2 276 - - Critical Hdwy 6.4 6.2 4.14 Critical Hdwy Stg 1 5.4 - - Critical Hdwy Stg 2 5.4 - - Follow-up Hdwy 3.5 3.3 2.236 Pot Cap-1 Maneuver 527 787 1272 Stage 1 791 - - Stage 2 798 - - Platoon blocked, % 0 Mov Cap-1 Maneuver 509 784 1268 Mov Cap-2 Maneuver 509 - - Stage 1 788 Stage 2 773 F Approach WB NB SB HCM Control Delay,s/v11.65 0 1.18 _ HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT i Capacity(veh/h) 682 269 _ HCM Lane V/C Ratio 0.207 0.028 HCM Control Delay(s/veh) 11.7 7.9 0 _ HCM Lane LOS B A A HCM 95th%tile Q(veh) 0.8 0.1 - 2045 Background PM Peak-Hour Kimley-Horn Associates, Inc. [LKP 096315014] Page 4 HCM 7th TWSC Synchro 12 Report 5: College (US 287) & Thunderbird Dr SWC Drake&College Intersection Int Delay,s/veh 0.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations r r ) Ttt '� ttt Traffic Vol,veh/h 0 0 28 0 0 57 25 2208 23 23 2462 77 Future Vol,veh/h 0 0 28 0 0 57 25 2208 23 23 2462 77 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 - - 0 - - 0 140 - 100 - Veh in Median Storage,# - 0 - - 0 - - 0 - - 0 Grade,% - 0 - - 0 - - 0 - 0 Peak Hour Factor 99 99 99 99 99 99 99 99 99 99 99 99 Heavy Vehicles, % 0 0 0 2 2 2 0 0 0 1 1 1 Mvmt Flow 0 0 28 0 0 58 25 2230 23 23 2487 78 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 1282 1127 2565 0 0 2254 0 0 Stage 1 - - - - - - - - - Stage 2 - - - - - - Critical Hdwy 7.1 7.14 5.3 - - 5.32 - - Critical Hdwy Stg 1 - - - - Critical Hdwy Stg 2 - - - - - - - - - Follow-up Hdwy 3.9 - - 3.92 3.1 3.11 - - Pot Cap-1 Maneuver 0 0 *535 0 0 *561 193 - - 292 - Stage 1 0 0 - 0 0 - - - - - Stage 2 0 0 - 0 0 - - - - - - - Platoon blocked, % 0 0 0 0 - - Mov Cap-1 Maneuver - - *535 - - *561 193 - - 292 - Mov Cap-2 Maneuver - - - Stage 1 - - - - - - - - Stage 2 - - - A� Approach EB WB NB SIB HCM Control Delay,s/v12.11 12.15 0.29 0.16 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBR EBLnlWBLnl SBL SBT SBR Capacity(veh/h) 193 - 535 561 292 - HCM Lane V/C Ratio 0.131 - 0.053 0.103 0.079 - HCM Control Delay(slveh) 26.4 - - 12.1 12.1 18.4 - - HCM Lane LOS D - B B C - HCM 95th%tile Q(veh) 0.4 - 0.2 0.3 0.3 - Notes —:Volume exceeds capacity $: Delay exceeds 300s +:Computation Not Defined *:All major volume in platoon 2045 Background PM Peak-Hour Kimley-Horn Associates, Inc.[LKP 0963150141 Page 5 Timings Synchro 12 Report 1: Redwing/Bay & Drake SWC Drake&College 1 4\ /,* 1 Lane Group EBT WBL WBT NBL NBR SBR 06 08 Lane Configurations fl. t*T4 r r Traffic Volume(vph) 1112 60 1208 6 21 6 Future Volume(vph) 1112 60 1208 6 21 6 Turn Type NA custom NA Perm Over Perm Protected Phases 4 36 86 3 6 8 Permitted Phases 8 2 3 2 Detector Phase 4 36 86 2 3 2 Switch Phase Minimum Initial(s) 4.0 4.0 1.0 4.0 4.0 4.0 Minimum Split(s) 23.0 30.0 12.0 30.0 30.0 25.0 Total Split(s) 45.0 27.0 13.0 27.0 25.0 58.0 Total Split(%) 40.9% 24.5% 11.8% 24.5% 23% 53% Yellow Time(s) 7.5 3.0 5.0 3.0 9.0 7.5 All-Red Time(s) 1.5 1.0 1.0 1.0 1.0 1.5 Lost Time Adjust(s) -1.0 -1.0 -1.0 -1.0 Total Lost Time(s) 8.0 3.0 5.0 3.0 Lead/Lag Lag Lead Lead-Lag Optimize? Recall Mode C-Max None None None None C-Max Act Effct Green(s) 49.6 97.5 99.3 10.3 7.5 10.3 Actuated g/C Ratio 0.45 0.89 0.90 0.09 0.07 0.09 v/c Ratio 0.78 0.09 0.44 0.04 0.20 0.02 Control Delay(s/veh) 33.2 8.1 3.1 41.2 52.3 0.2 Queue Delay 0.3 3.3 0.0 0.0 0.0 0.0 Total Delay(s/veh) 33.5 11.4 3.1 41.2 52.3 0.2 LOS C B A D D A Approach Delay(s/veh) 33.5 3.5 Approach LOS C A Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset:96(87%),Referenced to phase 4:EBT and 8:WBTL,Start of Red Natural Cycle: 115 Control Type:Actuated-Coordinated Maximum v/c Ratio:0.80 Intersection Signal Delay(s/veh): 17.8 Intersection LOS:B Intersection Capacity Utilization 55.0% ICU Level of Service B Analysis Period(min)15 Splits and Phases: 1: Redwing/Bay&Drake #1 #1 #2 #1 82 #1 #2 02 � 1 06 ii � � � 04(R) #1 #2 08(R) 2045 Total AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 1 HCM Signalized Intersection Capacity Analysis Synchro 12 Report 1: Redwing/Bay & Drake SWC Drake&College Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj. T1., %f r Traffic Volume(vph) 0 1112 2 60 1208 17 6 0 21 0 0 6 Future Volume(vph) 0 1112 2 60 1208 17 6 0 21 0 0 6 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 8 11 8 12 11 8 10 8 14 8 8 16 Total Lost time(s) 8.0 5.0 8.0 3.0 5.0 3.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 0.87 Fit Protected 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow(prot) 3454 1752 3380 1680 1723 1835 Flt Permitted 1.00 0.09 1.00 0.95 1.00 1.00 Satd. Flow(perm) 3454 159 3380 1680 1723 1835 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow(vph) 0 1209 2 65 1313 18 7 0 23 0 0 7 RTOR Reduction(vph) 0 0 0 0 1 0 0 0 0 0 0 7 Lane Group Flow(vph) 0 1211 0 65 1330 0 7 0 23 0 0 0 Confl. Peds. (#/hr) 7 3 3 7 2 67 67 2 Confl. Bikes(#/hr) 3 3 Heavy Vehicles(%) 1% 1% 1% 3% 3% 3% 0% 0% 0% 0% 0% 0% Turn Type NA custom NA Perm Over Perm Protected Phases 4 36 86 3 Permitted Phases 8 Nor___ 2 3 2 Actuated Green, G(s) 45.0 91.1 91.1 5.9 5.4 5.9 Effective Green,g (s) 46.0 83.1 83.1 6.9 6.4 6.9 Actuated g/C Ratio 0.42 0.76 0.76 0.06 0.06 0.06 Clearance Time(s) 9.0 4.0 6.0 4.0 Vehicle Extension(s) 3.0 3.0 3.0 3.0 Lane Grp Cap(vph) 1444 584 2553 105 100 115 v/s Ratio Prot c0.35 0.03 c0.39 0.01 v/s Ratio Perm 0.05 _ _ c0.00 0.00 v/c Ratio 0.84 0.11 0.52 0.07 0.23 0.00 Uniform Delay,dl 28.7 8.9 5.4 48.5 49.4 48.3 Progression Factor 1.00 3.50 0.86 1.00 1.00 1.00 Incremental Delay, d2 6.0 0.1 0.2 0.3 1.2 0.0 Delay(s) 34.7 31.4 4.8 48.8 50.6 48.3 Level of Service C C A D D D Approach Delay(s/veh) 34.7 6.1 50.2 48.3 Approach LOS l A D Intersection Summary -IMF- HCM 2000 Control Delay(s/veh) 19.8 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.68 Actuated Cycle Length (s) 110.0 Sum of lost time(s) 26.0 Intersection Capacity Utilization 55.0% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group 2045 Total AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 3 Timings Synchro 12 Report 2: McClelland/Max BRT & Drake SWC Drake&College 1 t' Lane Group EBT WBL WBT NBL NBT NBR SBT 02 Lane Configurations tT ) W t r t Traffic Volume(vph) 1048 22 1127 144 5 71 4 Future Volume(vph) 1048 22 1127 144 5 71 4 Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 2 Permitted Phases 8 6 6 Detector Phase 4 3 8 6 6 6 6 Switch Phase Minimum Initial(s) 4.0 1.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split(s) 23.0 12.0 25.0 30.0 30.0 30.0 30.0 30.0 Total Split(s) 45.0 13.0 58.0 25.0 25.0 25.0 25.0 27.0 Total Split(%) 40.9% 11.8% 52.7% 22.7% 22.7% 22.7% 22.7% 25% Yellow Time(s) 7.5 5.0 7.5 9.0 9.0 9.0 9.0 3.0 All-Red Time(s) 1.5 1.0 1.5 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust(s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time(s) 8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lead/Lag Lag Lead Lead-Lag Optimize? Recall Mode C-Max None C-Max None None None None None Act Effct Green(s) 49.6 62.8 59.8 25.7 25.7 25.7 25.7 Actuated g/C Ratio 0.45 0.57 0.54 0.23 0.23 0.23 0.23 v/c Ratio 0.80 0.13 0.46 0.50 0.01 0.16 0.02 Control Delay(slveh) 10.7 15.3 17.6 43.9 34.6 0.7 35.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 10.7 15.3 17.6 43.9 34.6 0.7 35.3 LOS B B B D C A D Approach Delay(s/veh) 10.7 17.6 29.8 35.3 Approach LOS B B C D Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset:96(87%),Referenced to phase 4:EBT and 8:WBTL,Start of Red Natural Cycle: 115 Control Type:Actuated-Coordinated Maximum vlc Ratio:0.80 Intersection Signal Delay(s/veh): 15.6 Intersection LOS:B Intersection Capacity Utilization 60.7% ICU Level of Service B Analysis Period(min)15 Splits and Phases: 2:McClelland/Max BRT&Drake #1 #1 #2 #1 82 #1 #2 +T 1. 111 r #1 #2 08(R) 2045 Total AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 4 HCM Signalized Intersection Capacity Analysis Synchro 12 Report 2: McClelland/Max BRT & Drake SWC Drake&College Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj. ) ttt T %F T Traffic Volume(vph) 0 1048 87 22 1127 0 144 5 71 0 4 0 Future Volume(vph) 0 1048 87 22 1127 0 144 5 71 0 4 0 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 11 8 11 11 12 11 12 12 12 12 12 Total Lost time(s) 8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lane Util. Factor 0.95 1.00 0.91 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.97 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.99 1.00 1.00 1.00 1.00 0.85 1.00 Fit Protected 1.00 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow(prot) 3405 1694 4868 1678 1827 1508 950 Flt Permitted 1.00 0.08 1.00 0.76 1.00 1.00 1.00 Satd. Flow(perm) 3405 142 4868 1334 1827 1508 950 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow(vph) 0 1139 95 24 1225 0 157 5 77 0 4 0 RTOR Reduction(vph) 0 5 0 0 0 0 0 0 59 0 0 0 Lane Group Flow(vph) 0 1229 0 24 1225 0 157 5 18 0 4 0 Confl. Peds. (#/hr) 10 3 3 10 9 9 Confl. Bikes(#/hr) 7 3 1 Heavy Vehicles(%) 1% 1% 1% 3% 3% 3% 4% 4% 4% 100% 100% 100% Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 Permitted Phases 8 6 6 Actuated Green, G(s) 45.0 56.4 56.4 24.7 24.7 24.7 24.7 Effective Green,g (s) 46.0 57.4 57.4 25.7 25.7 25.7 25.7 Actuated g/C Ratio 0.42 0.52 0.52 0.23 0.23 0.23 0.23 Clearance Time(s) 9.0 6.0 9.0 10.0 10.0 10.0 10.0 Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap(vph) 1423 164 2540 311 426 352 221 v/s Ratio Prot c0.36 0.01 c0.25 0.00 0.00 v/s Ratio Perm 0.07 c0.12 0.01 v/c Ratio 0.86 0.15 0.48 0.50 0.01 0.05 0.02 Uniform Delay,dl 29.1 18.1 16.8 36.6 32.4 32.7 32.4 Progression Factor 0.11 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 4.6 0.4 0.7 1.3 0.0 0.1 0.0 Delay(s) 7.8 18.5 17.5 37.9 32.4 32.8 32.5 Level of Service A B B D C C C Approach Delay(s/veh) 7.8 17.5 36.1 32.5 Approach LOS B D C Intersection Summary AMF HCM 2000 Control Delay(s/veh) 14.8 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.68 Actuated Cycle Length (s) 110.0 Sum of lost time(s) 26.0 Intersection Capacity Utilization 60.7% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group 2045 Total AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 6 Timings Synchro 12 Report 3: College (US 287) & Drake SWC Drake&College --,, --* " ~ * *�1 I /* 1* t *1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Vi t¢ r tt r )) ttf r Ott r Traffic Volume(vph) 276 593 148 190 687 244 212 1144 88 146 1060 218 Future Volume(vph) 276 593 148 190 687 244 212 1144 88 146 1060 218 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Detector Phase 7 4 4 3 8 8 1 6 6 5 2 2 Switch Phase Minimum Initial(s) 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 Minimum Split(s) 11.0 41.5 41.5 11.0 42.5 42.5 11.0 35.5 35.5 11.0 35.5 35.5 Total Split(s) 21.0 39.0 39.0 14.0 32.0 32.0 17.0 52.0 52.0 15.0 50.0 50.0 Total Split(%) 17.5% 32.5% 32.5% 11.7% 26.7% 26.7% 14.2% 43.3% 43.3% 12.5% 41.7% 41.7% Yellow Time(s) 3.0 4.0 4.0 3.0 4.0 4.0 3.5 4.5 4.5 4.5 4.5 4.5 All-Red Time(s) 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust(s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time(s) 4.5 5.5 5.5 4.5 5.5 5.5 5.0 5.5 5.5 5.5 5.5 5.5 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lead Lead Lag Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Act Effct Green(s) 48.5 33.5 33.5 37.0 26.5 26.5 11.8 46.5 46.5 9.5 44.7 44.7 Actuated g/C Ratio 0.40 0.28 0.28 0.31 0.22 0.22 0.10 0.39 0.39 0.08 0.37 0.37 v/c Ratio 1.01 0.70 0.29 0.83 1.04 0.50 0.71 0.65 0.13 0.61 0.63 0.32 Control Delay(s/veh) 87.9 43.5 3.6 55.3 91.3 10.0 65.0 32.1 0.4 63.9 32.8 4.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 87.9 43.5 3.6 55.3 91.3 10.0 65.0 32.1 0.4 63.9 32.8 4.4 LOS F D A E F A E C A E C A Approach Delay(s/veh) 49.8 67.5 35.0 31.6 Approach LOS D E C C Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset:21 (18%), Referenced to phase 2:SBT and 6:NBT,Start of Yellow Natural Cycle: 100 Control Type:Actuated-Coordinated Maximum vlc Ratio: 1.04 Intersection Signal Delay(s/veh):44.3 Intersection LOS:D Intersection Capacity Utilization 80.8% ICU Level of Service D Analysis Period(min)15 Splits and Phases: 3:College(US 287)&Drake 01 � 02(R) ' 03 � 04 2045 Total AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 1 HCM 7th Signalized Intersection Summary Synchro 12 Report 3: College (US 287) & Drake SWC Drake&College --p. --t f- ~ t I* /* 1* t *1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Vi t¢ r tt r )) ttt r )VI ttt r Traffic Volume(vehlh) 276 593 148 190 687 244 212 1144 88 146 1060 218 Future Volume(veh/h) 276 593 148 190 687 244 212 1144 88 146 1060 218 Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.04 1.00 1.00 1.00 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,vehlh/In 1870 1870 1870 1841 1841 1841 1870 1870 1945 1870 1870 1870 Adj Flow Rate,veh/h 300 645 161 207 747 265 230 1243 96 159 1152 237 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 4 4 4 2 2 2 2 2 2 Cap,veh/h 310 992 442 278 772 344 313 1979 638 274 1941 602 Arrive On Green 0.14 0.28 0.28 0.08 0.22 0.22 0.09 0.39 0.39 0.08 0.38 0.38 Sat Flow,veh/h 1781 3554 1582 1753 3497 1556 3456 5106 1646 3456 5106 1583 Grp Volume(v),vehlh 300 645 161 207 747 265 230 1243 96 159 1152 237 Grp Sat Flow(s),veh/h/In 1781 1777 1582 1753 1749 1556 1728 1702 1646 1728 1702 1583 Q Serve(g_s),s 15.7 19.2 7.3 9.5 25.4 19.2 7.8 23.6 2.8 5.3 21.7 13.1 Cycle Q Clear(g_c),s 15.7 19.2 7.3 9.5 25.4 19.2 7.8 23.6 2.8 5.3 21.7 13.1 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c),veh/h 310 992 442 278 772 344 313 1979 638 274 1941 602 V/C Ratio(X) 0.97 0.65 0.36 0.74 0.97 0.77 0.73 0.63 0.15 0.58 0.59 0.39 Avail Cap(c_a),veh/h 310 992 442 278 772 344 346 1979 638 274 1941 602 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 0.94 0.94 0.94 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay(d),slveh 33.4 38.1 19.0 36.4 46.3 43.9 53.2 29.8 9.0 53.3 29.8 27.1 Incr Delay(d2),s/veh 42.2 1.5 0.5 9.8 23.6 9.7 7.1 1.5 0.5 3.1 1.3 1.9 Initial Q Delay(d3),slveh 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/In 10.3 8.4 2.7 1.9 13.4 8.2 3.6 9.6 1.8 2.4 8.8 5.2 Unsig. Movement Delay,slveh LnGrp Delay(d),s/veh 75.6 39.6 19.5 46.2 69.9 53.6 60.3 31.3 9.5 56.4 31.1 29.0 LnGrp LOS E D B D E D E C A E C C Approach Vol,veh/h 1106 1219 1569 1548 Approach Delay,slveh 46.4 62.3 34.2 33.4 Approach LOS D E C C Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 15.9 51.1 14.0 39.0 15.0 52.0 21.0 32.0 Change Period(Y+Rc),s 6.0 6.5 5.5 6.5 6.5 6.5 5.5 6.5 Max Green Setting(Gmax),s 11.0 43.5 8.5 32.5 8.5 45.5 15.5 25.5 Max Q Clear Time(g_c+I1),s 9.8 23.7 11.5 21.2 7.3 25.6 17.7 27.4 Green Ext Time(p_c),s 0.1 5.8 0.0 2.5 0.1 5.7 0.0 0.0 Intersection Summary HCM 7th Control Delay,s/veh 42.8 HCM 7th LOS D Notes User approved pedestrian interval to be less than phase max green. 2045 Total AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 3 HCM 7th TWSC Synchro 12 Report 4: McClelland & Thunderbird Dr SWC Drake&College Intersection Int Delay, s/veh 1.6 Movement WBL WBR NBT NBR SBL SBT Lane Configurations err 11 4 Traffic Vol, veh/h 16 27 139 11 14 117 Future Vol,vehlh 16 27 139 11 14 117 Conflicting Peds,#/hr 0 0 0 3 3 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None None None Storage Length 0 Veh in Median Storage,# 0 0 0 Grade,% 0 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 4 4 5 5 4 4 Mvmt Flow 17 29 151 12 15 127 Major/Minor Minorl Majorl Major2 Conflicting Flow All 318 160 0 0 166 0 Stage 1 160 - - - - - Stage 2 158 - - Critical Hdwy 6.44 6.24 4.14 Critical Hdwy Stg 1 5.44 - - Critical Hdwy Stg 2 5.44 - - Follow-up Hdwy 3.536 3.336 2.236 Pot Cap-1 Maneuver 697 880 1400 Stage 1 864 - - Stage 2 889 - - Platoon blocked, % 0 Mov Cap-1 Maneuver 687 878 1396 Mov Cap-2 Maneuver 687 - - Stage 1 862 Stage 2 878 F Approach WB NB SB HCM Control Delay,s/v 9.81 0 0.81 _ HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT i Capacity(veh/h) 795 192 _ HCM Lane V/C Ratio 0.059 0.011 HCM Control Delay(s/veh) 9.8 7.6 0 _ HCM Lane LOS A A A HCM 95th%tile Q(veh) 0.2 0 - 2045 Total AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 4 HCM 7th TWSC Synchro 12 Report 5: College (US 287) & Thunderbird Dr SWC Drake&College Intersection Int Delay,s/veh 0.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations r r ) ttl+ W4 Traffic Vol,veh/h 0 0 35 0 0 55 109 1770 17 14 1273 17 Future Vol,veh/h 0 0 35 0 0 55 109 1770 17 14 1273 17 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 - - 0 - - 0 140 - 100 - Veh in Median Storage,# - 0 - - 0 - - 0 - - 0 Grade,% - 0 - - 0 - - 0 - 0 Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93 Heavy Vehicles, % 0 0 0 2 2 2 2 2 2 3 3 3 Mvmt Flow 0 0 38 0 0 59 117 1903 18 15 1369 18 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 694 961 1387 0 0 1922 0 0 Stage 1 - - - - - - - - - - Stage 2 - - - - - Critical Hdwy 7.1 - - 7.14 5.34 - - 5.36 - - Critical Hdwy Stg 1 - - - - Critical Hdwy Stg 2 - - - - - - - - - - - Follow-up Hdwy 3.9 - - 3.92 3.12 - 3.13 - Pot Cap-1 Maneuver 0 0 *727 0 0 *641 506 - - 336 - Stage 1 0 0 - 0 0 - - - - - Stage 2 0 0 - 0 0 - - - - - - - Platoon blocked, % 0 0 0 - 0 - Mov Cap-1 Maneuver - - *727 - - *641 506 - - 336 - Mov Cap-2 Maneuver - - - Stage 1 - - - - - - - - Stage 2 - - - - A� Approach EB WB NB SB HCM Control Delay,s/v10.22 11.18 0.82 0.17 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBR EBLnlWBLnl SBL SBT SBR Capacity(veh/h) 506 - 727 641 336 - HCM Lane V/C Ratio 0.232 - 0.052 0.092 0.045 - HCM Control Delay(slveh) 14.2 - - 10.2 11.2 16.2 - - HCM Lane LOS B - B B C - HCM 95th%tile Q(veh) 0.9 - 0.2 0.3 0.1 - Notes —:Volume exceeds capacity $: Delay exceeds 300s +:Computation Not Defined *:All major volume in platoon 2045 Total AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 5 HCM 7th TWSC Synchro 12 Report 6: RIRO Access/Background Study Access & Drake SWC Drake&College Intersection Int Delay,s/veh 0.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj. tT r r r Traffic Vol,veh/h 52 1055 52 0 1008 50 0 0 131 0 0 38 OMNI Future Vol,veh/h 52 1055 52 0 1008 50 0 0 131 0 0 38 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 M Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - - None - - None - - None Storage Length 60 - 50 - - 0 - - 0 Veh in Median Storage,# - 0 - - 0 - - 0 - - 0 - _ Grade,% - 0 - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 57 1147 57 0 1096 54 0 0 142 0 0 41 _ Major/Minor Majorl Major2 Minorl Minor2 Conflicting Flow All 1150 0 0 0 602 548 Stage 1 - - - - - - - - - - - Stage 2 - - - - Critical Hdwy 4.14 - - - - - 6.94 - - 6.94 Critical Hdwy Stg 1 - - - - - Critical Hdwy Stg 2 - - - - - - - - - - Follow-up Hdwy 2.22 - 3.32 3.32 Pot Cap-1 Maneuver 788 - 0 - - 0 0 *810 0 0 *800 Stage 1 - - 0 - - 0 0 - 0 0 - Stage 2 - - 0 - - 0 0 - 0 0 - Platoon blocked, % 0 - 0 0 Mov Cap-1 Maneuver 788 - - - - *810 - - *800 Mov Cap-2 Maneuver - - Stage 1 - - - - - - - - Stage 2 A� Approach EB WB NB SB HCM Control Delay,s/v 0.45 0 10.39 9.75 HCM LOS B A Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBT WBR SBLn1 Capacity(veh/h) 810 788 - - 800 HCM Lane V/C Ratio 0.176 0.072 0.052 HCM Control Delay(slveh) 10.4 9.9 - - - 9.7 HCM Lane LOS B A A HCM 95th%tile Q(veh) 0.6 0.2 - 0.2 Notes —:Volume exceeds capacity $: Delay exceeds 300s +:Computation Not Defined *:All major volume in platoon 2045 Total AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 6 HCM 7th TWSC Synchro 12 Report 7: McClelland & RI RO Access SWC Drake&College Intersection Int Delay, s/veh 2 Movement WBL WBR NBT NBR SBL SBT Lane Configurations N y, T Traffic Vol, veh/h 0 73 146 3 0 131 Future Vol,veh/h 0 73 146 3 0 131 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 - Veh in Median Storage,# 0 - 0 0 Grade,% 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 79 159 3 0 142 Major/Minor Minorl Majorl Major2 Conflicting Flow All 160 0 0 Stage 1 - - - Stage 2 - Critical Hdwy 6.22 Critical Hdwy Stg 1 - Critical Hdwy Stg 2 - Follow-up Hdwy - 3.318 Pot Cap-1 Maneuver 0 885 0 Stage 1 0 - 0 Stage 2 0 - 0 Platoon blocked, % Mov Cap-1 Maneuver - 885 - Mov Cap-2 Maneuver Stage 1 Stage 2 F Approach WB NB SB HCM Control Delay,s/v 9.47 0 0 HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBT Capacity(veh/h) 885 HCM Lane V/C Ratio 0.09 HCM Control Delay(s/veh) 9.5 HCM Lane LOS A HCM 95th%tile Q(veh) 0.3 2045 Total AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 7 HCM 7th TWSC Synchro 12 Report 8: College (US 287) & RIRO Access SWC Drake&College Intersection Int Delay, s/veh 0.2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations T T* T' Traffic Vol, veh/h 0 56 0 1444 1252 146 Future Vol,veh/h 0 56 0 1444 1252 146 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 - Veh in Median Storage,# 0 - 0 0 Grade,% 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 61 0 1570 1361 159 Major/Minor Minor2 Majorl Major2 Conflicting Flow All 760 0 0 Stage 1 - - - Stage 2 - Critical Hdwy 7.14 Critical Hdwy Stg 1 - Critical Hdwy Stg 2 - Follow-up Hdwy 3.92 Pot Cap-1 Maneuver 0 *747 0 Stage 1 0 - 0 Stage 2 0 - 0 Platoon blocked, % 0 Mov Cap-1 Maneuver - *747 - Mov Cap-2 Maneuver Stage 1 Stage 2 F Approach EB NB SB HCM Control Delay,s/v10.24 0 0 _ HCM LOS B Minor Lane/Major Mvmt NBT EBLnl SBT SBR Capacity(veh/h) 747 _ HCM Lane V/C Ratio 0.081 HCM Control Delay(s/veh) 10.2 _ HCM Lane LOS B HCM 95th%tile Q(veh) 0.3 Notes -:Volume exceeds capacity $: Delay exceeds 300s +:Computation Not Defined *:All major volume in platoon 2045 Total AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 8 HCM 7th TWSC Synchro 12 Report 9: Driveway/Project Access & Thunderbird Dr SWC Drake&College Intersection Int Delay,s/veh 2.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4. 4- •T+ .T Traffic Vol,veh/h 2 10 12 9 30 89 4 0 1 27 0 10 Future Vol,veh/h 2 10 12 9 30 89 4 0 1 27 0 10 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 _ Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - - None - - None - - None Storage Length - Veh in Median Storage,# - 0 - - 0 - 0 - - 0 - _ Grade,% - 0 - 0 - 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 2 11 13 10 33 97 4 0 1 29 0 11 Major/Minor Majorl Major2 Minorl Minor2 Conflicting Flow All 129 0 0 24 0 0 74 171 17 116 129 81 Stage 1 - - - - - - 22 22 - 101 101 - Stage 2 - - 52 149 - 15 28 - Critical Hdwy 4.12 - 4.12 - 7.12 6.52 6.22 7.12 6.52 6.22 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 2.218 2.218 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1456 - 1591 - 916 722 1061 861 762 979 Stage 1 - - 997 877 - 906 812 - Stage 2 - - - - - 961 774 - 1005 872 - Platoon blocked, % - Mov Cap-1 Maneuver 1456 - 1591 - - 899 716 1061 853 756 979 Mov Cap-2 Maneuver - - - 899 716 - 853 756 - Stage 1 - - - - - 995 876 - 900 806 - Stage 2 - 943 769 - 1002 870 - A� Approach EB WB NB SB HCM Control Delay,s/v 0.62 0.51 8.91 9.27 HCM LOS A A Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity(veh/h) 927 135 110 - 884 HCM Lane V/C Ratio 0.006 0.001 0.006 0.046 HCM Control Delay(slveh) 8.9 7.5 0 - 7.3 0 - 9.3 HCM Lane LOS A A A - A A - A HCM 95th%tile Q(veh) 0 0 - - 0 - - 0.1 2045 Total AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 9 Timings Synchro 12 Report 1: Redwing/Bay & Drake SWC Drake&College 1- 4-- /,* 1 Lane Group EBT WBL WBT NBL NBR SBR 06 08 Lane Configurations tj. tT r r Traffic Volume(vph) 1358 59 1542 37 97 12 Future Volume(vph) 1358 59 1542 37 97 12 Turn Type NA custom NA Perm pm+ov Perm Protected Phases 4 36 86 3 6 8 Permitted Phases 8 2 34 2 Detector Phase 4 36 86 2 3 2 Switch Phase Minimum Initial(s) 4.0 4.0 1.0 4.0 4.0 4.0 Minimum Split(s) 23.0 33.0 12.0 33.0 30.0 25.0 Total Split(s) 58.0 28.0 14.0 28.0 20.0 72.0 Total Split(%) 48.3% 23.3% 11.7% 23.3% 17% 60% Yellow Time(s) 7.5 3.0 5.0 3.0 9.0 7.5 All-Red Time(s) 1.5 1.0 1.0 1.0 1.0 1.5 Lost Time Adjust(s) -1.0 -1.0 -1.0 -1.0 Total Lost Time(s) 8.0 3.0 5.0 3.0 Lead/Lag Lag Lead Lead Lead Lag Lead-Lag Optimize? Yes Yes Yes Recall Mode C-Max None None None None C-Max Act Effct Green(s) 50.3 104.5 103.1 9.4 62.0 9.4 Actuated g/C Ratio 0.42 0.87 0.86 0.08 0.52 0.08 v/c Ratio 1.03 0.08 0.57 0.31 0.13 0.04 Control Delay(s/veh) 66.9 6.6 4.7 57.7 13.1 0.3 Queue Delay 10.3 1.4 0.4 0.0 0.0 0.0 Total Delay(s/veh) 77.3 8.0 5.1 57.7 13.1 0.3 LOS E A A E B A Approach Delay(s/veh) 77.3 5.2 Approach LOS E A Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset:74(62%),Referenced to phase 4:EBT and 8:WBTL,Start of Yellow Natural Cycle: 150 Control Type:Actuated-Coordinated Maximum v/c Ratio: 1.06 Intersection Signal Delay(s/veh):37.7 Intersection LOS:D Intersection Capacity Utilization 63.9% ICU Level of Service B Analysis Period(min)15 Splits and Phases: 1: Redwing/Bay&Drake #1 #1 1#2 #1 #2 #1 #2 02 � i 1 06 04(R) �J #1 #2 �1 08(R) 2045 Total PM Peak-Hour Kimley-Horn Associates, Inc.[LKP 0963150141 Page 1 HCM Signalized Intersection Capacity Analysis Synchro 12 Report 1: Redwing/Bay & Drake SWC Drake&College Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj. T14 %f r Traffic Volume(vph) 0 1358 14 59 1542 7 37 0 97 0 0 12 Future Volume(vph) 0 1358 14 59 1542 7 37 0 97 0 0 12 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 8 11 8 12 11 8 10 8 14 8 8 16 Total Lost time(s) 8.0 5.0 8.0 3.0 5.0 3.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.94 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 1.00 0.85 0.87 Fit Protected 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow(prot) 3449 1787 3452 1663 1612 1835 Flt Permitted 1.00 0.07 1.00 0.95 1.00 1.00 Satd. Flow(perm) 3449 138 3452 1663 1612 1835 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow(vph) 0 1476 15 64 1676 8 40 0 105 0 0 13 RTOR Reduction(vph) 0 1 0 0 0 0 0 0 0 0 0 12 Lane Group Flow(vph) 0 1490 0 64 1684 0 40 0 105 0 0 1 Confl. Peds. (#/hr) 10 4 4 10 2 87 87 2 Confl. Bikes(#/hr) 1 2 Heavy Vehicles(%) 1% 1% 1% 1% 1% 1% 1% 1% 1% 0% 0% 0% Turn Type NA custom NA Perm pm+ov Perm Protected Phases 4 36 86 3 Permitted Phases 8 2 34 2 Actuated Green, G(s) 48.5 99.7 99.7 7.3 56.2 7.3 Effective Green,g (s) 49.5 91.7 91.7 8.3 58.2 8.3 Actuated g/C Ratio 0.41 0.76 0.76 0.07 0.49 0.07 Clearance Time(s) 9.0 4.0 6.0 4.0 Vehicle Extension(s) 3.0 3.0 3.0 3.0 Lane Grp Cap(vph) 1422 616 2637 115 848 126 v/s Ratio Prot c0.43 0.03 c0.49 0.01 v/s Ratio Perm = 7 0.05 c0.02 0.06 0.00 v/c Ratio 1.05 0.10 0.64 0.35 0.12 0.01 Uniform Delay,dl 35.3 14.5 6.5 53.3 16.9 52.0 Progression Factor 1.00 4.29 1.22 1.00 1.00 1.00 Incremental Delay, d2 37.5 0.1 0.4 1.8 0.1 0.0 Delay(s) 72.8 62.0 8.4 55.1 17.0 52.0 Level of Service E E A E B D Approach Delay(s/veh) 72.8 10.3 27.5 52.0 Approach LOS E B C D Intersection Summary HCM 2000 Control Delay(s/veh) 38.6 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.85 Actuated Cycle Length (s) 120.0 Sum of lost time(s) 26.0 Intersection Capacity Utilization 63.9% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group 2045 Total PM Peak-Hour Kimley-Horn Associates, Inc. [LKP 096315014] Page 3 Timings Synchro 12 Report 2: McClelland/Max BRT & Drake SWC Drake&College 4\ T Lane Group EBT WBL WBT NBL NBT NBR SBT 02 Lane Configurations tj. ) W T r t Traffic Volume(vph) 1316 66 1401 205 10 148 7 Future Volume(vph) 1316 66 1401 205 10 148 7 Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 2 Permitted Phases 8 6 6 Detector Phase 4 3 8 6 6 6 6 Switch Phase i Minimum Initial(s) 4.0 1.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split(s) 23.0 12.0 25.0 30.0 30.0 30.0 30.0 33.0 Total Split(s) 58.0 14.0 72.0 20.0 20.0 20.0 20.0 28.0 Total Split(%) 48.3% 11.7% 60.0% 16.7% 16.7% 16.7% 16.7% 23% Yellow Time(s) 7.5 5.0 7.5 9.0 9.0 9.0 9.0 3.0 All-Red Time(s) 1.5 1.0 1.5 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust(s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time(s) 8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lead/Lag Lag Lead Lag Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode C-Max None C-Max None None None None None Act Effct Green(s) 50.3 67.0 64.0 28.5 28.5 28.5 28.5 Actuated g/C Ratio 0.42 0.56 0.53 0.24 0.24 0.24 0.24 v/c Ratio 1.06 0.37 0.55 0.67 0.03 0.32 0.04 Control Delay(slveh) 40.3 22.1 21.2 54.8 38.5 8.3 39.1 Queue Delay 1.2 0.0 0.1 0.0 0.0 0.0 0.0 Total Delay(s/veh) 41.5 22.1 21.3 54.8 38.5 8.3 39.1 LOS D C C D D A D Approach Delay(s/veh) 41.5 21.3 35.4 39.1 Approach LOS D C D D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset:74(62%),Referenced to phase 4:EBT and 8:WBTL,Start of Yellow Natural Cycle: 150 Control Type:Actuated-Coordinated Maximum vlc Ratio: 1.06 Intersection Signal Delay(s/veh):31.8 Intersection LOS:C Intersection Capacity Utilization 80.8% ICU Level of Service D Analysis Period(min)15 Splits and Phases: 2:McClelland/Max BRT&Drake #1 #1 #2 #1 #2 #1 #2 02 06 it 04(R) #1 #2 �1 08(R) 2045 Total PM Peak-Hour Kimley-Horn Associates, Inc.[LKP 0963150141 Page 4 HCM Signalized Intersection Capacity Analysis Synchro 12 Report 2: McClelland/Max BRT & Drake SWC Drake&College Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj. ) ttt T %f T Traffic Volume(vph) 0 1316 138 66 1401 0 205 10 148 0 7 0 Future Volume(vph) 0 1316 138 66 1401 0 205 10 148 0 7 0 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 8 11 8 11 11 8 11 8 12 8 8 8 Total Lost time(s) 8.0 5.0 8.0 9.0 9.0 9.0 9.0 Lane Util. Factor 0.95 1.00 0.91 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.96 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.99 1.00 1.00 1.00 1.00 0.85 1.00 Fit Protected 1.00 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow(prot) 3394 1728 4964 1694 1599 1503 823 Flt Permitted 1.00 0.07 1.00 0.75 1.00 1.00 1.00 Satd. Flow(perm) 3394 133 4964 1343 1599 1503 823 Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Adj. Flow(vph) 0 1371 144 69 1459 0 214 10 154 0 7 0 RTOR Reduction(vph) 0 6 0 0 0 0 0 0 117 0 0 0 Lane Group Flow(vph) 0 1509 0 69 1459 0 214 10 37 0 7 0 Confl. Peds. (#/hr) 15 3 3 15 15 15 Confl. Bikes(#/hr) 6 2 Heavy Vehicles(%) 1% 1% 1% 1% 1% 1% 3% 3% 3% 100% 100% 100% Turn Type NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 6 6 Permitted Phases 8 6 6 Actuated Green, G(s) 48.5 62.2 62.2 27.5 27.5 27.5 27.5 Effective Green,g (s) 49.5 63.2 63.2 28.5 28.5 28.5 28.5 Actuated g/C Ratio 0.41 0.53 0.53 0.24 0.24 0.24 0.24 Clearance Time(s) 9.0 6.0 9.0 10.0 10.0 10.0 10.0 Vehicle Extension(s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap(vph) 1400 185 2614 318 379 356 195 v/s Ratio Prot c0.44 0.03 c0.29 0.01 0.01 v/s Ratio Perm = 0.17 c0.16 0.02 v/c Ratio 1.08 0.37 0.56 0.67 0.03 0.10 0.04 Uniform Delay,dl 35.3 25.0 19.0 41.5 35.1 35.8 35.2 Progression Factor 0.10 1.44 1.10 1.00 1.00 1.00 1.00 Incremental Delay, d2 39.4 1.0 0.7 5.5 0.0 0.1 0.1 Delay(s) 43.0 37.1 21.6 47.0 35.1 35.9 35.3 Level of Service D D C D D D D Approach Delay(s/veh) 43.0 22.3 42.2 35.3 Approach LOS D C 0, D Intersection Summary 1mr- HCM 2000 Control Delay(s/veh) 33.6 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.84 Actuated Cycle Length (s) 120.0 Sum of lost time(s) 26.0 Intersection Capacity Utilization 80.8% ICU Level of Service D Analysis Period(min) 15 c Critical Lane Group 2045 Total PM Peak-Hour Kimley-Horn Associates, Inc. [LKP 096315014] Page 6 Timings Synchro 12 Report 3: College (US 287) & Drake SWC Drake&College --,, ---t f ~ * *�1 I /* 1* t *1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r Vi tt r )) ttt r ttt r Traffic Volume(vph) 280 701 265 211 692 194 380 1517 187 329 2044 423 Future Volume(vph) 280 701 265 211 692 194 380 1517 187 329 2044 423 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Detector Phase 7 4 4 3 8 8 1 6 6 5 2 2 Switch Phase Minimum Initial(s) 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 Minimum Split(s) 11.0 39.5 39.5 11.0 40.5 40.5 11.0 35.5 35.5 11.0 35.5 35.5 Total Split(s) 20.0 37.0 37.0 15.0 32.0 32.0 21.0 48.0 48.0 20.0 47.0 47.0 Total Split(%) 16.7% 30.8% 30.8% 12.5% 26.7% 26.7% 17.5% 40.0% 40.0% 16.7% 39.2% 39.2% Yellow Time(s) 3.0 4.0 4.0 3.0 4.0 4.0 4.5 4.5 4.5 3.5 4.5 4.5 All-Red Time(s) 2.5 2.5 2.5 2.5 2.5 2.5 2.0 2.0 2.0 2.5 2.0 2.0 Lost Time Adjust(s) -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 -1.0 Total Lost Time(s) 4.5 5.5 5.5 4.5 5.5 5.5 5.5 5.5 5.5 5.0 5.5 5.5 Lead/Lag Lead Lag Lag Lead Lag Lag Lag Lag Lag Lead Lead Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Act Effct Green(s) 47.5 31.5 31.5 38.0 26.5 26.5 15.5 42.5 42.5 15.0 41.5 41.5 Actuated g/C Ratio 0.40 0.26 0.26 0.32 0.22 0.22 0.13 0.35 0.35 0.13 0.35 0.35 v/c Ratio 1.07 0.87 0.47 1.05 1.01 0.41 0.96 0.94 0.30 0.86 1.29 0.67 Control Delay(slveh) 106.3 38.5 4.9 109.5 89.6 17.2 81.2 44.9 6.8 71.5 171.1 22.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 106.3 38.5 4.9 109.5 89.6 17.2 81.2 44.9 6.8 71.5 171.1 22.5 LOS F D A F F B F D A E F C Approach Delay(s/veh) 46.6 80.6 48.1 136.9 Approach LOS D F D F Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset:0(0%), Referenced to phase 2:SBT and 6:NBT,Start of Yellow Natural Cycle: 150 Control Type:Actuated-Coordinated Maximum vlc Ratio: 1.29 Intersection Signal Delay(s/veh):87.2 Intersection LOS: F Intersection Capacity Utilization 103.6% ICU Level of Service G Analysis Period(min)15 Splits and Phases: 3:College(US 287)&Drake 1*� S�2(f2) � 1 Q�1 JL,03 � Qf4 05 1 06(R) , � 07 � 08 2045 Total PM Peak-Hour Kimley-Horn Associates, Inc.[LKP 0963150141 Page 1 HCM 7th Signalized Intersection Summary Synchro 12 Report 3: College (US 287) & Drake SWC Drake&College --p. --t f- ~ 4- 1 I* /* 1* t *1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r tt r )) ttt r )VI ttt r Traffic Volume(vehlh) 280 701 265 211 692 194 380 1517 187 329 2044 423 Future Volume(veh/h) 280 701 265 211 692 194 380 1517 187 329 2044 423 Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.04 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.99 1.00 0.99 1.00 0.99 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow,vehlh/In 1885 1885 1885 1900 1900 1900 1885 1885 1961 1885 1885 1885 Adj Flow Rate,veh/h 304 762 192 229 752 141 413 1649 136 358 2222 307 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 1 1 1 0 0 0 1 1 1 1 1 1 Cap,veh/h 300 940 417 256 797 354 450 1823 585 435 1780 550 Arrive On Green 0.13 0.26 0.26 0.03 0.07 0.07 0.26 0.71 0.71 0.13 0.35 0.35 Sat Flow,veh/h 1795 3582 1590 1810 3610 1601 3483 5147 1653 3483 5147 1589 Grp Volume(v),vehlh 304 762 192 229 752 141 413 1649 136 358 2222 307 Grp Sat Flow(s),vehlh/In 1795 1791 1590 1810 1805 1601 1742 1716 1653 1742 1716 1589 Q Serve(g_s),s 15.5 23.9 12.2 10.5 24.9 7.0 13.8 31.2 3.4 12.0 41.5 13.4 Cycle Q Clear(g_c),s 15.5 23.9 12.2 10.5 24.9 7.0 13.8 31.2 3.4 12.0 41.5 13.4 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c),veh/h 300 940 417 256 797 354 450 1823 585 435 1780 550 V/C Ratio(X) 1.01 0.81 0.46 0.89 0.94 0.40 0.92 0.90 0.23 0.82 1.25 0.56 Avail Cap(c_a),veh/h 300 940 417 256 797 354 450 1823 585 435 1780 550 HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 0.33 2.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 0.91 0.91 0.91 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay(d),slveh 33.1 41.5 37.1 39.2 54.9 23.2 43.9 15.9 11.8 51.2 39.3 16.2 Incr Delay(d2),s/veh 55.1 5.4 0.8 28.3 18.2 0.7 23.7 7.9 0.9 12.0 116.7 4.1 Initial Q Delay(d3),slveh 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/In 11.2 11.1 4.8 3.6 14.1 2.9 6.5 6.6 1.3 5.9 36.2 5.4 Unsig. Movement Delay,slveh LnGrp Delay(d),s/veh 88.2 46.9 37.9 67.5 73.1 23.9 67.6 23.8 12.7 63.2 155.9 20.3 LnGrp LOS F D D E E C E C B E F C Approach Vol,veh/h 1258 1122 2198 2887 Approach Delay,slveh 55.5 65.8 31.3 130.0 Approach LOS E E C F Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 21.0 47.0 15.0 37.0 20.0 48.0 20.0 32.0 Change Period(Y+Rc),s 6.5 6.5 5.5 6.5 6.0 6.5 5.5 6.5 Max Green Setting(Gmax),s 14.5 40.5 9.5 30.5 14.0 41.5 14.5 25.5 Max Q Clear Time(g_c+l l),s 15.8 43.5 12.5 25.9 14.0 33.2 17.5 26.9 Green Ext Time(p_c),s 0.0 0.0 0.0 1.8 0.0 4.9 0.0 0.0 Intersection Summary HCM 7th Control Delay,s/veh 78.7 HCM 7th LOS E Notes User approved pedestrian interval to be less than phase max green. 2045 Total PM Peak-Hour Kimley-Horn Associates, Inc.[LKP 0963150141 Page 3 HCM 7th TWSC Synchro 12 Report 4: McClelland & Thunderbird Dr SWC Drake&College Intersection Int Delay, s/veh 3.1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations err y, 4 Traffic Vol, veh/h 40 98 215 43 33 188 Future Vol,vehlh 40 98 215 43 33 188 Conflicting Peds,#/hr 0 0 0 4 4 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None None None Storage Length 0 Veh in Median Storage,# 0 0 0 Grade,% 0 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 0 0 3 3 4 4 Mvmt Flow 43 107 234 47 36 204 Major/Minor Minorl Majorl Major2 Conflicting Flow All 537 261 0 0 284 0 Stage 1 261 - - - - - Stage 2 276 - - Critical Hdwy 6.4 6.2 4.14 Critical Hdwy Stg 1 5.4 - - Critical Hdwy Stg 2 5.4 - - Follow-up Hdwy 3.5 3.3 2.236 Pot Cap-1 Maneuver 524 782 1266 Stage 1 787 - - Stage 2 798 - - Platoon blocked, % 0 Mov Cap-1 Maneuver 506 780 1262 Mov Cap-2 Maneuver 506 - - Stage 1 785 Stage 2 772 F Approach WB NB SB HCM Control Delay,s/v11.86 0 1.18 _ HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT i Capacity(veh/h) 674 269 _ HCM Lane V/C Ratio 0.223 0.028 HCM Control Delay(s/veh) 11.9 7.9 0 _ HCM Lane LOS B A A HCM 95th%tile Q(veh) 0.8 0.1 - 2045 Total PM Peak-Hour Kimley-Horn Associates, Inc. [LKP 096315014] Page 4 HCM 7th TWSC Synchro 12 Report 5: College (US 287) & Thunderbird Dr SWC Drake&College Intersection Int Delay,s/veh 1.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations r r ) Tt+ '� ttt Traffic Vol,veh/h 0 0 55 0 0 57 107 2156 23 23 2461 77 Future Vol,veh/h 0 0 55 0 0 57 107 2156 23 23 2461 77 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 - - 0 - - 0 140 - 100 - Veh in Median Storage,# - 0 - - 0 - - 0 - - 0 Grade,% - 0 - - 0 - - 0 - 0 Peak Hour Factor 99 99 99 99 99 99 99 99 99 99 99 99 Heavy Vehicles, % 0 0 0 2 2 2 0 0 0 1 1 1 Mvmt Flow 0 0 56 0 0 58 108 2178 23 23 2486 78 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 1282 1101 2564 0 0 2201 0 0 Stage 1 - - - - - - - - Stage 2 - - - - Critical Hdwy 7.1 7.14 5.3 - - 5.32 - - Critical Hdwy Stg 1 - - - - Critical Hdwy Stg 2 - - - - - - - - - Follow-up Hdwy 3.9 - - 3.92 3.1 3.11 - Pot Cap-1 Maneuver 0 0 *535 0 0 *576 194 - - 297 - Stage 1 0 0 - 0 0 - - - - - Stage 2 0 0 - 0 0 - - - - - - - Platoon blocked, % 0 0 0 0 - Mov Cap-1 Maneuver - - *535 - - *576 194 - - 297 - Mov Cap-2 Maneuver - - - Stage 1 - - - - - - - - - Stage 2 - A� Approach EB WB NB SB HCM Control Delay,s/v12.51 11.94 2.1 0.16 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBR EBLnlWBLnl SBL SBT SBR Capacity(veh/h) 194 - 535 576 297 - HCM Lane V/C Ratio 0.558 - 0.104 0.1 0.078 - HCM Control Delay(slveh) 44.8 - - 12.5 11.9 18.2 - - HCM Lane LOS E - B B C - HCM 95th%tile Q(veh) 3 - 0.3 0.3 0.3 - Notes —:Volume exceeds capacity $: Delay exceeds 300s +:Computation Not Defined *:All major volume in platoon 2045 Total PM Peak-Hour Kimley-Horn Associates, Inc.[LKP 0963150141 Page 5 HCM 7th TWSC Synchro 12 Report 6: RIRO Access/Background Study Access & Drake SWC Drake&College Intersection Int Delay,s/veh 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tT tt r r r Traffic Vol,veh/h 90 1346 45 0 968 88 0 0 104 0 0 78 Future Vol,veh/h 90 1346 45 0 968 88 0 0 104 0 0 78 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 _ Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - - None - - None - - None Storage Length 60 - 50 - - 0 - - 0 Veh in Median Storage,# - 0 - - 0 - - 0 - - 0 - _ Grade,% - 0 - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 98 1463 49 0 1052 96 0 0 113 0 0 85 _ Major/Minor Majorl Major2 Minorl Minor2 Conflicting Flow All 1148 0 0 0 756 526 Stage 1 - - - - - - - - - - - Stage 2 - - - - Critical Hdwy 4.14 - - - - - 6.94 - - 6.94 Critical Hdwy Stg 1 - - - - Critical Hdwy Stg 2 - - - - - - - - - - Follow-up Hdwy 2.22 - 3.32 3.32 Pot Cap-1 Maneuver 770 - 0 - - 0 0 *734 0 0 *817 Stage 1 - - 0 - - 0 0 - 0 0 - Stage 2 - - 0 - - 0 0 - 0 0 - Platoon blocked, % 0 - 0 0 Mov Cap-1 Maneuver 770 - - - - *734 - - *817 Mov Cap-2 Maneuver - - Stage 1 - - - - - - - - Stage 2 A� Approach EB WB NB SB HCM Control Delay,s/v 0.63 0 10.79 9.91 HCM LOS B A Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBT WBR SBLn1 Capacity(veh/h) 734 770 - - 817 HCM Lane V/C Ratio 0.154 0.127 0.104 HCM Control Delay(slveh) 10.8 10.4 - - - 9.9 HCM Lane LOS B B A HCM 95th%tile Q(veh) 0.5 0.4 - 0.3 Notes —:Volume exceeds capacity $: Delay exceeds 300s +:Computation Not Defined *:All major volume in platoon 2045 Total PM Peak-Hour Kimley-Horn Associates, Inc.[LKP 0963150141 Page 6 HCM 7th TWSC Synchro 12 Report 7: McClelland & RI RO Access SWC Drake&College Intersection Int Delay, s/veh 1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations 11 T Traffic Vol, veh/h 0 56 306 3 0 221 Future Vol,veh/h 0 56 306 3 0 221 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 - Veh in Median Storage,# 0 - 0 0 Grade,% 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 61 333 3 0 240 Major/Minor Minorl Majorl Major2 Conflicting Flow All 334 0 0 Stage 1 - - - Stage 2 - Critical Hdwy 6.22 Critical Hdwy Stg 1 - Critical Hdwy Stg 2 - Follow-up Hdwy - 3.318 Pot Cap-1 Maneuver 0 708 0 Stage 1 0 - 0 Stage 2 0 - 0 Platoon blocked, % Mov Cap-1 Maneuver - 708 - Mov Cap-2 Maneuver Stage 1 Stage 2 F Approach WB NB SB HCM Control Delay,s/v10.57 0 0 _ HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBT i Capacity(veh/h) 708 _ HCM Lane V/C Ratio 0.086 HCM Control Delay(s/veh) 10.6 _ HCM Lane LOS B HCM 95th%tile Q(veh) 0.3 2045 Total PM Peak-Hour Kimley-Horn Associates, Inc. [LKP 096315014] Page 7 HCM 7th TWSC Synchro 12 Report 8: College (US 287) & RIRO Access SWC Drake&College Intersection Int Delay, s/veh 0.1 Movement EBL EBR NBL NBT SBT SBR Lane Configurations T T* T' Traffic Vol, veh/h 0 55 0 2083 2524 142 Future Vol,veh/h 0 55 0 2083 2524 142 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 - Veh in Median Storage,# 0 - 0 0 Grade,% 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 60 0 2264 2743 154 - Major/Minor Minor2 Majorl Major2 Conflicting Flow All 1449 0 0 Stage 1 - - - Stage 2 - Critical Hdwy 7.14 Critical Hdwy Stg 1 - Critical Hdwy Stg 2 - Follow-up Hdwy 3.92 Pot Cap-1 Maneuver 0 *602 0 Stage 1 0 - 0 Stage 2 0 - 0 Platoon blocked, % 0 Mov Cap-1 Maneuver - *602 - Mov Cap-2 Maneuver Stage 1 Stage 2 F Approach EB NB SB HCM Control Delay,s/v11.63 0 0 _ HCM LOS B Minor Lane/Major Mvmt NBT EBLnl SBT SBR Capacity(veh/h) 602 _ HCM Lane V/C Ratio 0.099 HCM Control Delay(s/veh) 11.6 _ HCM Lane LOS B HCM 95th%tile Q(veh) 0.3 Notes -:Volume exceeds capacity $: Delay exceeds 300s +:Computation Not Defined *:All major volume in platoon 2045 Total PM Peak-Hour Kimley-Horn Associates, Inc. [LKP 096315014] Page 8 HCM 7th TWSC Synchro 12 Report 9: Driveway/Project Access & Thunderbird Dr SWC Drake&College Intersection Int Delay,s/veh 3.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 4- 4- •T+ 4� Traffic Vol,veh/h 3 30 71 59 47 82 53 0 12 27 0 9 Future Vol,veh/h 3 30 71 59 47 82 53 0 12 27 0 9 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - - None - - None - - None Storage Length - Veh in Median Storage,# - 0 - - 0 - 0 - - 0 - _ Grade,% - 0 - 0 - 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 3 33 77 64 51 89 58 0 13 29 0 10 Major/Minor Majorl Major2 Minorl Minor2 Conflicting Flow All 140 0 0 110 0 0 257 346 71 263 340 96 Stage 1 - - - - - - 78 78 - 224 224 - Stage 2 - - - 179 268 - 39 116 - Critical Hdwy 4.12 - 4.12 - 7.12 6.52 6.22 7.12 6.52 6.22 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 2.218 2.218 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1443 - 1480 - 696 577 991 690 581 961 Stage 1 - - 931 830 - 779 718 - Stage 2 - - - - - 822 687 - 976 799 - Platoon blocked, % Mov Cap-1 Maneuver 1443 - 1480 - 655 548 991 647 553 961 Mov Cap-2 Maneuver - - 655 548 - 647 553 - Stage 1 - - - - - 929 828 - 742 684 - Stage 2 775 654 - 961 797 - A� Approach EB WB NB SB HCM Control Delay,s/v 0.22 2.37 10.73 10.41 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity(veh/h) 698 46 501 - 704 HCM Lane V/C Ratio 0.101 0.002 0.043 0.056 HCM Control Delay(slveh) 10.7 7.5 0 - 7.5 0 - 10.4 HCM Lane LOS B A A - A A - B HCM 95th%tile Q(veh) 0.3 0 - - 0.1 - - 0.2 2045 Total PM Peak-Hour Kimley-Horn Associates, Inc.[LKP 0963150141 Page 9 NV APPENDIX G Queue Analysis Worksheets 096315014 Ki m l ey>>>H o r n SWC Drake and College Queues Synchro 12 Report 1: Redwing/Bay & Drake SWC Drake&College Lane Group EBT WBL WBT NBL NBR SBR Lane Group Flow(vph) 1088 59 1194 6 21 6 v/c Ratio 0.68 0.08 0.39 0.04 0.18 0.02 _ Control Delay(s/veh) 29.2 1.4 2.5 40.8 51.9 0.0 Queue Delay 0.0 1.6 0.0 0.0 0.0 0.0 Total Delay(s/veh) 29.2 3.0 2.5 40.8 51.9 0.0 Queue Length 50th(ft) 314 0 57 4 14 0 Queue Length 95th(ft) #492 m10 67 14 39 0 Internal Link Dist(ft) 1512 F 64 Turn Bay Length(ft) 80 120 Base Capacity(vph) 1609 780 3053 366 125 570 Starvation Cap Reductn 0 609 196 0 0 0 Spillback Cap Reductn 14 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.68 0.35 0.42 0.02 0.17 0.01 Intersection Summary # 95th percentile volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 2028 Total AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 2 Queues Synchro 12 Report 2: McClelland/Max BRT & Drake SWC Drake&College Lane Group EBT WBL WBT NBL NBT NBR SBT Lane Group Flow(vph) 1122 23 1099 153 5 74 3 v/c Ratio 0.71 0.10 0.40 0.52 0.01 0.16 0.01 _ Control Delay(s/veh) 8.1 14.4 16.1 45.6 35.0 0.8 35.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 8.1 14.4 16.1 45.6 35.0 0.8 35.7 Queue Length 50th(ft) 19 6 149 88 3 0 2 Queue Length 95th(ft) #477 21 221 #197 14 0 10 Internal Link Dist(ft) 64 249 154 384 Turn Bay Length(ft) 160 150 150 Base Capacity(vph) 1591 233 2716 293 401 455 208 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 166 0 0 0 0 _ Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.71 0.10 0.43 0.52 0.01 0.16 0.01 Intersection Summary # 95th percentile volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. 2028 Total AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 5 Queues Synchro 12 Report 3: College (US 287) & Drake SWC Drake&College Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow(vph) 286 585 143 197 670 241 210 1116 85 149 1053 212 v/c Ratio 1.07 0.64 0.25 0.81 0.94 0.46 0.65 0.56 0.11 0.57 0.55 0.28 Control Delay(s/veh) 105.5 41.6 2.5 56.6 67.9 7.6 62.3 28.9 0.3 62.3 29.8 4.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 105.5 41.6 2.5 56.6 67.9 7.6 62.3 28.9 0.3 62.3 29.8 4.2 Queue Length 50th(ft) -193 209 0 105 270 0 81 240 0 58 230 0 Queue Length 95th(ft) #343 256 12 #188 #355 53 117 270 0 89 260 41 Internal Link Dist(ft) 376 2554 293 1711 Turn Bay Length(ft) 240 230 275 250 260 250 270 275 Base Capacity(vph) 268 922 561 243 715 528 331 1988 765 262 1920 747 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.07 0.63 0.25 0.81 0.94 0.46 0.63 0.56 0.11 0.57 0.55 0.28 Intersection Summary - Volume exceeds capacity,queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. 2028 Total AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 2 Queues Synchro 12 Report 1: Redwing/Bay & Drake SWC Drake&College Lane Group EBT WBL WBT NBL NBR SBR Lane Group Flow(vph) 1204 52 1357 32 85 10 v/c Ratio 0.88 0.06 0.44 0.26 0.65 0.03 _ Control Delay(s/veh) 42.7 3.5 2.5 57.1 77.3 0.2 Queue Delay 0.9 0.9 0.2 0.0 9.5 0.0 Total Delay(s/veh) 43.6 4.4 2.7 57.1 86.7 0.2 Queue Length 50th(ft) 459 1 84 24 65 0 Queue Length 95th(ft) #596 m14 87 56 #140 0 Internal Link Dist(ft) 1501 F 64 Turn Bay Length(ft) 80 120 Base Capacity(vph) 1369 838 3089 346 132 540 Starvation Cap Reductn 0 636 796 0 0 0 Spillback Cap Reductn 42 0 0 0 25 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.91 0.26 0.59 0.09 0.79 0.02 Intersection Summary # 95th percentile volume exceeds capacity,queue may be longer. _ Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. _ 2028 Total PM Peak-Hour Kimley-Horn Associates, Inc. [LKP 096315014] Page 2 Queues Synchro 12 Report 2: McClelland/Max BRT & Drake SWC Drake&College Lane Group EBT WBL WBT NBL NBT NBR SBT Lane Group Flow(vph) 1291 60 1233 188 8 134 6 v/c Ratio 0.95 0.30 0.48 0.50 0.02 0.26 0.03 _ Control Delay(s/veh) 16.3 17.7 15.3 43.3 34.8 6.1 35.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 16.3 17.7 15.3 43.3 34.8 6.1 35.2 Queue Length 50th(ft) 49 14 139 126 5 0 4 Queue Length 95th(ft) #650 m30 m212 211 18 43 15 Internal Link Dist(ft) 64 F 249 144 _ 303 Turn Bay Length(ft) 160 150 150 Base Capacity(vph) 1353 200 2558 373 444 522 228 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 178 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.95 0.30 0.52 0.50 0.02 0.26 0.03 Intersection Summary # 95th percentile volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 2028 Total PM Peak-Hour Kimley-Horn Associates, Inc. [LKP 096315014] Page 5 Queues Synchro 12 Report 3: College (US 287) & Drake ♦ SWC Drake&College Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow(vph) 273 660 247 206 651 184 361 1420 173 319 1937 393 v/c Ratio 1.02 0.75 0.45 0.85 0.83 0.36 1.23 0.77 0.24 0.84 0.99 0.53 Control Delay(s/veh) 100.8 39.5 10.9 65.3 61.0 15.2 172.1 34.0 6.5 71.8 55.3 14.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 100.8 39.5 10.9 65.3 61.0 15.2 172.1 34.0 6.5 71.8 55.3 14.9 Queue Length 50th(ft) -172 147 1 45 125 264 14 -179 313 0 127 -587 99 Queue Length 95th(ft) m#220 m165 m55 #200 333 92 #271 301 62 #208 #684 197 Internal Link Dist(ft) 376 2554 213 1711 Turn Bay Length(ft) 240 230 275 250 260 250 270 275 Base Capacity(vph) 267 931 574 241 828 537 293 1842 712 381 1952 748 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.02 0.71 0.43 0.85 0.79 0.34 1.23 0.77 0.24 0.84 0.99 0.53 Intersection Summary - Volume exceeds capacity,queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 2028 Total PM Peak-Hour Kimley-Horn Associates, Inc. [LKP 096315014] Page 2 Queues Synchro 12 Report 1: Redwing/Bay & Drake SWC Drake&College Lane Group EBT WBL WBT NBL NBR SBR Lane Group Flow(vph) 1211 65 1331 7 23 7 v/c Ratio 0.78 0.09 0.44 0.04 0.20 0.02 _ Control Delay(s/veh) 33.2 8.1 3.1 41.2 52.3 0.2 Queue Delay 0.3 3.3 0.0 0.0 0.0 0.0 Total Delay(s/veh) 33.5 11.4 3.1 41.2 52.3 0.2 Queue Length 50th(ft) 392 3 1 82 5 16 0 Queue Length 95th(ft) #622 24 107 16 42 0 Internal Link Dist(ft) 1512 7 64 Turn Bay Length(ft) 80 120 Base Capacity(vph) 1558 760 3052 366 125 570 Starvation Cap Reductn 0 621 195 0 0 0 Spillback Cap Reductn 53 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.80 0.47 0.47 0.02 0.18 0.01 Intersection Summary # 95th percentile volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. 2045 Total AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 2 Queues Synchro 12 Report 2: McClelland/Max BRT & Drake SWC Drake&College Lane Group EBT WBL WBT NBL NBT NBR SBT Lane Group Flow(vph) 1234 24 1225 157 5 77 4 v/c Ratio 0.80 0.13 0.46 0.50 0.01 0.16 0.02 _ Control Delay(s/veh) 10.7 15.3 17.6 43.9 34.6 0.7 35.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 10.7 15.3 17.6 43.9 34.6 0.7 35.3 Queue Length 50th(ft) 18 7 186 87 3 0 2 Queue Length 95th(ft) #608 23 269 #223 14 0 13 Internal Link Dist(ft) 64 249 154 384 Turn Bay Length(ft) 160 150 150 Base Capacity(vph) 1538 193 2645 312 427 474 222 Starvation Cap Reductn 3 0 0 0 0 0 0 Spillback Cap Reductn 0 0 194 0 0 0 0 _ Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.80 0.12 0.50 0.50 0.01 0.16 0.02 Intersection Summary # 95th percentile volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. 2045 Total AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 5 Queues Synchro 12 Report 3: College (US 287) & Drake ♦ SWC Drake&College Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow(vph) 300 645 161 207 747 265 230 1243 96 159 1152 237 v/c Ratio 1.01 0.70 0.29 0.83 1.04 0.50 0.71 0.65 0.13 0.61 0.63 0.32 Control Delay(s/veh) 87.9 43.5 3.6 55.3 91.3 10.0 65.0 32.1 0.4 63.9 32.8 4.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 87.9 43.5 3.6 55.3 91.3 10.0 65.0 32.1 0.4 63.9 32.8 4.4 Queue Length 50th(ft) -187 235 0 107 -330 12 90 285 0 62 266 0 Queue Length 95th(ft) #373 304 31 #189 #454 88 134 338 0 99 316 52 Internal Link Dist(ft) 376 2554 293 1711 Turn Bay Length(ft) 240 230 275 250 260 250 270 275 Base Capacity(vph) 297 922 561 250 715 528 331 1904 741 262 1832 738 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.01 0.70 0.29 0.83 1.04 0.50 0.69 0.65 0.13 0.61 0.63 0.32 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. 2045 Total AM Peak-Hour Kimley-Horn&Associates, Inc. [LKP 096315014] Page 2 Queues Synchro 12 Report 1: Redwing/Bay & Drake SWC Drake&College Lane Group EBT WBL WBT NBL NBR SBR Lane Group Flow(vph) 1491 64 1684 40 105 13 v/c Ratio 1.03 0.08 0.57 0.31 0.13 0.04 _ Control Delay(s/veh) 66.9 6.6 4.7 57.7 13.1 0.3 Queue Delay 10.3 1.4 0.4 0.0 0.0 0.0 Total Delay(s/veh) 77.3 8.0 5.1 57.7 13.1 0.3 Queue Length 50th(ft) -655 5 144 30 37 0 Queue Length 95th(ft) #797 m20 132 65 65 0 Internal Link Dist(ft) 1501 7 64 Turn Bay Length(ft) 80 120 Base Capacity(vph) 1445 759 2966 346 836 540 Starvation Cap Reductn 0 568 685 0 0 0 Spillback Cap Reductn 38 0 0 0 53 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 1.06 0.34 0.74 0.12 0.13 0.02 Intersection Summary - Volume exceeds capacity,queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity,queue may be longer. _ Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. _ 2045 Total PM Peak-Hour Kimley-Horn Associates, Inc. [LKP 096315014] Page 2 Queues Synchro 12 Report 2: McClelland/Max BRT & Drake SWC Drake&College Lane Group EBT WBL WBT NBL NBT NBR SBT Lane Group Flow(vph) 1515 69 1459 214 10 154 7 v/c Ratio 1.06 0.37 0.55 0.67 0.03 0.32 0.04 _ Control Delay(s/veh) 40.3 22.1 21.2 54.8 38.5 8.3 39.1 Queue Delay 1.2 0.0 0.1 0.0 0.0 0.0 0.0 Total Delay(s/veh) 41.5 22.1 21.3 54.8 38.5 8.3 39.1 Queue Length 50th(ft) -653 23 235 154 6 0 4 Queue Length 95th(ft) m#80 m37 m276 #288 22 57 18 Internal Link Dist(ft) 64 F 249 144 303 Turn Bay Length(ft) 160 150 150 Base Capacity(vph) 1429 193 2647 319 380 474 195 Starvation Cap Reductn 4 0 0 0 0 0 0 Spillback Cap Reductn 0 0 248 0 0 0 0 _ Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 1.06 0.36 0.61 0.67 0.03 0.32 0.04 Intersection Summary - Volume exceeds capacity,queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 2045 Total PM Peak-Hour Kimley-Horn Associates, Inc. [LKP 096315014] Page 5 Queues Synchro 12 Report 3: College (US 287) & Drake SWC Drake&College ___♦ �` �l Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow(vph) 304 762 288 229 752 211 413 1649 203 358 2222 460 v/c Ratio 1.07 0.87 0.47 1.05 1.01 0.41 0.96 0.94 0.30 0.86 1.29 0.67 Control Delay(s/veh) 106.3 38.5 4.9 109.5 89.6 17.2 81.2 44.9 6.8 71.5 171.1 22.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 106.3 38.5 4.9 109.5 89.6 17.2 81.2 44.9 6.8 71.5 171.1 22.5 Queue Length 50th(ft) -205 222 1 29 -155 -333 16 166 450 7 142 -805 160 Queue Length 95th(ft) m#221 m223 m30 #302 #461 112 #260 #460 59 #220 #899 284 Internal Link Dist(ft) 376 2554 213 1711 Turn Bay Length(ft) 240 230 275 250 260 250 270 275 Base Capacity(vph) 285 875 610 219 743 515 432 1758 686 418 1716 684 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.07 0.87 0.47 1.05 1.01 0.41 0.96 0.94 0.30 0.86 1.29 0.67 Intersection Summary - Volume exceeds capacity,queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. 2045 Total PM Peak-Hour Kimley-Horn Associates, Inc. [LKP 096315014] Page 2