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Reports - Traffic Study - 03/01/2025
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 DO Prepared by Erick W. Berry, PE, PTOE, RSPB Vim., •W•BF�;�� Kimley-Horn and Associates, Inc. 3325 S. Timberline Road 60684 Suite 130 ' Fort Collins, Colorado 80525 �O •.03/26/2025•r��� (970) 822-7911 ••• ••'' G\ FSS�ONA`�� March 2025 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. Nr TABLE OF CONTENTS TABLEOF CONTENTS...............................................................................................................i LISTOF TABLES........................................................................................................................ii LISTOF FIGURES ....................................................................................................................iii 1.0 EXECUTIVE SUMMARY.......................................................................................................1 2.0 INTRODUCTION...................................................................................................................4 3.0 EXISTING AND FUTURE CONDITIONS ..............................................................................6 3.1 Existing Study Area ...........................................................................................................6 3.2 Existing Roadway Network................................................................................................6 3.3 Existing Traffic Volumes..................................................................................................13 3.4 Unspecified Development Traffic Growth.........................................................................13 4.0 PROJECT TRAFFIC CHARACTERISTICS.........................................................................18 4.1 Trip Generation................................................................................................................18 4.2 Trip Distribution ...............................................................................................................20 4.3 Traffic Assignment...........................................................................................................20 4.4 Total (Background Plus Project) Traffic............................................................................20 5.0 TRAFFIC OPERATIONS ANALYSIS ..................................................................................28 5.1 Analysis Methodology......................................................................................................28 5.2 Key Intersection Operational Analysis .............................................................................29 5.3 Vehicle Queuing Analysis................................................................................................40 5.4 CDOT Turn Bay Length Analysis.....................................................................................42 5.5 LCUASS Turn Bay Length Analysis.................................................................................44 5.6 Transit Evaluation............................................................................................................44 5.7 Multimodal Transportation Analysis.................................................................................45 5.8 Improvement Summary ...................................................................................................55 6.0 CONCLUSIONS AND RECOMMENDATIONS....................................................................57 Kimley))) Horn 096315014 SWC Drake & College Page i Nr APPENDICES Appendix A— Base Assumptions Form / Conceptual Site Plan / 30 Percent Design 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 LIST OF TABLES Table 1 —SWC Drake & College Traffic Generation..................................................................19 Table 2 — Level of Service Definitions.......................................................................................28 Table 3 — Drake Road & Redwing Road/Bay Road LOS Results..............................................30 Table 4 — Drake Road & McClelland Drive LOS Results...........................................................31 Table 5— Drake Road & College Avenue LOS Results.............................................................34 Table 6—Thunderbird Drive & McClelland Drive LOS Results..................................................37 Table 7—Thunderbird Drive & College Avenue LOS Results....................................................38 Table 8— Project Access Level of Service Results....................................................................40 Table 9 —Turn Lane Queuing Analysis Results.........................................................................41 Table 10 — Fort Collins Pedestrian Directness LOS Criteria......................................................45 Table 11 — Pedestrian Directness LOS Calculations.................................................................46 Table 12 — Fort Collins Pedestrian Continuity LOS Criteria.......................................................47 Table 13 — Fort Collins Pedestrian Signalized Street Crossing LOS Criteria.............................49 Table 14 — Pedestrian Signalized Street Crossing LOS Calculations........................................50 Table 15 — Fort Collins Pedestrian Visual Interest &Amenity LOS Criteria ...............................51 Table 16 — Fort Collins Pedestrian Security LOS Criteria..........................................................52 Table 17 — Pedestrian LOS Analysis Results............................................................................53 Table 18— Fort Collins Bike LOS Criteria..................................................................................54 Table 19 — Bicycle LOS Analysis Results..................................................................................55 Kimley))) Horn 096315014 SWC Drake & College Page ii Nv LIST OF FIGURES Figure1 —Vicinity Map................................................................................................................5 Figure 2— Existing Geometry and Control.................................................................................12 Figure 3— 2024 Existing Traffic Volumes..................................................................................14 Figure 4— 2024 Adjusted Existing Traffic Volumes ...................................................................15 Figure 5— 2028 Background Traffic Volumes............................................................................16 Figure 6— 2045 Background Traffic Volumes............................................................................17 Figure 7— Non Pass-By Project Trip Distribution ......................................................................21 Figure 8—AM Pass-By Project Trip Distribution........................................................................22 Figure 9— PM Pass-By Project Trip Distribution........................................................................23 Figure 10— Non Pass-By Project Traffic Assignment................................................................24 Figure 11 — Pass-By Project Traffic Assignment .......................................................................25 Figure 12 —2028 Total Traffic Volumes.....................................................................................26 Figure 13 —2045 Total Traffic Volumes.....................................................................................27 Figure 14— Recommended Geometry and Control...................................................................56 Kimley))) Horn 096315014 SWC Drake & College Page iii Nr 1.0 EXECUTIVE SUMMARY Kimley-Horn has prepared this report to document the results of a Traffic Impact Study for proposed redevelopment project to be located at the southwest corner (SWC)of the Drake Road and College Avenue (US-287) intersection in Fort Collins, Colorado. The proposed 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 based on coordination with the City of Fort Collins: • 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 accesses along both Drake Road and College Avenue (US-287), and the proposed accesses 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 SWC Drake & College Page 1 NV 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 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: • 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. It is also recommended that all of the exiting approaches be striped with longitudinal bar style crosswalks. 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. At the Drake Road access, a combination of flexible delineators, pavement striping, and an R3-2 "No Left Turn" sign visible to westbound drivers on Drake Road, are anticipated to be used to restrict turning movements to three-quarter movements on the north side and right-in/right-out movements on the south side in an interim condition, while the potential for a raised median or other access restriction may be considered in the future. The existing raised median along College Avenue (US-287) will restrict this access to right turning movements. 096315014 Ki m l ey>>>H o r n SWC Drake & College Page 2 NV • The signalized intersection of Drake Road and College Avenue currently operates at an overall LOS D or better; however, under the 2028 Background volumes, the overall level of service is expected to worsen to LOS E during the PM peak hour. Under 2028 Total volumes and with signal timing improvements, the existing intersection configuration is expected to operate at an overall LOS D. Under the 2045 Background volumes, the overall level of service is expected to again worsen to LOS E during the PM peak hour. Although signal timing modifications may marginally improve the overall intersection operations, the intersection is still expected to operate at an overall LOS E under 2045 Total volumes. Based on these analysis results, it is recommended that geometric improvements be considered at the intersection of Drake Road and College Avenue. • The City of Fort Collins is currently considering geometric improvements for the intersection of Drake Road and College Avenue. These improvements, documented in 30 percent preliminary design plans, include providing dual left turn lanes for the eastbound and westbound approaches, as well as channelized right turn lanes for the eastbound, westbound, and southbound approaches. Under the 2028 Background and Total volumes, the improved intersection is expected to operate at an overall LOS D or better; however, under the 2045 Background and Total volumes, the improved intersection is expected to operate at an overall LOS E during the PM peak hour. If further operational improvements were desired signal timing modifications may be possible, but would likely have notable tradeoffs, potentially improving overall operations but worsening individual movements or overall signal progression. • 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 is also expected to be required for the existing project access to remain along US-287. Lastly, a CDOT access removal permit is expected to also be required for the existing access to be removed along U S-287. • Any onsite or offsite improvements should be incorporated into the Civil Drawings and conform to standards of the City of Fort Collins, State of Colorado Department of Transportation (CDOT), and the Manual on Uniform Traffic Control Devices (MUTCD)— 11 th Edition, 2023. 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 3 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 at the southwest corner (SWC)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. The proposed 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 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 based on coordination with the City of Fort Collins: • 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 accesses along both Drake Road and College Avenue (US-287), and the proposed accesses along both McClelland Drive and Thunderbird Drive were evaluated. Regional access to the site will be provided by 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 SWC Drake & College Page 4 NORTH Nis 096315014 fYS'EL6Q7L� .. 3 Nil Itv - R _' ti. .,v.Y♦IA�Y. - ♦ MY. S'1�1y PROSPECT ROAD �. � , {{, - j I� �� � '•�S"� [Syr � STUART STREET 'r;UUULUMBIA ROAD' DRAKE ROAD - - ; IW 00 ` �h SWALLOW ROAD'S If - LU r *- _ _ •_ tl cD .. . 'HORSETOOTH ROAD RR� J r4 FIGURE 1 SWC DRAKE & COLLEGE FORT COLLINS, COLORADO VICINITY MAP K�mley>>>H o r n Nr 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 State of Colorado Department of Transportation (CDOT) classified College Avenue (US-287) as a Non-Rural Arterial (NR-B)facility within the study area. 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 exists 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 North Front Range Metropolitan Planning Organization (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 sidewalk on the west side of the roadway. with curb and gutter and no bike lanes on both sides. Bay Road north of Drake Road does not have sidewalk nor curb and gutter on the west side of the roadway. The Mason Trail, a 10-foot- wide multi-use path runs along the east side of both Redwing Road and Bay Road. 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. 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 6 Nr 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. Thunderbird Drive extends east/west with a single through lane in each direction and 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). Running north/south between the two intersections is a BNSF railroad. Both intersections operate with protected-permissive left turn phasing for the westbound left turn movement. Eastbound left turn movements are prohibited. At the Redwing Road/Bay Road intersection, the southbound approach provides a single right turn lane with a median porkchop intended to prevent southbound left turn or through movements. The northbound approach provides a left turn lane and right turn lane. Signing is present indicating that a northbound through movement is prohibited. The eastbound approach provides a single through lane and a shared through/right turn lane. The westbound approach provides a left turn lane and two through lanes. At the McClelland Drive intersection, the southbound approach, which is designated as the Max Guideway, provides a single lane and is only accessible to TRANSFORT vehicles. The northbound McClelland Drive approach provides a left turn lane, bus only through lane, and right turn lane. The eastbound approach provides a single through lane and a shared through/right turn lane. The westbound approach provides a left turn lane and two through lanes, as well as a third through lane that serves as a portion of the storage for the westbound left turn lane at Redwing Road.An aerial photo of the existing intersections'configuration is included on the following page. 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 7 0 3 NORTH m '� j;4 ,+ • � � III w 1 � - +� ` �' Drake Road Ilike1fe M C N - n_ Drake Road& Redwing Road/Bay Road(#1) and Drake Road& McClelland Drive (#2) 096315014 K i m l ey>>> H o r n SWC Drake & College Page 8 Nr 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 protected- permissive 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. The City provided 30 percent design plans, included in Appendix A, to improve the intersection with eastbound and westbound dual left turn lanes, and channelized right turn lanes along the eastbound, westbound, and southbound approaches. Protected-only left turn phasing is anticipated to be implemented for all approaches, and the channelized right turns will be yield- controlled. i NORTH + �..� Drake Road - 4W "I [4 O �C Q eN F �- � . � , rl ID Drake Road& College Avenue (US-287) (#3) 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 9 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. MEL- NORTHZil r °� r� C V _. Thunderbird Drive f ,��,. �•' Fir_r Thunderbird Drive & McClelland Drive (#4) 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 10 NV 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 provide a single lane restricted to right turn only. The northbound and southbound approaches of College Avenue provide a left turn lane, two through lanes, and a shared through/right turn lane. An aerial photo of the existing intersection configuration is below. '�. V NORTH 1 1 I - Thunderbird�Drive t . - � Thunderbird Drive -- — — -- M. - _ o .�. — _1 Q we d ,r ■ - d - o 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 Page 11 NORTH NTS 096315014 1 2 3 o bb Cl) NN 200' • 55'C 4- • ►— 110' f 1 1 1 �� ►— 110' `� 215' ,. 4 oU U o 190'00 � o0 0 o ao < �i ROJECT - DRAKE RD & REDWING RD/BAY RD DRAKE RD & MCCLELLAND DR DRAKE RD & COLLEGE AVE } x` SITE m s 1 2 3 . DRAKE ROAD Cn • — o 4 5 � ff� THUNDERBIRD DRIVE N cn Uj it w UNDERBIRD DR & MCCLELLAND DR THUNDERBIRD DR & COLLEGE AVE z o . z — _a U � U 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 for the study intersections on Wednesday, October 2, 2024 with the exception of the Drake Road & College Avenue intersection, which was counted on Tuesday, October 8, 2024 due to equipment malfunction. 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. Based on coordination with City of Fort Collins staff, a comparative traffic volumes analysis was conducted assessing the traffic volumes at the Drake Road & College Avenue intersection. The October 2024 traffic counts, which were confirmed to have been collected during no adverse weather conditions or other circumstances to affect the traffic, were compared to traffic counts collected in May of 2018 and May of 2022. Based on the analysis, the October 2024 counts were determined to be approximately 5.2 percent lower during the morning peak hour and 2.1 percent lower during the afternoon peak hour than the May 2022 counts. To account for this irregularity in the existing traffic volumes, the October 2024 counts were increased by these aforementioned percentages. The adjusted existing traffic volumes are shown in Figure 4. 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 College Avenue (US-287) 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. Traffic information from the CDOT Online Transportation Information System (OTIS) website is included in Appendix C. This annual growth rate was used to estimate short-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,with the King Soopers grocery store itself opening to customers in January 2025. 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 5 and Figure 6, respectively. 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 13 NORTH NTS 096315014 1 2 3 n L o 14(6) m Z N '—192(146) CD o in L <--960(1209) M <--945(1133) rn <--575(556) �—49(48) 14(43) 111(139) 156(176) 870(1046) ^ 818(1012) + 467(558)— a co 2(11)� Ln n 71(112)--, rn 127(224)� g r c0 Cl) N I� } co co n T m w 0 nOJECT DRAKE RD & REDWING RDAAY RD DRAKE RD & MCCLELLAND DR DRAKE RD & COLLEGE AVE Q Q SITE Wed, Oct 2, 2024 Wed, Oct 2, 2024 Wed, Oct 8, 2024 •�. m 7:30 to 8:30AM 7: 30 to 8:30AM 7:45 to 8:45AM DRAKE ROAD 17,80� (4:15 to 5:15PM) (4: 30 to 5:30PM) (4:45 to 5:45PM) M N 18(76) C o 45(46) r IrnI r Ir rI 9(29) G 4 N 'Itm i ' z THUNDERBIRD DRIVE 00 . o n 8(28) N r a Cn r � .� UNDERBIRD DR & MCCLELLAND D THUNDERBIRD DR & COLLEGE AVE z o _ a � Wed, Oct 2, 2024 Wed, Oct 2, 2024 M 7: 00 to 8:OOAM 7:45 to 8.45AM 0 (5: 00 to 6:00PM) (4: 30 to 5:30PM) � U " LEGEND OStudy Area Key Intersection FIGURE 3 xxx(xxx) Weekday AM(PM) Peak Hour Traffic Volumes SWC DRAKE 8c COLLEGE FORT COLLINS, COLORADO xx.xoo Estimated Daily Traffic Volume 2024 EXISTING TRAFFIC VOLUMES Kimley*Horn NORTH NTS 096315014 1 2 3 ((D (OD N o 15(6) m m o '-202(149) L �1010(1234) �994(1156) - <--605(567) -52(49) 15(44) ) 117(142) f � T r 164(180)— 915(1068) 860(1033) m o 491(570) 0D a 2(11)� L m 75(114) 134(229) N r rn o } (D It r aD _ oh O WOi, CO 0 �OJECT - DRAKE RD & REDWING RD/BAY RD DRAKE RD & MCCLELLAND DR DRAKE RD & COLLEGE AVE SITE DRAKE ROAD 18,200 1 _ v 0 19(78) m 47(47) m r r r r 9(30) o � fD P) N aD 0 p O ( ) N THUNDERBIRD DRIVE °N° ^ 8 29 r `T w � r v o � Z UNDERBIRD DR & MCCLELLAND DCD THUNDERBIRD DR & COLLEGE AVE Z CD - — aLd n M 0 7 U A^ LEGEND OStudy Area Key Intersection FIGURE 4 xxx(xxx) Weekday AM(PM) Peak Hour Traffic Volumes SWC DRAKE 8c COLLEGE FORT COLLINS, COLORADO . Estimated Daily Traffic VolumI 2024 ADJUSTED EXISTING TRAFFIC VOLUMES 1 Kimley*Horn NORTH NTS 096315014 1 2 3 n r, rn _O 16(6) S N N '-216(168) in <--1066(1329) c) <--1049(1249) N <--641(616) �-54(51) 21(58) 118(144) 167(182)— 972(1158) � 915(1122) � ? 497(574)— 2(11) rn 78(118) 136(233) r3 r LO y n rn L m � h r T r p pi, O 0 OJECT `r - DRKE RD 8, REDWING A RD/BAY RD DRAKE RD & MCCLELLAND DR DRAKE RD & COLLEGE AVE SITE a a DRAKE ROAD: 19,6Q0 N N '�--20(81) C rn N 49(49) �9(31) G 4 o � OD c`) ( ) N � N z THUNDERBIRD DRIVE 00 N n 8 28 N o m p I r N Cn O Z ; UNDERBIRD DR & MCCLELLAND D THUNDERBIRD DR & COLLEGE AVE Z o - - a rn 0 0 � U LEGEND OStudy Area Key Intersection FIGURE 5 xxx(xxx) Weekday AM(PM) Peak Hour Traffic Volumes SWC DRAKE 8c COLLEGE FORT COLLINS, COLORADO . Estimated Daily Traffic VolumI 2028 BACKGROUND TRAFFIC VOLUMES 1 Kimley*Horn NORTH NTS 096315014 CD 1 2 3 co Q) N N 18(7) ^ co M CC) '-247(191) 1223(1522) d <--1204(1429) N <--736(704) �-62(58) 23(65) L-136(166) r 192(210)— 1114(1324) � 1049(1283) � a� 573(663)—, 2(13) co 89(136)� o Tzz ) 156(268) r3 '2 N N '0 N M } -- CD In N M Q) N OJECT `r DRAKE RD & REDWING RD/BAY RD DRAKE RD de MCCLELLAND DR DRAKE RD & COLLEGE AVE SI a ITE +� m � DRAKE ROAD: 22,40Q cli co co 23(93) C tl 56(56) 11(36) G o � O 'OVA N r- N z THUNDERBIRD DRIVE 0O 00 m 8(28) , N N m N M O Q Cn W �c o � Z UNDERBIRD DR & MCCLELLAND D THUNDERBIRD DR do COLLEGE AVE 0 CD Z - - a m 0 � U LEGEND OStudy Area Key Intersection FIGURE 6 xxx(xxx) Weekday AM(PM) Peak Hour Traffic Volumes SWC DRAKE 8c COLLEGE FORT COLLINS, COLORADO . Estimated Daily Traffic VolumI 2045 BACKGROUND TRAFFIC VOLUMES 1 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", 11 th Edition for each land use where applicable. 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 18 Nr 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 peak hours, respectively. Calculations were based on the procedure and information provided in the ITE Trip Generation Manual, 11 rn 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 Daily AM Peak Hour PM Peak Hour In • otal 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 6,232 291 298 589 273 251 524 Pass-By Reduction -4,186 -200 -194 -394 -174 -164 -338 Total External Non-Pass By Project Trips 2,046 91 104 195 99 87 186 096315014 Ki m l ey>>>H o r n SWC Drake & College Page 19 Nr 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 7. 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 given 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 8 and Figure 9, respectively. 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 10, while Figure 11 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 12 and Figure 13, respectively. 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 20 1 2 6 3 0 NORTH NTS 096315014 0%(15%) co 1 20%(0%) 0%(30%) 15%(0%) 15%(0%) 0 0%(15%) 0 0%(20%) `n 2 15%(0%) ani 0 Co 0 0 DRAKE ME RD REDWING RD/BAY RD DRAKE RD & MCCLELLAND DR DRAKE RD & ACCESS DRIVE DRAKE RD & COLLEGE AVE 0 0 r'0%(25%) o >, O o 3 i - _ w, In o �jt ROJEC r x4 to SITr IDRAKEROAD.p a m P O0%(20%) 15% W 6 % C. Cl) = ACCESS DR & MCCLELLAND DR ACCESS DR & COLLEGE AVE - • +; 4 9 5 0%(5%) 30%(0%) N 0 o ' _ - �—0%(5%) �� .. Z THUNDERBIRD DRIVE N ,Y C O o 0%(10%) y o (h N o w co UNDERBIRD DR & MCCLELLAND D THUNDERBIRD DR & ACCESS DR THUNDERBIRD DR & COLLEGE AVE Jr ------------- LEGEND x Study Area Key Intersection O OProject Access Intersection FIGURE 7 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 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 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 07 0%(24%) o v Q" w, Lo N Ir' X Ai SITS 11 AT 1 a ¢ '' o 24%] m 22% 0%(1 a%) 6�� �, � DRAKE ROA0._ 16 7 M 0 ' ACCESS DR & MCCLELLAND DR ACCESS DR & COLLEGE AVE 774 9 5 O1 NI Z THUNDERBIRD DRIVE N 0%(9%)--, o 0 Z r� p "� J a UNDERBIRD DR & MCCLELLAND D THUNDERBIRD DR & ACCESS DR THUNDERBIRD DR & COLLEGE AVE J rU J O ,� LEGEND -i Study Area Key Intersection Ny O Project Access Intersection FIGURE 8 1 X�� External Trip Distribution Percentage SWC DRAKE & COLLEGE XX%[XX%] Entering[Exiting] FORT COLLINS, COLORADO Trip Distribution Percentage 1 AM PASS-BY PROJECT TRIP DISTRIBUTION Kimley)))Horn 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 G O\ o 0 pp o 0 00 '7-0%(21%) o N >., M Lo M QwQl R' W C) ROJECIr r Xi. Ai SITF Q Q o 21% m ;, 15% 0%(23%)--- DRAKE ROAD M 17 0 17%] ` ACCESS DR & MCCLELLAND DR ACCESS DR & COLLEGE AVE 30%(0%) y M o Z THUNDERBIRD DRIVE N v — Co O �. W7 co M "� J a UNDERBIRD DR & MCCLELLAND D THUNDERBIRD DR & ACCESS DR THUNDERBIRD DR & COLLEGE AVE J 1 � J O LEGEND Study Area Key Intersection �r 00 O Project Access Intersection FIGURE 9 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 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 ME RD REDWING RD/BAY RD DRAKE RD & MCCLELLAND DR DRAKE RD & ACCESS DRIVE DRAKE RD & COLLEGE AVE r 26(22) >.,. iF- - - d m o wo o r o �jt ROJECTIr 7 r x4 to SITr T :l fI n `h 21(17) 1 6 DRAKE ROADO 410 ' - = ACCESS DR & MCCLELLAND DR ACCESS DR & COLLEGE AVE Fa.t • . a; .: 4 9 5 x, '5(4) m rn '�-27(30) 0 0 � r N 0 �-5(4) " T 2(2)� Z THUNDERBIRD DRIVE N - co cli 1 o(s) y N •.; o � z 0 ' UNDERBIRD DR & MCCLELLAND D THUNDERBIRD DR & ACCESS DR THUNDERBIRD DR & COLLEGE AVE LEGEND OStudy Area Key Intersection OProject Access Intersection FIGURE 10 xxx(xxx) Weekday AM(PM) Peak Hour Traffic Volumes SWC DRAKE 8c COLLEGE xx,xoo FORT COLLINS, COLORADO Estimated Daily Traffic Volume NON PASS—BY PROJECT TRAFFIC ASSIGNMENT Kimley*Horn 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 N c0 r, oCD oROJECT SI TE m s 35(38) N 2 6 3 DRAKE ROAD T ACCESS DR & MCCLELLAND DR ACCESS DR & COLLEGE AVE / g 4 9 5 °D 62(52) n c� -- - z THUNDERBIRD wyr L0 L0 rr N ccW Z Z -- 1 a UNDERBIRD DR & MCCLELLAND D THUNDERBIRD DR & ACCESS DR THUNDERBIRD DR & COLLEGE AVE Ld U LEGEND OStudy Area Key Intersection FIGURE 11 O Project Access Intersection SWC DRAKE 8c COLLEGE xxx(xxx) Weekday AM(PM) FORT COLLINS, COLORADO Peak Hour Traffic Volumes PASS—BY PROJECT TRAFFIC ASSIGNMENT Kimley*Horn 1 2 6 3 Ln rn (D 16(6) 50(88) C) T N �--216(168) NORTH fO ao _rn C11 NTS 096 31 501 4 L �1069(1327) co �989(1200) Cl) �881(819) rn r+ —603(593) L—54(51) 21(58) 1 Lr 174(187) T � 52(90) 254(249) 986(1173) N v 929(1137) N m o 925(1147) 525(602)— o 2(11)- L rn 78(118) m 52(45)- 0 130(226) S N z4rw 1 rz r� cD ch oo n 0 r 0 DRAKE ME RD REDWING RD/BAY RD DRAKE RD & MCCLELLAND DR DRAKE RD & ACCESS DRIVE DRAKE RD & COLLEGE AVE cli r 73(56) o ¢" 00 m a 3 - r a w 0 51 � ROJECT � fi SITr T ' �2 cD m m r k N M 56(55)----I r 6DRAKE ROAD 20,070 r cD N ACCESS DR & MCCLELLAND DR ACCESS DR & COLLEGE AVE -' x; N 25(85) m N F 89(82) n N N 49(49) a F �+ N+ <--26(40) a y y 14(35) y 7(51) y T 2(3)� T r Z THUNDERBIRD DRIVE 00 11(61)--, e) r 35(55)--, T° Z- I N O 8 1 Q W 111111 OW 0 O CD > ;I' g g a ' UNDERBIRD DR & MCCLELLAND D THUNDERBIRD DR & ACCESS DR THUNDERBIRD DR & COLLEGE AVE LEGEND OStudy Area Key Intersection OProject Access Intersection FIGURE 12 xxx(xxx) Weekday AM(PM) Peak Hour Traffic Volumes SWC DRAKE 8c COLLEGE FORT COLLINS, COLORADO xx,xoo Estimated Daily Traffic valun 2028 TOTAL TRAFFIC VOLUMES K�mley>>>Horn _J 1 2 6 3 m o Co NORTH N F CIJ 18(7) ^ 50(88) N o 00 247(191) OD NTS 096 31 501 4 C <--1226(1520) �I*I 1144(1380) Cl) <--1025(953) N + 4—698(681) 62(58) y 23(65) 1 Lr 192(209) T 52(90) 279(277) 1128(1339) FZ' m 1063(1298) of _o co 1071(1325) 601(691) v 2(13)� m 89(136)� N 52(45) 150(261) m N LO N d m r N � DRAKE ME RD REDWING RD/BAY RD DRAKE RD & MCCLELLAND DR DRAKE RD & ACCESS DRIVE DRAKE RD & COLLEGE AVE CO } o N �'73(56) m n Q. 00 co /I� N 0 51 ROJECT fi } Xt, to S!Tr T Q Q N co O LO M 56(55) N 6DRAKE ROAD 99,870 r ID v ACCESS DR & MCCLELLAND DR ACCESS DR & COLLEGE AVE w ; Ln cli 28(97) m N 89(82) n N 56(56) CO cli a F r N <--30 46 o y y 16(40) 1 8(58) G y THUNDERBIRD DRIVE °00 2(3) - — N 10(29) N N O N N v N o 13(70)� r 35(55) y N a2 - W - o rn r ' 0 W o e y ;I' g g w a ' UNDERBIRD DR & MCCLELLAND D THUNDERBIRD DR & ACCESS DR THUNDERBIRD DR & COLLEGE AVE _ 8J � _ 0 LEGEND OStudy Area Key Intersection OProject Access Intersection FIGURE 13 xxx(xxx) Weekday AM(PM) Peak Hour Traffic Volumes SWC DRAKE & COLLEGE FORT COLLINS, COLORADO xx,xoo Estimated Daily Traffic valun �_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 1� Average Total Delay Average Total Delay A <_ 10 <_ 10 B > 10 and <_20 > 10 and <_ 15 C > 20 and <_ 35 > 15 and <_25 D > 35 and <_ 55 > 25 and <_ 35 E > 55 and <_80 > 35 and <_50 F > 80 > 50 Definitions provided from the Highway Capacity Manual,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 intersections are defined for each approach, movement, 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 28 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-permissive 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 overall LOS B during the peak hours and is expected to continue to operate at an acceptable overall level of service throughout the 2045 horizon. However, under the 2045 Background volumes, the eastbound approach and northbound right turn movement are expected to experience a LOS F during the PM peak hour. With the implementation of signal timing improvements, the eastbound approach and northbound right turn movement are anticipated to operate at an acceptable level of service under the 2045 Total volumes. Table 3 provides the results of the level of service analysis conducted at this intersection. 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 29 NV Table 3 - Drake Road & Redwing Road/Bay Road LOS Results AM Peak Hour PM Peak Hour Delay LOS Delay LOS 2024 Adjusted Existing 14.0 B 19.1 B Eastbound Approach 24.2 C 31.2 C Westbound Approach 4.2 A 4.8 A Westbound Left 1.2 A 3.0 A Westbound Through 4.4 A 4.8 A Northbound Approach 49.9 D 62.4 E Northbound Left 48.7 D 57.3 E Northbound Right 50.3 D 64.3 E Southbound Right 48.3 D 53.8 D 2028 Background 15.1 B 21.2 C Eastbound Approach 26.2 C 35.0 D Westbound Approach 4.6 A 5.8 A Westbound Left 3.7 A 13.9 B Westbound Through 4.7 A 5.5 A Northbound Approach 50.2 D 62.9 E Northbound Left 48.7 D 57.2 E Northbound Right 50.6 D 65.1 E Southbound Right 48.3 D 53.7 D 2028 Total 17.0 B 26.9 C Eastbound Approach 30.6 C 48.3 D Westbound Approach 4.3 A 5.2 A Westbound Left 6.3 A 23.6 C Westbound Through 4.2 A 4.5 A Northbound Approach 50.2 D 62.9 E Northbound Left 48.7 D 57.2 E Northbound Right 50.6 D 65.1 E Southbound Right 48.3 D 53.7 D 2045 Background 17.8 B 45.5 D Eastbound Approach 30.0 C 80.5 F Westbound Approach 6.4 A 13.4 B Westbound Left 22.2 C 75.2 E Westbound Through 5.6 A 11.1 B Northbound Approach 50.1 D 75.3 E Northbound Left 48.7 D 55.0 E Northbound Right 50.6 D 83.0 F Southbound Right 48.3 D 52.0 D 2045 Total # 20.4 C 37.1 D Eastbound Approach 35.9 D 69.9 E Westbound Approach 6.2 A 9.6 A Westbound Left 34.7 C 78.0 E Westbound Through 4.8 A 7.1 A Northbound Approach 50.1 D 29.2 C Northbound Left 48.7 D 55.0 E Northbound Right 50.6 D 19.2 B Southbound Right 1 48.3 1 D 1 52.0 1 D #Optimized splits for the PM Peak Hour 096315014 K i m I ey>>> H o r n SWC Drake & College Page 30 Drake Road and McClelland Drive (#2) The signalized intersection of Drake Road and McClelland Drive (#2) operates with protected- permissive 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 an overall LOS B during both peak hours under existing conditions. With project traffic, the intersection is expected to operate at an acceptable overall level of service during the peak hours throughout the 2045 horizon. It should be noted that the signal timings were optimized for the PM peak hour under the 2045 Total volumes. Table 4 provides the results of the level of service analysis conducted at this intersection. Table 4- Drake Road & McClelland Drive LOS Results AM Peak Hour PM Peak Hour Scenalrio Delay LOS Delay LOS 2024 Adjusted Existing 14.6 B 12.9 B Eastbound Approach 4.3 A 6.9 A Westbound Approach 21.2 C 13.3 B Westbound Left 20.6 C 15.5 B Westbound Through 21.2 C 13.2 B Northbound Approach 38.9 D 39.2 D Northbound Left 40.0 D 41.2 D Northbound Through 37.0 D 36.3 D Northbound Right 37.1 D 36.7 D Southbound Through 37.0 D 36.4 D 2028 Background 15.6 B 15.1 B Eastbound Approach 5.5 A 9.2 A Westbound Approach 22.2 C 15.9 B Westbound Left 22.2 C 24.0 C Westbound Through 22.2 C 15.6 B Northbound Approach 37.8 D 38.5 D Northbound Left 39.0 D 40.7 D Northbound Through 36.0 D 35.6 D Northbound Right 36.2 D 36.2 D Southbound Through 36.0 D 35.8 D 2028 Total 17.4 B 21.0 C Eastbound Approach 6.6 A 23.1 C Westbound Approach 24.0 C 15.1 B Westbound Left 24.9 C 23.5 C Westbound Through 23.9 C 14.7 B Northbound Approach 37.1 D 35.0 D Northbound Left 39.1 D 37.3 D Northbound Through 33.1 C 31.3 C Northbound Right 33.5 C 32.0 C Southbound Through 33.2 C 31.4 C 096315014 K i m I ey>>> H o r n SWC Drake & College Page 31 NF AM Peak Hour PM Peak Hour Delay LOS Delay LOS 2045 Background 17.0 B 39.0 D Eastbound Approach 6.6 A 50.5 D Westbound Approach 24.1 C 28.3 C Westbound Left 25.1 C 37.9 D Westbound Through 24.1 C 27.9 C Northbound Approach 36.7 D 37.0 D Northbound Left 38.0 D 39.4 D Northbound Through 34.9 C 33.9 C Northbound Right 35.1 D 34.5 C Southbound Through 34.9 C 34.0 C 2045 Total # 19.2 B 30.6 C Eastbound Approach 8.3 A 39.7 D Westbound Approach 26.5 C 19.8 B Westbound Left 29.2 C 33.7 C Westbound Through 26.5 C 19.1 B Northbound Approach 35.8 D 37.0 D Northbound Left 37.6 D 40.2 D Northbound Through 32.1 C 32.1 C Northbound Right 32.5 C 32.9 C Southbound Through 32.2 C 32.2 C #Optimized splits for the PM Peak Hour 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 32 Nr Drake Road and College Avenue (#3) The signalized intersection of Drake Road and College Avenue (#3) currently operates at an overall LOS D or better; however, the southbound through movement is experiencing a LOS F during the PM peak hour. The City of Fort Collins is currently considering improvements for the intersection of Drake Road and College Avenue. These improvements, documented in 30 percent preliminary design plans, include providing dual left turn lanes for the eastbound and westbound approaches, as well as channelized right turn lanes for the eastbound, westbound, and southbound approaches. Based on discussion with City of Fort Collins staff, it is understood that the proposed improvements may not be completed prior to the short-term buildout horizon of this project. Under the existing intersection conditions and 2028 Background volumes, the overall level of service is expected to worsen to LOS E during the PM peak hour, with the southbound approach operating at a LOS F. With project traffic and optimized signal timings, the existing intersection configuration is expected to operate at an overall LOS D in 2028; however, the eastbound left turn and southbound through movements are both expected to operate at a LOS F during the PM peak hour. With the eastbound left turning movement anticipated to operate at LOS F conditions with the addition of project traffic, the City has indicated that a cost-sharing contribution for this turning movement will be required. the exact amount of cost-sharing contribution will be determined through future coordination with City staff. Under the 2045 Background volumes, if no improvements are made to the intersection,the overall intersection level of service is expected to be LOS E during the PM peak hour. Although signal timing modifications may marginally improve the overall intersection operations, the intersection is still expected to operate at an overall LOS E, with the eastbound left and southbound through movements operating at a LOS F with the addition of project traffic. Table 5 provides the results of the LOS analysis conducted for the existing intersection configuration. 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 33 The future intersection improvements were evaluated as a future alternative to the existing intersection configuration. Under the 2028 Total volumes, the improved intersection is expected to operate at an overall LOS D or better; however, the southbound through movement is still expected to operate at LOS F during the PM peak hour. Under the 2045 Total volumes, the improved intersection is expected to operate at an overall LOS D during the AM peak hour and an overall LOS E during the PM peak hour. Table 5 provides the results of the LOS analysis conducted for the improved intersection configuration. Though the results are not included in Table 5, an additional analysis was performed to assess intersection operations if the existing cycle length of 120 seconds were increased to 150 seconds, during the 2045 PM peak hour. The results indicated that a 150 second cycle length is expected to reduce overall intersection delay by approximately 5 seconds per vehicle; however, the intersection would still be expected to operate at an overall LOS E during the PM peak hour. If further operational improvements were desired without any additions to the geometric improvements already planned, it would likely require reducing the green time for the eastbound and westbound through movements to prioritize other movements. However, the optimal green time would likely need to be less than the required eastbound and westbound pedestrian crossing time. Therefore, any time a pedestrian phase is activated, the eastbound and westbound phases would need to be extended, likely causing the intersection to fall out of coordination with surrounding signals in the area. Table 5— Drake Road & College Avenue LOS Results Existing Configuration 30 Percent Design AM Peak Hour PM Peak Hour • Hour Marlo Delay Delay Delay Delay • • • • 2024 Adjusted Existing 32.4 C 45.3 D - - - - Eastbound Approach 21.0 C 38.7 D - - - - Eastbound Left 29.7 C 39.2 D - - - - Eastbound Through 21.2 C 38.6 D - - - - Eastbound Right 9.3 A 38.4 D - - - - Westbound Approach 51.4 D 46.7 D - - - - Westbound Left 31.5 C 39.4 D - - - - Westbound Through 55.9 E 55.5 E - - - - Westbound Right 49.5 D 20.4 C - - - - Northbound Approach 43.9 D 13.3 B - - - - Northbound Left 55.0 E 35.7 D - - - - Northbound Through 1 44.3 D 9.0 A - - I - I - 096315014 K i m I ey>>> H o r n SWC Drake & College Page 34 Existing Configuration NVPercent Design AM Peak Hour PM Peak Hour] AM Peak Hour PM Peak Hour Delay Delay Delay Delay • • • • Northbound Right 15.9 B 7.4 A - - - - Southbound Approach 12.1 B 73.0 E - - - - Southbound Left 38.8 D 61.6 E - - - - Southbound Through 9.5 A 83.5 F - - - - Southbound Right 10.1 A 33.4 C - - - - 2028 Background 33.7 C 55.6 E 31.5 C 51.9 D Eastbound Approach 20.9 C 38.8 D 24.8 C 33.7 C Eastbound Left 31.7 C 44.2 D 47.5 D 57.7 E Eastbound Through 20.4 C 37.6 D 23.6 C 38.9 D Eastbound Right 9.1 A 37.5 D - - - - Westbound Approach 52.8 D 46.9 D 45.4 D 47.5 D Westbound Left 30.8 C 37.7 D 56.4 E 61.1 E Westbound Through 57.9 E 56.2 E 58.3 E 56.8 E Westbound Right 49.9 D 21.0 C - - - - Northbound Approach 45.0 D 17.6 B 45.1 D 14.9 B Northbound Left 56.6 E 40.5 D 56.6 E 36.4 D Northbound Through 45.0 D 12.8 B 45.0 D 10.3 B Northbound Right 15.9 B 9.7 A 17.6 B 8.0 A Southbound Approach 14.7 B 95.1 F 10.5 B 89.7 F Southbound Left 40.7 D 72.0 E 36.7 D 72.0 E Southbound Through 11.5 B 112.1 F 8.8 A 112.1 F Southbound Right 11.9 B 35.2 D - - I - - 2028 Total # 35.0 D 46.3 D 32.1 C 42.3 D Eastbound Approach 31.3 C 46.1 D 26.9 C 32.2 C Eastbound Left 67.1 E 101.4 F 48.4 D 63.5 E Eastbound Through 19.6 B 29.8 C 23.0 C 30.6 C Eastbound Right 8.8 A 28.4 C - - - - Westbound Approach 51.6 D 49.2 D 45.9 D 48.8 D Westbound Left 37.9 D 51.2 D 64.8 E 67.0 E Westbound Through 55.8 E 55.8 E 56.5 E 56.4 E Westbound Right 50.9 D 23.7 C - - - - Northbound Approach 44.1 D 19.3 B 44.9 D 18.5 B Northbound Left 56.1 E 50.2 D 56.1 E 48.2 D Northbound Through 44.2 D 12.7 B 45.0 D 12.1 B Northbound Right 14.7 B 9.8 A 16.0 B 9.5 A Southbound Approach 15.6 B 65.1 E 12.2 B 61.8 E Southbound Left 42.2 D 62.7 E 38.3 D 62.7 E Southbound Through 12.6 B 74.0 F 10.8 B 74.0 F Southbound Right 12.4 B 23.5 C - - I - A 2045 Background 35.4 D 78.8 E 33.0 C 73.3 E Eastbound Approach 20.8 C 55.2 E 24.3 C 43.8 D Eastbound Left 34.5 C 61.9 E 47.1 D 63.9 E Eastbound Through 19.5 B 53.7 D 23.0 C 54.3 D Eastbound Right 8.9 A 53.5 D - - - - Westbound Approach 56.3 E 42.3 D 48.6 D 42.6 D Westbound Left 30.7 C 43.4 D 57.9 E 1 59.9 E 096315014 K i m I ey>>> H o r n SWC Drake & College Page 35 Existing Configuration NVPercent Design DelayAM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour Delay Delay Delay • • • • Westbound Through 62.8 E 48.7 D 62.8 E 49.5 D Westbound Right 51.1 D 17.6 B - - - - Northbound Approach 46.2 D 23.1 C 46.3 D 20.9 C Northbound Left 57.3 E 48.7 D 57.3 E 44.7 D Northbound Through 46.5 D 18.1 B 46.5 D 16.2 B Northbound Right 15.7 B 11.4 B 17.4 B 10.5 B Southbound Approach 16.8 B 145.7 F 12.0 B 138.1 F Southbound Left 42.8 D 88.4 F 38.6 D 88.4 F Southbound Through 13.7 B 176.6 F 10.7 B 176.6 F Southbound Right 14.1 1 B 48.8 D - - - - 2045 Total # 40.0 D 71.6 E 35.9 D 60.0 E Eastbound Approach 33.7 C 53.3 D 26.0 C 33.9 C Eastbound Left 79.4 F 138.2 F 48.7 D 74.2 E Eastbound Through 18.8 B 29.0 C 21.7 C 29.8 C Eastbound Right 8.5 A 27.5 C - - - - Westbound Approach 53.8 D 52.5 D 47.9 D 50.9 D Westbound Left 38.9 D 64.6 E 67.4 E 73.3 E Westbound Through 58.7 E 57.1 E 59.0 E 57.7 E Westbound Right 51.6 D 23.1 C - - - - Northbound Approach 45.4 D 25.8 C 46.2 D 29.2 C Northbound Left 56.9 E 59.5 E 56.9 E 81.5 F Northbound Through 45.6 D 19.0 B 46.5 D 18.2 B Northbound Right 14.8 B 12.2 B 16.0 B 11.8 B Southbound Approach 28.2 C 121.4 F 23.2 C 98.0 F Southbound Left 47.7 D 70.3 E 44.5 D 70.3 E Southbound Through 26.2 C 148.1 F 24.9 C 122.5 F Southbound Right 24.7 1 C 1 32.0 1 C I - I - I - I - #Optimized Splits for PM peak hour 096315014 K i m I ey>>> H o r n SWC Drake & College Page 36 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 Adjusted Existing Westbound Approach 9.6 A 10.7 B Southbound Left 7.6 A 7.8 A 2028 Background Westbound Approach 9.7 A 11.0 B Southbound Left 7.6 A 7.8 A 2028 Total Westbound Approach 9.9 A 11.2 B Southbound Left 7.6 A 7.8 A 2045 Background Westbound Approach 9.7 A 11.6 B Southbound Left 7.6 A 7.9 A 2045 Total Westbound Approach 9.8 A 11.8 B Southbound Left 7.6 A 7.9 A 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 37 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 approaches. This intersection is currently restricted to three-quarter access. The eastbound and westbound approaches are only allowed to make right turn movements, while the northbound and southbound approaches are allowed to make left turn, through, and right turn movements. The intersection movements operate acceptably at LOS C 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 Adjusted Existing Eastbound Right 9.8 A 11.2 B Westbound Right 10.8 B 11.1 B Northbound Left 11.3 B 17.7 C Southbound Left 13.8 B 14.2 B 2028 Background Eastbound Right 9.8 A 11.5 B Westbound Right 10.8 B 11.3 B Northbound Left 11.8 B 18.5 C Southbound Left 15.1 C 15.4 C 2028 Total Eastbound Right 10.0 A 11.9 B Westbound Right 10.8 B 11.3 B Northbound Left 13.4 B 24.3 C Southbound Left 14.1 B 14.5 B 2045 Background Eastbound Right 10.0 B 12.1 B Westbound Right 11.4 B 11.9 B Northbound Left 12.5 B 24.8 C Southbound Left 17.2 C 18.7 C 2045 Total Eastbound Right 10.2 B 12.5 B Westbound Right 11.2 B 11.9 B Northbound Left 14.5 B 39.8 E Southbound Left 16.8 C 17.4 C 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 38 Nr 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 access on the north leg of the access while the south leg will be converted to right-in/right- out access. A combination of flexible delineators, pavement striping, and an R3-2 "No Left Turn" sign visible to westbound drivers on Drake Road, are anticipated to be used to restrict the aforementioned turning movements at the Drake Road access in an interim condition, while the potential for a raised median or other access restriction may be considered in the future. 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, an 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. An 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. The existing raised median along College Avenue (US-287) will restrict this access to only 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. Of note, while only one access is currently proposed along McClelland Drive, based on Larimer County Urban Area Street Standards (LCUASS) access spacing standards for McClelland Drive being 175-foot spacing between accesses, two accesses could feasibly be implemented into this development between Drake Road and Thunderbird Drive. If two accesses are proposed in the future, it is recommended additional analysis be conducted to assess operations at these accesses, and that further communication be had with City of Fort Collins staff. 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 39 Nr Table 8 - Project Access Level of Service Results 2028 Total14Total IntersectionAM Peak PM Peak AM Peak PM Peak •ur Hour ail Hour • D- D- mmmm� D- Delay • • • • Drake Road Access (#6) (South Leg RIRO/ North Leg '/4) Eastbound Left 9.5 A 9.6 A 10.0 A 10.2 B Northbound Right 10.1 B 10.4 B 10.4 B 10.8 B Southbound Right 9.4 A 9.7 A 9.8 A 9.9 A McClelland Drive RIRO Access(#7) Westbound Right 9.4 A 10.2 B 9.5 A 10.5 B College Avenue RIRO Access (#8) Eastbound Right 10.0 B 11.1 B 10.3 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 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. Of note, if vehicle queues were estimated to be below 25 feet for any turn lane, the queue in that lane was assumed to be a minimum of 25 feet (approximately one vehicle). 096315014 K i m I ey>>> H o r n SWC Drake & College Page 40 Nr Table 9 —Turn Lane Queuing Analysis Results Existing 2028 0- IntersectionTurn Lane Calculated 2028 Calculated 2045 Length Queue Recommended Queue Recommended • Length Drake Rd &Redwing Rd/Bay Rd (#1) Westbound Left 55'C 25' 55'C 25' 55'C Northbound Left 80' 57' 80' 65' 80' Drake Rd & McClelland Dr(#2) Westbound Left 110' 29' 110' 35' 110' Northbound Left C 213' C 240' C Northbound Right 160' 44' 160' 54' 160' Drake Rd & College Ave (#3) (Existing Configuration) Eastbound Left 190' 331' 190' 316' 190' Eastbound Right 190' 47' 190' 34' 190' Westbound Left 215' 201' 215' 273' 215' Westbound Right 200' 95' 200' 106' 200' Northbound Left 270'DL 277' 270'DL 291' 270'DL Northbound Right 210' 66' 210' 69' 210' Southbound Left 240'DL 200' 240'DL 229' 240'DL Southbound Right 230' 213' 230' 294' 230' Drake Rd & College Ave (#3) — (30 Percent Design) Eastbound Left 270'DL 153' 270'DL 147' 270'DL Eastbound Right 190' 51' 190' 50' 190' Westbound Left 280'DL 142' 280'DL 160' 280'DL Westbound Right 200' 95' 200' 105' 200' Northbound Left 270'DL 277' 270'DL 315' 270'DL Northbound Right 210' 66' 210' 75' 210' Southbound Left 240'DL 200' 240'DL 229' 240'DL Southbound Right 230' 213' 230' 279' 230' 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 50' 25' 50' 25' 50' C = Continuous Lane; DL = Dual Left Turn Lanes; Blue Text = Recommended Improvement; Red Text = Turn Lane Constraint 096315014 Ki m l ey)>>H o r n S WC Drake & College Page 41 Nr The majority of vehicle queues are anticipated to remain within the existing or recommended turn lane lengths through 2045 with exception at the Drake Road and College Avenue intersection. If the existing intersection geometry were to remain in place, turn lane constraints would be expected for the eastbound left turn, westbound left turn, northbound left turn, and southbound right turn lanes. If the 30 percent design plans are implemented, the only turn lane constraints would be for the northbound dual left turn lanes and the southbound right turn lane. However, it is believed that much of this queue would be able to be accommodated within the provided taper length and may only partially extend into the adjacent through lanes for a short period of time during the peak hours. 5.4 CDOT Turn Bay Length Analysis The threshold for requiring an access permit along CDOT roadways occurs when project traffic is anticipated to increase the existing access traffic volumes by more than 20 percent. Based on traffic projections, the addition of project traffic on all legs of the Drake Road and College Avenue (US-287) intersection is not anticipated to increase existing access traffic volumes by more than 20 percent, with the maximum expected increase at 2.8 percent (49 project traffic volume/ 1,762 existing traffic volume) during the morning peak hour on the west leg of the intersection. Therefore, a CDOT access permit is not anticipated to be required at the Drake Road and College Avenue (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 College Avenue (US-287); therefore, a CDOT access permit is expected to be required at this location as development occurs.A CDOT access permit is also expected to be required for the existing access to remain along College Avenue (US-287). Lastly, CDOT access removal permit is also expected to be required for the existing access along College Avenue (US-287) that is planned to be removed. 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 42 Nr 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 miles 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 Total volumes 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. Based on 2045 Total volumes, the storage requirement is 125 feet plus a 145-foot taper. Therefore, it is believed this turn lane and taper length, in its current configuration, is sufficient and meets MOT standards through the 2045 horizon. • 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. 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 43 Nr 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 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. However, based on communication with City of Fort Collins staff and due to site constraints at this access, an eastbound right turn lane is not anticipated to constructed at this location. 5.6 Transit Evaluation Within the vicinity of the site, the TRANSFORT MAX Bus Rapid Transit and Flex — Boulder Express routes run northbound / southbound along Max Guideway, north of Drake Road, and McClelland Drive, south of Drake Road. Both routes feature a stop along Max Guideway, just north of Drake Road. The MAX Bus Rapid Transit route runs from the Fort Collins Downtown Transit Center to the Fort Collins South Transit Center from 5:20 AM to 10:20 PM during weekdays and Saturdays. The Flex—Boulder Express route runs from the Fort Collins Downtown Transit Center to the University of Colorado Boulder from 5:40 AM to 9:00 PM during weekdays and Saturdays. Within the vicinity of the site, the TRANSFORT Route 7 runs eastbound and westbound along Drake Road with a stop on each side of Drake Road, between McClelland Drive and College Avenue. The bus route runs from the Colorado State University Transit Center to Liberty Common High School from 6:40 AM to 8:35 PM during weekdays and Saturdays. These transit routes will provide residents, employees, and visitors of the proposed development opportunities to utilize transit for traveling in and around the greater Fort Collins area. 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 44 NV 5.7 Multimodal Transportation Analysis A multimodal transportation analysis was performed based on the methodology defined in the Fort Collins Multimodal Transportation Level of Service Manual published in Appendix H of the 2021 LCUASS. The multimodal transportation analysis included an assessment of level of service for pedestrians and bicycles. Pedestrian Analysis The five-evaluation metrics specific to pedestrian facilities were reviewed as part of this project. These include directness, continuity, street crossings, visual interest and amenity, and security. The City has established minimum level of service thresholds for each of the five-evaluation metrics, based on different categories of pedestrian priority areas. Based on its location, the proposed development falls within the "Activity Centers/Commercial Corridors" category. Directness The City of Fort Collins defines directness as the measurement of walking distance to destinations including transit stops, schools, parks, commercial, employment, or activity areas. A grid street pattern with sidewalks typifies the ideal system, allowing a pedestrian to easily travel in any direction. The measurement of directness is the A/M ratio, or the ratio of the Actual distance to a destination by way of pedestrian sidewalk or pathway divided by Minimum distance, as the crow flies. The directness level of service is based on the A/M ratio, as shown in Table 10. The minimum directness level of services for the proposed development is LOS B. Table 10 - Fort Collins Pedestrian Directness LOS Criteria A B C D E F < 1.2 1.2- 1.4 1.4- 1.6 1.6- 1.8 1.8-2.0 >2.0 The calculated A/M ratio for the proposed site and the destination areas evaluated are summarized in Table 17. The distances considered were measured from the edge of the proposed residential building nearest to the destination area, at the point of existing or future planned sidewalk. Based on the calculations summarized in Table 11, all of the destination areas are anticipated to maintain a directness LOS B or better. 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 45 Nr Table 11 — Pedestrian Directness LOS Calculations ApplicableDescription of Destination Area within 1,320' Actual Minimum A/M (Destination Area Classification) Distance Distance Ratiomm Max Bus Rapid Transit& Flex—Boulder Express Stop, Along McClelland Dr, north of Drake Rd 485 ft 485 ft 1.00 A (Transit Access) Route 7 Westbound Stop, North side of Drake Rd, east of McClelland Dr 475 ft 450 ft 1.06 A (Transit Access) Route 7 Eastbound Stop, South side of Drake Rd, east of McClelland Dr 310 ft 230 ft 1.35 B (Transit Access) Mason Trail, At intersection of Drake Rd and Bay Rd/Redwing Rd 340 ft 340 ft 1.00 A (Trail Access) King Soopers, North of development 870 ft 700 ft 1.24 B (Retail Area) Shopping Plaza, south of development (arc Thrift Store, Dollar Tree, Maxline Brewing, Dickey's Barbecue Pit, Dunkin Donuts, First Watch, etc.) 1,375 1,055 ft 1.30 B (Retail Area) Shopping Plaza, east/southeast of development (The Vitamin Shoppe,Walgreens, The Moot House, 7 Eleven, etc.) 1,525 ft 1,125 ft 1.36 B (Retail Area) Destination shown in bold was used for distance measurements Continuity The City of Fort Collins defines continuity as the measurement of completeness of the sidewalk/walkway systems. The measurement of continuity is both the physical consistency and type of sidewalk/walkway, as well as the visual connection from one segment to the next. The continuity level of service is defined by the City as shown in Table 12. The minimum continuity level of services for the proposed development is LOS B. 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 46 Nr Table 12 — Fort Collins Pedestrian Continuity LOS Criteria A B C D E F Pedestrian Continuous Continuous Pedestrian Complete sidewalk stretches of stretches of corridors are breakdown in appears as a sidewalks sidewalks not well pedestrian • single entity which are which may connected Significant traffic flow.All with a major physically have variable with several breaks in people select and without activity area separated by a widths, with breaches in continuity. different or public open landscaped pedestrian routes. No space. parkway. landscaped parkways. network network exists. The following sidewalk/walkway improvements are anticipated as part of the proposed development: • The existing sidewalk along the east side of McClelland Drive, between Drake Road and Thunderbird Drive, will be removed and reconstructed as a 10-foot-wide, detached facility, separated from the roadway by a 10-foot-wide parkway for landscaping. This is anticipated to improve this sidewalk's continuity level of service from LOS C to LOS B. • The existing sidewalk along the south side of Drake Road, between McClelland Drive and College Avenue, will be removed and reconstructed as a 12-foot-wide, detached facility, separated from the roadway by a landscaped parkway. This is anticipated to improve this sidewalk's continuity level of service from LOS C to LOS B. • The existing sidewalk along the west side of College Avenue, between Drake Road and the future Private Drive A, will be removed and reconstructed as a 12-foot-wide, detached facility, separated from the roadway by a landscaped parkway. South of the future Private Drive A, the new sidewalk will connect with the existing sidewalk along the west side of the College Avenue West Frontage Road. This is anticipated to improve this sidewalk's continuity level of service from LOS C to LOS B. • A new 5-foot-wide sidewalk will be constructed along the north side of Thunderbird Drive, between McClelland Drive and the future Private Drive B. The sidewalk will be attached to the back of curb along Thunderbird Drive. East of the future Private Drive B, the new sidewalk will connect with the existing sidewalk along the north side of Thunderbird Drive. This is anticipated to improve this sidewalk's continuity level of service from LOS F to LOS B. 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 47 Nr • A new 12-foot-wide walk will be constructed along the west side of the future Private Drive B, between Drake Road and Thunderbird Drive. The walk will be attached to the back of curb along the future Private Drive B, with trees located in planting boxes spaced 30 to 40 feet apart. This is anticipated to provide a sidewalk continuity LOS B. • It is also anticipated that sidewalks will be constructed along the north side of the future Private Drive A, by future developers of Lots 1 and 2, located within the northeast quadrant of the future intersection of Private Drives A and B. The existing and future continuity level of service for the destination areas evaluated are summarized in Table 17. It should be noted that all sidewalks along the frontages of the proposed development are being improved to the design standards defined for a continuity LOS B; therefore, all of the destination areas are anticipated to maintain a continuity LOS B. However, existing facilities outside of proposed development limits also have an impact on the anticipated continuity level of service. When considering the evaluated destination areas, there are no identified gaps in continuity outside of the development site, but the physical consistency of the existing sidewalks does vary. Street Crossings The City of Fort Collins evaluates street crossings as a measurement of safety at locations for which a pedestrian is required to cross a street. The measurement of street crossings considers both the exposure of pedestrians to automobiles, and design elements that positively reflect the presence of pedestrians. When evaluating street crossings, the City considers crossings as one of four classifications: signalized crossings, unsignalized crossings of a major street, unsignalized crossings of a minor street, and mid-block crossings. The street crossings level of service for signalized crossings is defined by the City as shown in 13. The street crossings level of service for the other three classifications of crossings is based on the presence and condition of crosswalks. The minimum street crossings level of services for the proposed development is LOS C. 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 48 Nr Table 13 — Fort Collins Pedestrian Signalized Street Crossing LOS Criteria A B C D E F >_3 lanes to cross There is a clear view of vehicular and pedestrian signal heads Crosswalks are present and well marked Intersection and crosswalks 4 or 5 6 or more are well lit so that lanes to lanes to pedestrians are visible at cross cross night Missing 5 Missing 6 Missing 7 and/or and/or elements elements elements Standard curb ramps of A of A of A Missing 2 Missing 4 Automatic pedestrian signal elements elements phase of A of A Amenities, signing, and sidewalk and roadway character strongly suggests presence of pedestrian crossings Unobstructed views of drivers and pedestrians The calculated street crossing level of service for the signalized street crossings that may be utilized by pedestrians traveling from the site to the evaluated destination areas are summarized in Table 14. In addition to the signalized crossings, unsignalized crossings may include the crossing of Thunderbird Drive at McClelland Drive and the College Avenue frontage road. These crossings do not currently feature crosswalks, and similar crossings within the area do not feature crosswalks either; therefore, crosswalks are not anticipated to be required. Crosswalks are recommended to be installed at the locations where the internal site roadways intersect with the existing city roadways. This includes the following locations: • Across the south leg of the future Private Drive B, at its intersection with Drake Road • Across the west leg of the future Private Drive A, at its intersection with College Avenue • Across the north leg of the future Private Drive B, at its intersection with Thunderbird Drive • Across the east leg of any future accesses along McClelland Drive 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 49 Nr Pedestrian crossings at the future intersection of Private Drives A and B are not currently designed, but will be necessary upon the future construction of sidewalk along the north side of the future Private Drive A. Once infrastructure allows for pedestrian crossings at this intersection, it is recommended that crosswalks be installed for any designated crossing. The existing and future street crossing level of service for the destination areas evaluated are summarized in Table 17. All of the destination areas are anticipated to maintain a street crossing LOS C or better. Table 14— Pedestrian Signalized Street Crossing LOS Calculations UnobstructedClear Int. & Intersection #of View of X-Walks X- Standard Auto Character Lanes Veh & Present Walks Curb Ped Suggesting (Crossing Leg) to Ped &Well Well Ramps? Phase? Presence Views? Cross Signal Marked? Lit? of Peds? Drake Rd & McClelland Dr 6 Yes Yes Yes Yes Yes, Yes Yes B Actuated (Drake Rd) Drake Rd & McClelland Dr 3 Yes Yes Yes Yes Yes, Yes Yes A Actuated (McClelland Dr) Drake Rd & College Ave 6 Yes Yes Yes Yes Yes, Yes Yes B Actuated (Drake Rd) Drake Rd & College Ave g Yes Yes Yes Yes Yes, Yes Yes C Actuated (College Ave) Harvard St& College Ave 7 Yes Yes Yes Yes Yes, Yes Yes C Actuated (College Ave) 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 50 Nr Visual Interest and Amenity The City of Fort Collins defines visual interest and amenity as the measurement of the pedestrian system's attractiveness and features. The visual interest and amenity level of service is defined by the City as shown in Table 15. The minimum visual interest and amenity level of service for the proposed development is LOS B. Table 15— Fort Collins Pedestrian Visual Interest &Amenity LOS Criteria A B C D E F Visually appealing and compatible with Generous local Design Comfort and sidewalks, Functionally architecture. ignores convenience visual clarity, operational Total Generous pedestrian nonexistent, sidewalk width, some street with less with design has discomfort furniture and importance to and active building landscaping, visual interest negative overlooked intimidation. frontages, no blank street or amenity. mental needs of pedestrian walls. image. users. lighting, street trees, and quality street furniture. The existing and future visual interest and amenity level of service for the destination areas evaluated are summarized in Table 17. Currently the pedestrian infrastructure surrounding the existing site maintains a LOS C, as the infrastructure is functionally operational; however, there is less of an emphasis on visually appealing architecture within the area, as well as a lack of landscaping and street furniture. With the development of the site, the sidewalks along Drake Road, and McClelland Drive, as well as a portion of College Avenue and Thunderbird Drive, are anticipated to improve the level of service to LOS B, with the installation of additional landscaping, widening or addition of sidewalks, and improved visual clarity. It should be noted that all sidewalks adjacent to the frontages of the proposed development are being improved to the standards defined for a visual interest and amenity LOS B; therefore, all of the destination areas are anticipated to maintain a visual interest and amenity LOS B. However, existing facilities outside of proposed development limits also have an impact on the anticipated visual interest and amenity level of service. 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 51 NV Security The City of Fort Collins defines security as the measurement of the pedestrian's sense of security. The evaluation metric considers presence of other people using sidewalks, lighting, and clear lines of sight. The security level of service is defined by the City as shown in Table 16. The minimum security level of service for the proposed development is LOS B. Table 16 — Fort Collins Pedestrian Security LOS Criteria A B C D E F Sense of security enhanced by Major presence of Sidewalk breaches in other people Good lighting configuration pedestrian and parked visibility from using sidewalks levels and Unobstructed a is e and overlooking unobstructed lines of sight. cars may street, s pedestrian them from lines of sight. inhibit adjacent intolerant. vigilance from land uses adjacent the street buildings. Good . and lighting and activities. clear sight lines. The existing and future security level of service for the destination areas evaluated are summarized in Table 17. Currently the pedestrian infrastructure surrounding the existing site maintains a LOS B, as the infrastructure is believed to have good lighting levels and unobstructed lines of sight. With the development of the site, the sidewalks along Drake Road, and McClelland Drive, as well as a portion of College Avenue and Thunderbird Drive, are anticipated to maintain the existing LOS B, ensuring that good lighting levels and unobstructed lines of sight continue to be provided. It should be noted that all sidewalks adjacent to the frontages of the proposed development are being improved to the standards defined for a security LOS B; therefore, all of the destination areas are anticipated to maintain a security LOS B. However, existing facilities outside of proposed development limits also have an impact on the anticipated security level of service. 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 52 Nr Table 17 — Pedestrian LOS Analysis Results ApplicableDescription of within 1,320' LOS Directness Continuity C Street Interest Security (Destination Area Classification) Amenity Max Bus Rapid Transit& Flex—Boulder Express Stop, Minimum B B C B B Along McClelland Dr, north of Drake Rd Actual - C C C B (Transit Access) Proposed A B C B Route 7 Westbound Stop, Minimum B B C B B North side of Drake Rd, east of McClelland Dr Actual - C C C B (Transit Access) Proposed A B C B B Route 7 Eastbound Stop, Minimum B B C B B South side of Drake Rd, east of McClelland Dr Actual - C C C B (Transit Access) Proposed B B C B B Mason Trail, At intersection of Drake Rd and Bay Minimum B B C B B Rd/Redwing Rd Actual - C C C B (Trail Access) Proposed A B C B B King Soopers, Minimum B B C B B North of development Actual - C C C B (Retail Area) Proposed B B C B B Shopping Plaza, south of development (arc Thrift Store, Dollar Tree, Maxline Brewing, Minimum B B C B B Dickey's Barbecue Pit, Dunkin Donuts, First Actual - C C C B Watch, etc.) Proposed B B C B B (Retail Area) Shopping Plaza, east/southeast of development (The Vitamin Shoppe,Walgreens, The Moot Minimum B B C B B House, 7 Eleven, etc.) Actual - C C C B (Retail Area) Proposed B B C B B 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 53 NV Bicycle Analysis The City of Fort Collins' bicycle level of service standards are based on connectivity to bike facilities in connecting corridors. For the purposes of analysis, bicycle corridors may contain one of three types of facilities: on-street lanes, off-street paths, and/or on-street routes. Although the most recent LCUASS were published in 2021, Appendix H includes the City's Multimodal Level of Service Manual, originally published in March of 1997. Based on the City's manual, it is the City's policy that on-street lanes provide safer and more direct connectivity than off-street multi- use paths The bike level of service is defined by the City as shown in Table 18. Based on the area of the city in which the proposed site is located, the minimum bicycle level of service is LOS B. Table 18 — Fort Collins Bike LOS Criteria Level of A B C D E F Service Directly Directly Directly Indirectly connected to connected to connected Directly connected to both either a via an on- No direct or connected to either a North/South North/South street indirect Bike both North/South and or an unstriped connections North/South or an ConnectivityEast/West East/West route along a to either and Description East/West corridors, at corridor East/West corridor low volume North/South least one of which local street to or East/West on-street which which features an one or mor of corridors lanes features on- features on- off-street the above street lanes I street lanes path within '/4 mile Within the vicinity of the site, on-street bike lanes currently exist along both sides of Drake Road and McClelland Drive. College Avenue does not provide bike lanes, however, the site plans to construct a 12-foot sidewalk along the site's frontage with College Avenue, that could be used by bicyclists. Furthermore, the nearby Mason Trail, which is a regional bike trail, is accessible via the intersection of Drake Road and Bay Road/Redwing Road. Based on the existing bike infrastructure the existing bike level of service is LOS A, for all destination areas. The existing bike facilities are anticipated to be maintained with by the proposed development. Therefore, the proposed bicycle level of service is anticipated to be LOS A for all destination areas. The bicycle level of service is summarized in Table 19. 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 54 Nr Table 19 — Bicycle LOS Analysis Results ApplicableDescription of i • Service (Destination Area Classification) Scenario Max Bus Rapid Transit& Flex—Boulder Express Stop, Minimum B Along McClelland Dr, north of Drake Rd Actual A (Transit Access) Proposed A Route 7 Westbound Stop, Minimum B North side of Drake Rd, east of McClelland Dr Actual A (Transit Access) Proposed A Route 7 Eastbound Stop, Minimum B South side of Drake Rd, east of McClelland Dr Actual A (Transit Access) Proposed A Mason Trail, Minimum B At intersection of Drake Rd and Bay Rd/Redwing Rd Actual A (Trail Access) Proposed A King Soopers, North of development Minimum B Actual A Retail Area Proposed A Shopping Plaza, south of development (arc Thrift Store, Dollar Tree, Maxline Brewing, Dickey's Minimum B Barbecue Pit, Dunkin Donuts, First Watch, etc.) Actual A Retail Area Proposed A Shopping Plaza, east/southeast of development (The Vitamin Shoppe,Walgreens, The Moot House, 7 Eleven, Minimum B etc.) Actual A (Retail Area) Proposed A 5.8 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 14. 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 55 1 2 J YIELD ❑o 00 Bch vv 200' 50' WN NN � NORTH r 55'C 110, I I I I �l • ~280' NTS 096 31 501 4 � / � 110 O �/ J li li li `� �280' • • dQ13 � O _ 270' CD o YIE D NC-4 N DRAKE RD & REDWING RD/BAY RD) DRAKE RD & MCCLELLAND DR DRAKE RD & ACCESS DRIVE DRAKE RD & COLLEGE AVE fine 3" 7 ® g r 0 0l — .� o �jt ROJEC r x4 to Slrr f f f m r ' DRAKE ROAD w 6 F WO ACCESS DR & MCCLELLAND DR ACCESS DR & COLLEGE AVE 4 9 5 O Ln C 4- fr Z THUNDERBIRD DRIVE N I 4 v o � " 7 �. •'tid u' o i J . a THUNDERBIRD DR & MCCLELLAND D THUNDERBIRD DR & ACCESS DRTHUNDERBIRD DR & COLLEGE o LEGEND U Study Area Key Intersection OProject Access Intersection FIGURE 14 Signalized Intersection S WC DRAKE COLLEGE S70P Stop Controlled Approach FORT COLLINS, COLORADO - Improvement LL OMMENDED GEOMETRY AND CONTROL �100' Turn Lane Length (feet) Kimley*Horn NV 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: • 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, an 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. It is also recommended that all of the exiting approaches be striped with longitudinal bar style crosswalks. An 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. At the Drake Road access, a combination of flexible delineators, pavement striping, and an R3-2 "No Left Turn" sign visible to westbound drivers on Drake Road, are anticipated to be used to restrict turning movements to three-quarter movements on the north side and right-in/right-out movements on the south side in an interim condition, while the potential for a raised median or other access restriction may be considered in the future. The existing raised median along College Avenue (US-287) will restrict this access to right turning movements. 096315014 Ki m l ey>>>H o r n SWC Drake & College Page 57 Nr The signalized intersection of Drake Road and College Avenue currently operates at an overall LOS D or better; however, under the 2028 Background volumes, the overall level of service is expected to worsen to LOS E during the PM peak hour. Under 2028 Total volumes and with signal timing improvements, the existing intersection configuration is expected to operate at an overall LOS D. Under the 2045 Background volumes, the overall level of service is expected to again worsen to LOS E during the PM peak hour. Although signal timing modifications may marginally improve the overall intersection operations, the intersection is still expected to operate at an overall LOS E under 2045 Total volumes. Based on these analysis results, it is recommended that geometric improvements be considered at the intersection of Drake Road and College Avenue. • The City of Fort Collins is currently considering geometric improvements for the intersection of Drake Road and College Avenue. These improvements, documented in 30 percent preliminary design plans, include providing dual left turn lanes for the eastbound and westbound approaches, as well as channelized right turn lanes for the eastbound, westbound, and southbound approaches. Under the 2028 Background and Total volumes, the improved intersection is expected to operate at an overall LOS D or better; however, under the 2045 Background and Total volumes, the improved intersection is expected to operate at an overall LOS E during the PM peak hour. If further operational improvements were desired signal timing modifications may be possible, but would likely have notable tradeoffs, potentially improving overall operations but worsening individual movements or overall signal progression. • A CDOT access permit is expected to be needed for the west leg of Thunderbird Drive at the intersection with College Avenue (US-287)as development occurs. A CDOT access permit is also expected to be required for the existing project access to remain along College Avenue (US-287). Lastly, a CDOT access removal permit is expected to also be required for the existing access to be removed along College Avenue (US-287). • Any onsite or offsite improvements should be incorporated into the Civil Drawings and conform to standards of the City of Fort Collins, State of Colorado Department of Transportation (CDOT), and the Manual on Uniform Traffic Control Devices (MUTCD)— 11 th Edition, 2023. 096315014 Ki m l ey>>>H o r n S WC Drake & College Page 58 APPENDICES Kimley>>> Horn 096315014 SWC Drake and College 1W APPENDIX A Base Assumptions Form Conceptual Site Plan 30 percent Design Plan Kimley>>> Horn 096315014 SWC Drake and College Attachment 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 0.83% (Based on CDOT 20 Year Factor on US-287) Study Intersections 1. All access drives 5.Thunderbird Dr& McClelland Dr 2. Drake Rd & Bay Rd/Redwing 6.Thunderbird &US-287(College Ave) 3. Drake Rd & McClelland Dr 7 4. Drake&US-287(College Ave) 8 Time Period for Study AM: 7:00-9:00 PM: 4:00-6:00 1 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: 2 12 2025 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 �. . 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WARNING 0 40 80 DRAKE & COLLEGE OVERALL PLAN 5670 Greenwood Plaza Blvd., Ste 100W Greenwood Village, CO 80111 IF THIS BAR DOES NOT EXHIBIT 1 NfMEASURE 2" THEN DRAWING (303) 967-0353 IS NOT TO SCALE www.horrocks.com 'IW APPENDIX B Intersection Count Sheets Kimley>>> Horn 096315014 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 'IW APPENDIX C Future Traffic Projections Kimley>>> Horn 096315014 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% APPENDIX D Background Studies Kimley>>> Horn 096315014 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 NV APPENDIX E Trip Generation Worksheets Kimley>>>Horn 096315014 SWC Drake and College 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: 2/12/2025 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 Fueling Positions 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 1 308 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 0 0 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-Trips' 549 268 281 Cinema/Entertainment N/A N/A External Transit-Trips6 0 1 0 1 0 lResidential 0% 21% External Non-Motorized Trips' 1 0 1 0 1 0 JHotel 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. 3Enter 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. 'Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-A. '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: 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 1 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) Origin Land Use Person-Trip Estimates External Trips by Mode* Internal External Total Vehicles' Transit2 Non-Motorized2 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 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-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 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: 2/12/2025 Analysis Year: 2028 and 2045 Checked By: Analysis Period: PM Street Peak Hour Date: Table 1-P: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 Fueling Positions 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 1 24 1 15 Hotel - Room(s) 0 0 0 All Other Land Uses2 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°% 0% Hotel 1.00 0% 0% 1.00 0°% 0% All Other Land Uses2 1.00 0% 0% 1.00 0°% 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 1 0 0 Hotel 0 1 0 1 0 1 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 Hotel N/A N/A 'Land Use Codes(LUCs)from Trip Generation Manual,published by the Institute of Transportation Engineers. 'Total 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 made 5Vehicle-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: 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 1 6 1 3 1 0 0 Hotel 0 0 0 0 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' Transit2 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 Uses3 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' Transit' 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 Uses3 0 0 0 0 0 0 'Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-P 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. NV APPENDIX F Intersection Analysis Worksheets Kimley>>>Horn 096315014 SWC Drake and College Timings 2024 Adjusted Existing AM 1: Redwing/Bay & Drake 02/11/2025 4�- 4N /00. 1 Lane Group EBT WBL WBT NBL NBR SBR 06 08 Lane Configurations fl. t14 Traffic Volume(vph) 915 52 1010 5 18 5 _ Future Volume(vph) 915 52 1010 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 i 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 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 Splits and Phases: 1: Redwing/Bay&Drake #1 #1 #2 #1 #2 #1 #2 02 06 it �� 04(R) #1 #2 08(R) AM Peak-Hour Page 1 HCM Signalized Intersection Capacity Analysis 2024 Adjusted Existing AM 1: Redwing/Bay & Drake 02/11/2025 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj. T1., " r Traffic Volume(vph) 0 915 2 52 1010 15 5 0 18 0 0 5 Future Volume(vph) 0 915 2 52 1010 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 0.99 1.00 0.99 1.00 1.00 0.98 Flpb, ped/bikes 1.00 1.00 1.00 0.99 1.00 1.00 Frt 0.99 1.00 0.99 1.00 0.85 0.86 Fit Protected 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow(prot) 3454 1752 3379 1680 1723 1835 Flt Permitted 1.00 0.16 1.00 0.95 1.00 1.00 Satd. Flow(perm) 3454 298 3379 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 1052 2 60 1161 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 1054 0 60 1177 0 6 0 21 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) 50.7 91.1 91.1 5.9 5.5 5.9 Effective Green,g (s) 51.7 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) 1623 574 2552 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 0.64 0.10 0.46 0.05 0.20 0.00 Uniform Delay,dl 22.2 6.1 5.0 48.4 49.2 48.3 Progression Factor 1.00 0.18 0.85 1.00 1.00 1.00 Incremental Delay, d2 2.0 0.0 0.1 0.2 1.0 0.0 Delay(s) 24.2 1.2 4.4 48.7 50.3 48.3 Level of Service C A A D D D Approach Delay(s/veh) 24.2 4.2 49.9 48.3 Approach LOS C A D D Intersection Summary HCM 2000 Control Delay(s/veh) 14.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.56 Actuated Cycle Length (s) 110.0 Sum of lost time(s) 26.0 Intersection Capacity Utilization 49.5% ICU Level of Service A Analysis Period(min) 15 c Critical Lane Group AM Peak-Hour Page 2 Timings 2024 Adjusted Existing PM 1: Redwing/Bay & Drake 02/12/2025 4�- 4N /00. 1 Lane Group EBT WBL WBT NBL NBR SBR 06 08 Lane Configurations Traffic Volume(vph) 1068 49 1234 31 81 10 _ Future Volume(vph) 1068 49 1234 31 81 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 i 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 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 Splits and Phases: 1: Redwing/Bay&Drake #1 #1 #2 L #2 #1 #2 02 06 . 04(R) #1 #2 08(R) PM Peak-Hour Page 1 HCM Signalized Intersection Capacity Analysis 2024 Adjusted Existing PM 1: Redwing/Bay & Drake 02/12/2025 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj. t14 r r Traffic Volume(vph) 0 1068 11 49 1234 6 31 0 81 0 0 10 Future Volume(vph) 0 1068 11 49 1234 6 31 0 81 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 0.99 1.00 0.99 1.00 1.00 0.98 Flpb, ped/bikes 1.00 1.00 1.00 0.99 1.00 1.00 Frt 0.99 1.00 0.99 1.00 0.85 0.86 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 0.12 1.00 0.95 1.00 1.00 Satd. Flow(perm) 3449 235 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 1101 11 51 1272 6 32 0 84 0 0 10 RTOR Reduction(vph) 0 1 0 0 0 0 0 0 0 0 0 9 Lane Group Flow(vph) 0 1111 0 51 1278 0 32 0 84 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) 51.5 101.6 101.6 5.4 8.2 5.4 Effective Green,g (s) 52.5 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) 1508 650 2692 88 130 97 v/s Ratio Prot c0.32 0.02 c0.37 c0.05 v/s Ratio Perm 0.04 c0.02 0.00 v/c Ratio 0.73 0.07 0.47 0.36 0.64 0.00 Uniform Delay,dl 28.0 7.0 4.6 54.8 53.8 53.7 Progression Factor 1.00 0.42 1.02 1.00 1.00 1.00 Incremental Delay, d2 3.2 0.0 0.1 2.5 10.5 0.0 Delay(s) 31.2 3.0 4.8 57.3 64.3 53.8 Level of Service C A A E E D Approach Delay(s/veh) 31.2 4.8 62.4 53.8 Approach LOS C A E Intersection Summary HCM 2000 Control Delay(s/veh) 19.1 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.63 Actuated Cycle Length (s) 120.0 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 PM Peak-Hour Page 2 Timings 2028 Background AM 1: Redwing/Bay & Drake 02/11/2025 4�- 4N /00. 1 Lane Group EBT WBL WBT NBL NBR SBR 06 08 Lane Configurations fl. t14 Traffic Volume(vph) 972 54 1066 5 19 5 _ Future Volume(vph) 972 54 1066 5 19 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 i 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 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 Splits and Phases: 1: Redwing/Bay&Drake #1 1#1 #2 #1 #2 #1 #2 02 i 06 il- * --+ -+ 04(R) #1 #2 08(R) AM Peak-Hour Page 1 HCM Signalized Intersection Capacity Analysis 2028 Background AM 1: Redwing/Bay & Drake 02/11/2025 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj. t14 " r Traffic Volume(vph) 0 972 2 54 1066 16 5 0 19 0 0 5 Future Volume(vph) 0 972 2 54 1066 16 5 0 19 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 0.99 1.00 0.99 1.00 1.00 0.98 Flpb, ped/bikes 1.00 1.00 1.00 0.99 1.00 1.00 Frt 0.99 1.00 0.99 1.00 0.85 0.86 Fit Protected 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow(prot) 3454 1752 3379 1680 1723 1835 Flt Permitted 1.00 0.13 1.00 0.95 1.00 1.00 Satd. Flow(perm) 3454 252 3379 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 1117 2 62 1225 18 6 0 22 0 0 6 RTOR Reduction(vph) 0 0 0 0 1 0 0 0 0 0 0 6 Lane Group Flow(vph) 0 1119 0 62 1242 0 6 0 22 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) 49.7 91.1 91.1 5.9 5.3 5.9 Effective Green,g (s) 50.7 83.1 83.1 6.9 6.3 6.9 Actuated g/C Ratio 0.46 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) 1591 564 2552 105 98 115 v/s Ratio Prot c0.32 0.03 c0.37 0.01 v/s Ratio Perm 0.06 c0.00 0.00 v/c Ratio 0.70 0.10 0.48 0.05 0.22 0.00 Uniform Delay,dl 23.6 6.9 5.2 48.4 49.5 48.3 Progression Factor 1.00 0.53 0.88 1.00 1.00 1.00 Incremental Delay, d2 2.6 0.0 0.1 0.2 1.1 0.0 Delay(s) 26.2 3.7 4.7 48.7 50.6 48.3 Level of Service C A A D D D Approach Delay(s/veh) 26.2 4.6 50.2 48.3 Approach LOS C A D D Intersection Summary HCM 2000 Control Delay(s/veh) 15.1 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 51.1% ICU Level of Service A Analysis Period(min) 15 c Critical Lane Group AM Peak-Hour Page 2 Timings 2028 Background PM 1: Redwing/Bay & Drake 02/12/2025 Lane Group EBT WBL WBT NBL NBR SBR 06 08 Lane Configurations Traffic Volume(vph) 1158 51 1329 32 84 10 _ Future Volume(vph) 1158 51 1329 32 84 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 i 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 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 Splits and Phases: 1: Redwing/Bay&Drake #1 #1 #2 L4F #2 #1 #2 02 06 � .. . 04(R) #1 #2 08(R) PM Peak-Hour Page 1 HCM Signalized Intersection Capacity Analysis 2028 Background PM 1: Redwing/Bay & Drake 02/12/2025 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj. t 14 " r Traffic Volume(vph) 0 1158 11 51 1329 6 32 0 84 0 0 10 Future Volume(vph) 0 1158 11 51 1329 6 32 0 84 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 0.99 1.00 0.99 1.00 1.00 0.98 Flpb, ped/bikes 1.00 1.00 1.00 0.99 1.00 1.00 Frt 0.99 1.00 0.99 1.00 0.85 0.86 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 0.09 1.00 0.95 1.00 1.00 Satd. Flow(perm) 3449 173 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 1194 11 53 1370 6 33 0 87 0 0 10 RTOR Reduction(vph) 0 1 0 0 0 0 0 0 0 0 0 9 Lane Group Flow(vph) 0 1204 0 53 1376 0 33 0 87 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) 50.5 101.5 101.5 5.5 8.3 5.5 Effective Green,g (s) 51.5 93.5 93.5 6.5 9.3 6.5 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) 1480 632 2689 90 132 99 v/s Ratio Prot c0.35 0.03 c0.40 c0.05 v/s Ratio Perm T ' 0.04 c0.02 0.00 v/c Ratio 0.81 0.08 0.51 0.36 0.65 0.00 Uniform Delay,dl 30.0 8.5 4.8 54.7 53.8 53.6 Progression Factor 1.00 1.61 1.11 1.00 1.00 1.00 Incremental Delay, d2 5.0 0.0 0.1 2.5 11.2 0.0 Delay(s) 35.0 13.9 5.5 57.2 65.1 53.7 Level of Service D B A E E D Approach Delay(s/veh) 35.0 5.8 62.9 53.7 Approach LOS D A E D Intersection Summary HCM 2000 Control Delay(s/veh) 21.2 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.69 Actuated Cycle Length (s) 120.0 Sum of lost time(s) 26.0 Intersection Capacity Utilization 58.0% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group PM Peak-Hour Page 2 Timings 2028 Total AM 1: Redwing/Bay & Drake 02/11/2025 4�- 4N /00. 1 Lane Group EBT WBL WBT NBL NBR SBR 06 08 Lane Configurations fl. t14 Traffic Volume(vph) 986 54 1069 5 19 5 _ Future Volume(vph) 986 54 1069 5 19 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 i 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 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 Splits and Phases: 1: Redwing/Bay&Drake #1 1#1 #2 #1 #2 #1 #2 02 i 06 il- * --+ -+ 04(R) #1 #2 08(R) AM Peak-Hour Page 1 HCM Signalized Intersection Capacity Analysis 2028 Total AM 1: Redwing/Bay & Drake 02/11/2025 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj. t14 " r Traffic Volume(vph) 0 986 2 54 1069 16 5 0 19 0 0 5 Future Volume(vph) 0 986 2 54 1069 16 5 0 19 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 0.99 1.00 0.99 1.00 1.00 0.98 Flpb, ped/bikes 1.00 1.00 1.00 0.99 1.00 1.00 Frt 0.99 1.00 0.99 1.00 0.85 0.86 Fit Protected 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow(prot) 3454 1752 3379 1680 1723 1835 Flt Permitted 1.00 0.11 1.00 0.95 1.00 1.00 Satd. Flow(perm) 3454 212 3379 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 1133 2 62 1229 18 6 0 22 0 0 6 RTOR Reduction(vph) 0 0 0 0 1 0 0 0 0 0 0 6 Lane Group Flow(vph) 0 1135 0 62 1246 0 6 0 22 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) 46.1 91.1 91.1 5.9 5.3 5.9 Effective Green,g (s) 47.1 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) 1478 594 2552 105 98 115 v/s Ratio Prot c0.33 0.03 c0.37 0.01 v/s Ratio Perm 0.05 c0.00 0.00 v/c Ratio 0.76 0.10 0.48 0.05 0.22 0.00 Uniform Delay,dl 26.7 7.5 5.2 48.4 49.5 48.3 Progression Factor 1.00 0.83 0.78 1.00 1.00 1.00 Incremental Delay, d2 3.8 0.0 0.1 0.2 1.1 0.0 Delay(s) 30.6 6.3 4.2 48.7 50.6 48.3 Level of Service C A A D D D Approach Delay(s/veh) 30.6 4.3 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 0.63 Actuated Cycle Length (s) 110.0 Sum of lost time(s) 26.0 Intersection Capacity Utilization 51.1% ICU Level of Service A Analysis Period(min) 15 c Critical Lane Group AM Peak-Hour Page 2 Timings 2028 Total PM 1: Redwing/Bay & Drake 02/12/2025 Lane Group EBT WBL WBT NBL NBR SBR 06 08 Lane Configurations Traffic Volume(vph) 1173 51 1327 32 84 10 _ Future Volume(vph) 1173 51 1327 32 84 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 i 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 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 Splits and Phases: 1: Redwing/Bay&Drake #1 #1 #2 L4F #2 #1 #2 02 06 � .. . 04(R) #1 #2 08(R) PM Peak-Hour Page 1 HCM Signalized Intersection Capacity Analysis 2028 Total PM 1: Redwing/Bay & Drake 02/12/2025 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj. t 14 " r Traffic Volume(vph) 0 1173 11 51 1327 6 32 0 84 0 0 10 Future Volume(vph) 0 1173 11 51 1327 6 32 0 84 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 0.99 1.00 0.99 1.00 1.00 0.98 Flpb, ped/bikes 1.00 1.00 1.00 0.99 1.00 1.00 Frt 0.99 1.00 0.99 1.00 0.85 0.86 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 0.07 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 1209 11 53 1368 6 33 0 87 0 0 10 RTOR Reduction(vph) 0 1 0 0 0 0 0 0 0 0 0 9 Lane Group Flow(vph) 0 1219 0 53 1374 0 33 0 87 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) 44.7 101.5 101.5 5.5 8.3 5.5 Effective Green,g (s) 45.7 93.5 93.5 6.5 9.3 6.5 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) 1313 699 2689 90 132 99 v/s Ratio Prot c0.35 0.03 c0.40 c0.05 v/s Ratio Perm 0.03 c0.02 0.00 v/c Ratio 0.92 0.07 0.51 0.36 0.65 0.00 Uniform Delay,dl 35.5 9.6 4.8 54.7 53.8 53.6 Progression Factor 1.00 2.43 0.91 1.00 1.00 1.00 Incremental Delay, d2 12.7 0.0 0.1 2.5 11.2 0.0 Delay(s) 48.3 23.6 4.5 57.2 65.1 53.7 Level of Service D C A E E D Approach Delay(s/veh) 48.3 5.2 62.9 53.7 Approach LOS ® A E D Intersection Summary -low HCM 2000 Control Delay(s/veh) 26.9 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.72 Actuated Cycle Length (s) 120.0 Sum of lost time(s) 26.0 Intersection Capacity Utilization 58.0% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group PM Peak-Hour Page 2 Timings 2045 Background AM 1: Redwing/Bay & Drake 02/11/2025 4�- 4--- /00. 1 Lane Group EBT WBL WBT NBL NBR SBR 06 08 Lane Configurations Traffic Volume(vph) 1114 62 1223 6 21 6 _ Future Volume(vph) 1114 62 1223 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 i 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 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 Splits and Phases: 1: Redwing/Bay&Drake #1 1#1 #2 #1 #2 #1 #2 02 i 06 il- * --+ -+ 04(R) #1 #2 08(R) AM Peak-Hour Page 1 HCM Signalized Intersection Capacity Analysis 2045 Background AM 1: Redwing/Bay & Drake 02/11/2025 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj. t 14 %f r Traffic Volume(vph) 0 1114 2 62 1223 18 6 0 21 0 0 6 Future Volume(vph) 0 1114 2 62 1223 18 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 0.99 1.00 0.99 1.00 1.00 0.98 Flpb, ped/bikes 1.00 1.00 1.00 0.99 1.00 1.00 Frt 0.99 1.00 0.99 1.00 0.85 0.86 Fit Protected 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow(prot) 3454 1752 3379 1680 1723 1835 Flt Permitted 1.00 0.10 1.00 0.95 1.00 1.00 Satd. Flow(perm) 3454 188 3379 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 1211 2 67 1329 20 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 1213 0 67 1348 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) 48.2 91.1 91.1 5.9 5.4 5.9 Effective Green,g (s) 49.2 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) 1544 552 2552 105 100 115 v/s Ratio Prot c0.35 0.03 c0.40 0.01 v/s Ratio Perm 0.06 c0.00 0.00 v/c Ratio 0.78 0.12 0.52 0.06 0.23 0.00 Uniform Delay,dl 25.9 8.4 5.4 48.5 49.4 48.3 Progression Factor 1.00 2.63 0.99 1.00 1.00 1.00 Incremental Delay, d2 4.0 0.0 0.1 0.2 1.1 0.0 Delay(s) 30.0 22.2 5.6 48.7 50.6 48.3 Level of Service C C A D D D Approach Delay(s/veh) 30.0 6.4 50.1 48.3 Approach LOS C A D Intersection Summary HCM 2000 Control Delay(s/veh) 17.8 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.66 Actuated Cycle Length (s) 110.0 Sum of lost time(s) 26.0 Intersection Capacity Utilization 55.5% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group AM Peak-Hour Page 2 Timings 2045 Background PM 1: Redwing/Bay & Drake 02/12/2025 ` ~ 4N /00. 1 Lane Group EBT WBL WBT NBL NBR SBR 06 08 Lane Configurations Traffic Volume(vph) 1324 58 1522 37 96 12 _ Future Volume(vph) 1324 58 1522 37 96 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 i 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 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 Splits and Phases: 1: Redwing/Bay&Drake #1 #1 #2 L4F #2 #1 #2 02 06 � .. . 04(R) #1 #2 08(R) PM Peak-Hour Page 1 HCM Signalized Intersection Capacity Analysis 2045 Background PM 1: Redwing/Bay & Drake 02/12/2025 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj. t 14 " r Traffic Volume(vph) 0 1324 13 58 1522 7 37 0 96 0 0 12 Future Volume(vph) 0 1324 13 58 1522 7 37 0 96 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 0.99 1.00 0.99 1.00 1.00 0.98 Flpb, ped/bikes 1.00 1.00 1.00 0.99 1.00 1.00 Frt 0.99 1.00 0.99 1.00 0.85 0.86 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 0.07 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 1439 14 63 1654 8 40 0 104 0 0 13 RTOR Reduction(vph) 0 1 0 0 0 0 0 0 0 0 0 12 Lane Group Flow(vph) 0 1452 0 63 1662 0 40 0 104 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) 46.4 99.7 99.7 7.3 8.2 7.3 Effective Green,g (s) 47.4 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) 1362 648 2637 115 130 126 v/s Ratio Prot c0.42 0.03 c0.48 0.06 v/s Ratio Perm 0.04 c0.02 0.00 v/c Ratio 1.06 0.09 0.63 0.34 0.80 0.00 Uniform Delay,dl 36.3 13.5 6.4 53.2 54.4 52.0 Progression Factor 1.00 5.54 1.66 1.00 1.00 1.00 Incremental Delay, d2 44.2 0.0 0.4 1.8 28.5 0.0 Delay(s) 80.5 75.2 11.1 55.0 83.0 52.0 Level of Service F E B E F D Approach Delay(s/veh) 80.5 13.4 75.3 52.0 Approach LOS F B E D Intersection Summary HCM 2000 Control Delay(s/veh) 45.5 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 63.4% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group PM Peak-Hour Page 2 Timings 2045 Total AM 1: Redwing/Bay & Drake 02/11/2025 4�- /00. 1 Lane Group EBT WBL WBT NBL NBR SBR 06 08 Lane Configurations Traffic Volume(vph) 1128 62 1226 6 21 6 _ Future Volume(vph) 1128 62 1226 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 i 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 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 Splits and Phases: 1: Redwing/Bay&Drake #1 1#1 #2 #1 #2 #1 #2 02 i 06 il- * --+ -+ 04(R) #1 #2 08(R) AM Peak-Hour Page 1 HCM Signalized Intersection Capacity Analysis 2045 Total AM 1: Redwing/Bay & Drake 02/11/2025 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj. t 14 %f r Traffic Volume(vph) 0 1128 2 62 1226 18 6 0 21 0 0 6 Future Volume(vph) 0 1128 2 62 1226 18 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 0.99 1.00 0.99 1.00 1.00 0.98 Flpb, ped/bikes 1.00 1.00 1.00 0.99 1.00 1.00 Frt 0.99 1.00 0.99 1.00 0.85 0.86 Fit Protected 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow(prot) 3454 1752 3379 1680 1723 1835 Flt Permitted 1.00 0.07 1.00 0.95 1.00 1.00 Satd. Flow(perm) 3454 147 3379 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 1226 2 67 1333 20 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 1228 0 67 1352 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) 44.7 91.1 91.1 5.9 5.4 5.9 Effective Green,g (s) 45.7 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) 1434 583 2552 105 100 115 v/s Ratio Prot c0.36 0.03 c0.40 0.01 v/s Ratio Perm 0.05 c0.00 0.00 v/c Ratio 0.85 0.11 0.52 0.06 0.23 0.00 Uniform Delay,dl 29.1 9.3 5.4 48.5 49.4 48.3 Progression Factor 1.00 3.72 0.84 1.00 1.00 1.00 Incremental Delay, d2 6.7 0.0 0.1 0.2 1.1 0.0 Delay(s) 35.9 34.7 4.8 48.7 50.6 48.3 Level of Service D C A D D D Approach Delay(s/veh) 35.9 6.2 50.1 48.3 Approach LOS D A D Intersection Summary HCM 2000 Control Delay(s/veh) 20.4 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.69 Actuated Cycle Length (s) 110.0 Sum of lost time(s) 26.0 Intersection Capacity Utilization 55.5% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group AM Peak-Hour Page 2 Timings 2045 Total PM 1: Redwing/Bay & Drake 02/12/2025 ` ~ /00. 1 Lane Group EBT WBL WBT NBL NBR SBR 06 08 Lane Configurations Traffic Volume(vph) 1339 58 1520 37 96 12 _ Future Volume(vph) 1339 58 1520 37 96 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 i Minimum Initial(s) 4.0 4.0 1.0 4.0 4.0 4.0 Minimum Split(s) 23.0 33.0 7.0 33.0 30.0 25.0 Total Split(s) 58.0 28.0 10.0 28.0 24.0 68.0 Total Split(%) 48.3% 23.3% 8.3% 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 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: 135 Control Type:Actuated-Coordinated Splits and Phases: 1: Redwing/Bay&Drake #1 #1 #2 #1 # #1 #2 02 06 ♦1 �'�3 04(R) #1 #2 08(R) PM Peak-Hour Page 1 HCM Signalized Intersection Capacity Analysis 2045 Total PM 1: Redwing/Bay & Drake 02/12/2025 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj. T14 " r Traffic Volume(vph) 0 1339 13 58 1520 7 37 0 96 0 0 12 Future Volume(vph) 0 1339 13 58 1520 7 37 0 96 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 0.99 1.00 0.99 1.00 0.93 0.98 Flpb, ped/bikes 1.00 1.00 1.00 0.99 1.00 1.00 Frt 0.99 1.00 0.99 1.00 0.85 0.86 Fit Protected 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow(prot) 3449 1787 3452 1663 1599 1835 Flt Permitted 1.00 0.07 1.00 0.95 1.00 1.00 Satd. Flow(perm) 3449 139 3452 1663 1599 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 1455 14 63 1652 8 40 0 104 0 0 13 RTOR Reduction(vph) 0 1 0 0 0 0 0 0 0 0 0 12 Lane Group Flow(vph) 0 1468 0 63 1660 0 40 0 104 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) 48.2 99.7 99.7 7.3 52.2 7.3 Effective Green,g (s) 49.2 91.7 91.7 8.3 54.2 8.3 Actuated g/C Ratio 0.41 0.76 0.76 0.07 0.45 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) 1414 621 2637 115 788 126 v/s Ratio Prot c0.43 0.03 c0.48 0.01 v/s Ratio Perm = 7 0.05 c0.02 0.06 0.00 v/c Ratio 1.03 0.10 0.62 0.34 0.13 0.00 Uniform Delay,dl 35.4 14.3 6.4 53.2 19.1 52.0 Progression Factor 1.00 5.44 1.04 1.00 1.00 1.00 Incremental Delay, d2 34.5 0.0 0.4 1.8 0.0 0.0 Delay(s) 69.9 78.0 7.1 55.0 19.2 52.0 Level of Service E E A E B D Approach Delay(s/veh) 69.9 9.6 29.2 52.0 Approach LOS E A C D Intersection Summary HCM 2000 Control Delay(s/veh) 37.1 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.84 Actuated Cycle Length (s) 120.0 Sum of lost time(s) 26.0 Intersection Capacity Utilization 63.3% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group PM Peak-Hour Page 2 Timings 2024 Adjusted Existing AM 2: McClelland/Max BRT & Drake 02/11/2025 1- *\ 1 �' 1 Lane Group EBT WBL WBT NBL NBT NBR SBT 02 Lane Configurations tT W r t Traffic Volume(vph) 860 15 994 69 4 41 3 _ Future Volume(vph) 860 15 994 69 4 41 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 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 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 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 Splits and Phases: 2:McClelland/Max BRT&Drake #1 1#1 #2 #1 #2 #1 #2 02 i 06 il- � .. 04(R) #1 #2 08(R) AM Peak-Hour Pagel HCM Signalized Intersection Capacity Analysis 2024 Adjusted Existing AM 2: McClelland/Max BRT & Drake 02/11/2025 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj. ) ttt T %f T Traffic Volume(vph) 0 860 75 15 994 0 69 4 41 0 3 0 Future Volume(vph) 0 860 75 15 994 0 69 4 41 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 0.99 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 0.98 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 0.15 1.00 0.75 1.00 1.00 1.00 Satd. Flow(perm) 3405 269 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 1000 87 17 1156 0 80 5 48 0 13 0 RTOR Reduction(vph) 0 5 0 0 0 0 0 0 39 0 0 0 Lane Group Flow(vph) 0 1082 0 17 1156 0 80 5 9 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) 50.7 62.2 62.2 18.9 18.9 18.9 18.9 Effective Green,g (s) 51.7 63.2 63.2 19.9 19.9 19.9 19.9 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) 1600 238 2796 241 330 272 171 v/s Ratio Prot c0.32 0.00 c0.24 0.00 0.00 v/s Ratio Perm 0.04 c0.06 0.01 v/c Ratio 0.67 0.07 0.41 0.33 0.01 0.03 0.01 Uniform Delay,dl 22.6 12.8 13.0 39.2 37.0 37.1 37.0 Progression Factor 0.11 1.60 1.59 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.8 0.0 0.3 0.8 0.0 0.0 0.0 Delay(s) 4.3 20.6 21.2 40.0 37.0 37.1 37.0 Level of Service A C C D D D D Approach Delay(s/veh) 4.3 21.2 38.9 37.0 Approach LOS C D D Intersection Summary -4mr- HCM 2000 Control Delay(s/veh) 14.6 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.54 Actuated Cycle Length (s) 110.0 Sum of lost time(s) 26.0 Intersection Capacity Utilization 52.0% ICU Level of Service A Analysis Period(min) 15 c Critical Lane Group AM Peak-Hour Page 2 Timings 2024 Adjusted Existing PM 2: McClelland/Max BRT & Drake 02/12/2025 Lane Group EBT WBL WBT NBL NBT NBR SBT 02 Lane Configurations fl. W r t Traffic Volume(vph) 1033 44 1156 131 8 100 6 _ Future Volume(vph) 1033 44 1156 131 8 100 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 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 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 Splits and Phases: 2:McClelland/Max BRT&Drake #1 #1 #2 L #2 #1 #2 02 06 . 04(R) #1 #2 08(R) PM Peak-Hour Pagel HCM Signalized Intersection Capacity Analysis 2024 Adjusted Existing PM 2: McClelland/Max BRT & Drake 02/12/2025 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj. ) ttt T %f T Traffic Volume(vph) 0 1033 114 44 1156 0 131 8 100 0 6 0 Future Volume(vph) 0 1033 114 44 1156 0 131 8 100 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 0.99 1.00 1.00 1.00 1.00 0.95 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.98 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 0.09 1.00 0.75 1.00 1.00 1.00 Satd. Flow(perm) 3390 181 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 1076 119 46 1204 0 136 8 104 0 6 0 RTOR Reduction(vph) 0 6 0 0 0 0 0 0 81 0 0 0 Lane Group Flow(vph) 0 1189 0 46 1204 0 136 8 23 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) 51.5 65.7 65.7 25.9 25.9 25.9 25.9 Effective Green,g (s) 52.5 66.7 66.7 26.9 26.9 26.9 26.9 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) 1483 219 2759 301 358 336 184 v/s Ratio Prot c0.35 0.02 c0.24 0.01 0.01 v/s Ratio Perm 0.10 c0.10 0.02 v/c Ratio 0.80 0.21 0.43 0.45 0.02 0.06 0.03 Uniform Delay,dl 29.2 17.3 15.6 40.1 36.2 36.6 36.3 Progression Factor 0.12 0.87 0.82 1.00 1.00 1.00 1.00 Incremental Delay, d2 3.3 0.3 0.3 1.0 0.0 0.0 0.0 Delay(s) 6.9 15.5 13.2 41.2 36.3 36.7 36.4 Level of Service A B B D D D D Approach Delay(s/veh) 6.9 13.3 39.2 36.4 Approach LOS A B D Intersection Summary HCM 2000 Control Delay(s/veh) 12.9 HCM 2000 Level of Service B - HCM 2000 Volume to Capacity ratio 0.63 Actuated Cycle Length (s) 120.0 Sum of lost time(s) 26.0 Intersection Capacity Utilization 65.1% ICU Level of Service C Analysis Period(min) 15 c Critical Lane Group PM Peak-Hour Page 2 Timings 2028 Background AM 2: McClelland/Max BRT & Drake 02/11/2025 '\ 1 Lane Group EBT WBL WBT NBL NBT NBR SBT 02 Lane Configurations tj. W r t Traffic Volume(vph) 915 21 1049 71 4 49 3 _ Future Volume(vph) 915 21 1049 71 4 49 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 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 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 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 Splits and Phases: 2:McClelland/Max BRT&Drake #1 1#1 #2 #1 #2 #1 #2 02 i 06 il- � .. 04(R) #1 #2 08(R) AM Peak-Hour Pagel HCM Signalized Intersection Capacity Analysis 2028 Background AM 2: McClelland/Max BRT & Drake 02/11/2025 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj. ) ttt T %f T Traffic Volume(vph) 0 915 78 21 1049 0 71 4 49 0 3 0 Future Volume(vph) 0 915 78 21 1049 0 71 4 49 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 0.99 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 0.98 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 0.12 1.00 0.75 1.00 1.00 1.00 Satd. Flow(perm) 3404 224 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 1064 91 24 1220 0 83 5 57 0 13 0 RTOR Reduction(vph) 0 5 0 0 0 0 0 0 46 0 0 0 Lane Group Flow(vph) 0 1150 0 24 1220 0 83 5 11 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) 49.7 61.0 61.0 20.1 20.1 20.1 20.1 Effective Green,g (s) 50.7 62.0 62.0 21.1 21.1 21.1 21.1 Actuated g/C Ratio 0.46 0.56 0.56 0.19 0.19 0.19 0.19 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) 1568 210 2743 256 350 289 182 v/s Ratio Prot c0.34 0.01 c0.25 0.00 0.00 v/s Ratio Perm _ _ 0.06 c0.06 0.01 _ v/c Ratio 0.73 0.11 0.44 0.32 0.01 0.03 0.01 Uniform Delay,dl 24.1 14.1 13.9 38.3 36.0 36.1 36.0 Progression Factor 0.13 1.55 1.56 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.3 0.1 0.3 0.7 0.0 0.0 0.0 Delay(s) 5.5 22.2 22.2 39.0 36.0 36.2 36.0 Level of Service A C C D D D D Approach Delay(s/veh) 5.5 22.2 37.8 36.0 Approach LOS A C D Intersection Summary HCM 2000 Control Delay(s/veh) 15.6 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 53.7% ICU Level of Service A Analysis Period(min) 15 c Critical Lane Group AM Peak-Hour Page 2 Timings 2028 Background PM 2: McClelland/Max BRT & Drake 02/12/2025 Lane Group EBT WBL WBT NBL NBT NBR SBT 02 Lane Configurations fl. W r t Traffic Volume(vph) 1122 58 1249 135 8 117 6 _ Future Volume(vph) 1122 58 1249 135 8 117 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 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 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 Splits and Phases: 2:McClelland/Max BRT&Drake #1 #1 #2 L4F #2 #1 #2 02 06 � .. . 04(R) #1 #2 08(R) PM Peak-Hour Pagel HCM Signalized Intersection Capacity Analysis 2028 Background PM 2: McClelland/Max BRT & Drake 02/12/2025 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj, ) ttt T %f T Traffic Volume(vph) 0 1122 118 58 1249 0 135 8 117 0 6 0 Future Volume(vph) 0 1122 118 58 1249 0 135 8 117 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 0.99 1.00 1.00 1.00 1.00 0.95 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.98 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 129 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 123 60 1301 0 141 8 122 0 6 0 RTOR Reduction(vph) 0 6 0 0 0 0 0 0 94 0 0 0 Lane Group Flow(vph) 0 1286 0 60 1301 0 141 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) 50.5 64.8 64.8 26.7 26.7 26.7 26.7 Effective Green,g (s) 51.5 65.8 65.8 27.7 27.7 27.7 27.7 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) 1456 194 2721 310 369 346 189 v/s Ratio Prot c0.38 0.02 c0.26 0.01 0.01 v/s Ratio Perm 0.15 c0.10 0.02 v/c Ratio 0.88 0.30 0.47 0.45 0.02 0.08 0.03 Uniform Delay,dl 31.4 19.9 16.5 39.6 35.6 36.1 35.7 Progression Factor 0.12 1.16 0.90 1.00 1.00 1.00 1.00 Incremental Delay, d2 5.1 0.7 0.5 1.0 0.0 0.1 0.0 Delay(s) 9.2 24.0 15.6 40.7 35.6 36.2 35.8 Level of Service A C B D D D D Approach Delay(s/veh) 9.2 15.9 38.5 35.8 Approach LOS A B D Intersection Summary HCM 2000 Control Delay(s/veh) 15.1 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.68 Actuated Cycle Length (s) 120.0 Sum of lost time(s) 26.0 Intersection Capacity Utilization 71.0% ICU Level of Service C Analysis Period(min) 15 c Critical Lane Group PM Peak-Hour Page 2 Timings 2028 Total AM 2: McClelland/Max BRT & Drake 02/11/2025 *\ t 1 Lane Group EBT WBL WBT NBL NBT NBR SBT 02 Lane Configurations tj. W r t Traffic Volume(vph) 929 21 989 134 4 65 3 _ Future Volume(vph) 929 21 989 134 4 65 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 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 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 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 Splits and Phases: 2:McClelland/Max BRT&Drake #1 1#1 #2 #1 #2 #1 #2 02 i 06 il- � .. 04(R) #1 #2 08(R) AM Peak-Hour Pagel HCM Signalized Intersection Capacity Analysis 2028 Total AM 2: McClelland/Max BRT & Drake 02/11/2025 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj. ) ttt T �f T Traffic Volume(vph) 0 929 78 21 989 0 134 4 65 0 3 0 Future Volume(vph) 0 929 78 21 989 0 134 4 65 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 0.99 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 0.98 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 0.10 1.00 0.75 1.00 1.00 1.00 Satd. Flow(perm) 3405 185 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 1080 91 24 1150 0 156 5 76 0 13 0 RTOR Reduction(vph) 0 5 0 0 0 0 0 0 59 0 0 0 Lane Group Flow(vph) 0 1166 0 24 1150 0 156 5 17 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) 46.1 57.4 57.4 23.7 23.7 23.7 23.7 Effective Green,g (s) 47.1 58.4 58.4 24.7 24.7 24.7 24.7 Actuated g/C Ratio 0.43 0.53 0.53 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) 1457 184 2584 299 410 338 213 v/s Ratio Prot c0.34 0.01 c0.24 0.00 0.00 v/s Ratio Perm _ _ 0.06 c0.12 0.01 _ v/c Ratio 0.80 0.13 0.44 0.52 0.01 0.05 0.01 Uniform Delay,dl 27.3 16.5 15.8 37.4 33.1 33.4 33.1 Progression Factor 0.12 1.49 1.48 1.00 1.00 1.00 1.00 Incremental Delay, d2 3.3 0.2 0.4 1.6 0.0 0.0 0.0 Delay(s) 6.6 24.9 23.9 39.1 33.1 33.5 33.2 Level of Service A C C D C C C Approach Delay(s/veh) 6.6 24.0 37.1 33.2 Approach LOS A C C Intersection Summary IMF HCM 2000 Control Delay(s/veh) 17.4 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 56.7% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group AM Peak-Hour Page 2 Timings 2028 Total PM 2: McClelland/Max BRT & Drake 02/12/2025 Lane Group EBT WBL WBT NBL NBT NBR SBT 02 Lane Configurations fl. W r t Traffic Volume(vph) 1137 58 1200 182 8 130 6 _ Future Volume(vph) 1137 58 1200 182 8 130 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 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 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 Splits and Phases: 2:McClelland/Max BRT&Drake #1 #1 #2 L4F #2 #1 #2 02 06 � .. . 04(R) #1 #2 08(R) PM Peak-Hour Pagel HCM Signalized Intersection Capacity Analysis 2028 Total PM 2: McClelland/Max BRT & Drake 02/12/2025 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj. ) ttt T %f T Traffic Volume(vph) 0 1137 118 58 1200 0 182 8 130 0 6 0 Future Volume(vph) 0 1137 118 58 1200 0 182 8 130 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 0.99 1.00 1.00 1.00 1.00 0.95 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.98 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 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 1184 123 60 1250 0 190 8 135 0 6 0 RTOR Reduction(vph) 0 7 0 0 0 0 0 0 97 0 0 0 Lane Group Flow(vph) 0 1300 0 60 1250 0 190 8 38 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) 44.7 59.0 59.0 32.5 32.5 32.5 32.5 Effective Green,g (s) 45.7 60.0 60.0 33.5 33.5 33.5 33.5 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) 1292 194 2482 375 446 419 229 v/s Ratio Prot c0.38 0.02 c0.25 0.01 0.01 v/s Ratio Perm 0.13 c0.14 0.03 v/c Ratio 1.00 0.30 0.50 0.50 0.01 0.08 0.02 Uniform Delay,dl 37.1 23.7 20.0 36.3 31.3 31.9 31.4 Progression Factor 0.12 0.95 0.70 1.00 1.00 1.00 1.00 Incremental Delay, d2 18.5 0.7 0.6 1.0 0.0 0.0 0.0 Delay(s) 23.1 23.5 14.7 37.3 31.3 32.0 31.4 Level of Service C C B D C C C Approach Delay(s/veh) 23.1 15.1 35.0 31.4 Approach LOS B D Intersection Summary HCM 2000 Control Delay(s/veh) 21.0 HCM 2000 Level of Service C - HCM 2000 Volume to Capacity ratio 0.73 Actuated Cycle Length (s) 120.0 Sum of lost time(s) 26.0 Intersection Capacity Utilization 73.6% ICU Level of Service D Analysis Period(min) 15 c Critical Lane Group PM Peak-Hour Page 2 Timings 2045 Background AM 2: McClelland/Max BRT & Drake 02/11/2025 \ t 1 Lane Group EBT WBL WBT NBL NBT NBR SBT 02 Lane Configurations tT ttt r t Traffic Volume(vph) 1049 23 1204 82 5 56 4 _ Future Volume(vph) 1049 23 1204 82 5 56 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 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 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 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 Splits and Phases: 2:McClelland/Max BRT&Drake #1 1#1 #2 #1 #2 #1 #2 02 i 06 il- � .. 04(R) #1 #2 08(R) AM Peak-Hour Pagel HCM Signalized Intersection Capacity Analysis 2045 Background AM 2: McClelland/Max BRT & Drake 02/11/2025 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj. ) ttt T %f T Traffic Volume(vph) 0 1049 89 23 1204 0 82 5 56 0 4 0 Future Volume(vph) 0 1049 89 23 1204 0 82 5 56 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 0.99 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 0.98 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 0.09 1.00 0.75 1.00 1.00 1.00 Satd. Flow(perm) 3404 169 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 1140 97 25 1309 0 89 5 61 0 4 0 RTOR Reduction(vph) 0 5 0 0 0 0 0 0 49 0 0 0 Lane Group Flow(vph) 0 1232 0 25 1309 0 89 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) 48.2 59.6 59.6 21.5 21.5 21.5 21.5 Effective Green,g (s) 49.2 60.6 60.6 22.5 22.5 22.5 22.5 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) 1522 181 2681 272 373 308 194 v/s Ratio Prot c0.36 0.01 c0.27 0.00 0.00 v/s Ratio Perm 0.07 c0.07 0.01 v/c Ratio 0.80 0.13 0.48 0.32 0.01 0.04 0.02 Uniform Delay,dl 26.3 16.0 15.1 37.2 34.8 35.0 34.9 Progression Factor 0.12 1.55 1.56 1.00 1.00 1.00 1.00 Incremental Delay, d2 3.2 0.2 0.4 0.7 0.0 0.0 0.0 Delay(s) 6.6 25.1 24.1 38.0 34.9 35.1 34.9 Level of Service A C C D C D C Approach Delay(s/veh) 6.6 24.1 36.7 34.9 Approach LOS A C D Intersection Summary HCM 2000 Control Delay(s/veh) 17.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.61 Actuated Cycle Length (s) 110.0 Sum of lost time(s) 26.0 Intersection Capacity Utilization 58.2% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group AM Peak-Hour Page 2 Timings 2045 Background PM 2: McClelland/Max BRT & Drake 02/12/2025 Lane Group EBT WBL WBT NBL NBT NBR SBT 02 Lane Configurations fl. W r t Traffic Volume(vph) 1283 65 1429 156 10 133 7 _ Future Volume(vph) 1283 65 1429 156 10 133 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 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 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 Splits and Phases: 2:McClelland/Max BRT&Drake #1 #1 #2 L4F #2 #1 #2 02 06 � .. . 04(R) #1 #2 08(R) PM Peak-Hour Pagel HCM Signalized Intersection Capacity Analysis 2045 Background PM 2: McClelland/Max BRT & Drake 02/12/2025 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj. ) ttt T �f T Traffic Volume(vph) 0 1283 136 65 1429 0 156 10 133 0 7 0 Future Volume(vph) 0 1283 136 65 1429 0 156 10 133 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 0.99 1.00 1.00 1.00 1.00 0.95 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.98 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 139 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 1336 142 68 1489 0 162 11 139 0 7 0 RTOR Reduction(vph) 0 7 0 0 0 0 0 0 104 0 0 0 Lane Group Flow(vph) 0 1471 0 68 1489 0 163 11 35 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) 46.4 60.6 60.6 29.1 29.1 29.1 29.1 Effective Green,g (s) 47.4 61.6 61.6 30.1 30.1 30.1 30.1 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) 1340 193 2548 336 401 377 206 v/s Ratio Prot c0.43 0.03 c0.30 0.01 0.01 v/s Ratio Perm IOU l 0.15 c0.12 0.02 v/c Ratio 1.09 0.35 0.58 0.48 0.02 0.09 0.03 Uniform Delay,dl 36.3 24.9 20.3 38.3 33.9 34.4 33.9 Progression Factor 0.14 1.48 1.33 1.00 1.00 1.00 1.00 Incremental Delay, d2 45.4 0.9 0.8 1.1 0.0 0.1 0.0 Delay(s) 50.5 37.9 27.9 39.4 33.9 34.5 34.0 Level of Service D D C D C C C Approach Delay(s/veh) 50.5 28.3 37.0 34.0 Approach LOS D C D Intersection Summary HCM 2000 Control Delay(s/veh) 39.0 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.78 Actuated Cycle Length (s) 120.0 Sum of lost time(s) 26.0 Intersection Capacity Utilization 77.1% ICU Level of Service D Analysis Period(min) 15 c Critical Lane Group PM Peak-Hour Page 2 Timings 2045 Total AM 2: McClelland/Max BRT & Drake 02/11/2025 *\ t 1 Lane Group EBT WBL WBT NBL NBT NBR SBT 02 Lane Configurations fl. ttt t r t Traffic Volume(vph) 1063 23 1144 145 5 72 4 _ Future Volume(vph) 1063 23 1144 145 5 72 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 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 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 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 Splits and Phases: 2:McClelland/Max BRT&Drake #1 1#1 #2 #1 #2 #1 #2 02 i 06 il- � .. 04(R) #1 #2 08(R) AM Peak-Hour Pagel HCM Signalized Intersection Capacity Analysis 2045 Total AM 2: McClelland/Max BRT & Drake 02/11/2025 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj. ) ttt T %f T Traffic Volume(vph) 0 1063 89 23 1144 0 145 5 72 0 4 0 Future Volume(vph) 0 1063 89 23 1144 0 145 5 72 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 0.99 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 0.98 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 0.07 1.00 0.75 1.00 1.00 1.00 Satd. Flow(perm) 3405 141 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 1155 97 25 1243 0 158 5 78 0 4 0 RTOR Reduction(vph) 0 5 0 0 0 0 0 0 60 0 0 0 Lane Group Flow(vph) 0 1247 0 25 1243 0 158 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) 44.7 56.1 56.1 25.0 25.0 25.0 25.0 Effective Green,g (s) 45.7 57.1 57.1 26.0 26.0 26.0 26.0 Actuated g/C Ratio 0.42 0.52 0.52 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) 1414 163 2526 315 431 356 224 v/s Ratio Prot c0.37 0.01 c0.26 0.00 0.00 v/s Ratio Perm 0.07 c0.12 0.01 v/c Ratio 0.88 0.15 0.49 0.50 0.01 0.05 0.01 Uniform Delay,dl 29.6 18.5 17.0 36.3 32.1 32.4 32.2 Progression Factor 0.10 1.55 1.52 1.00 1.00 1.00 1.00 Incremental Delay, d2 5.2 0.3 0.5 1.2 0.0 0.0 0.0 Delay(s) 8.3 29.2 26.5 37.6 32.1 32.5 32.2 Level of Service A C C D C C C Approach Delay(s/veh) 8.3 26.5 35.8 32.2 Approach LOS I C D C Intersection Summary _91mr- HCM 2000 Control Delay(s/veh) 19.2 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.69 Actuated Cycle Length (s) 110.0 Sum of lost time(s) 26.0 Intersection Capacity Utilization 61.2% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group AM Peak-Hour Page 2 Timings 2045 Total PM 2: McClelland/Max BRT & Drake 02/12/2025 4N t 1 Lane Group EBT WBL WBT NBL NBT NBR SBT 02 Lane Configurations fl. ttt r t Traffic Volume(vph) 1298 65 1380 203 10 146 7 _ Future Volume(vph) 1298 65 1380 203 10 146 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 7.0 25.0 30.0 30.0 30.0 30.0 33.0 Total Split(s) 58.0 10.0 68.0 24.0 24.0 24.0 24.0 28.0 Total Split(%) 48.3% 8.3% 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 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: 135 Control Type:Actuated-Coordinated Splits and Phases: 2:McClelland/Max BRT&Drake #1 #1 #2 #1 # #1 #2 02 06 ♦1 �'�3 04(R) #1 #2 08(R) PM Peak-Hour Pagel HCM Signalized Intersection Capacity Analysis 2045 Total PM 2: McClelland/Max BRT & Drake 02/12/2025 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tj. ) ttt T �f T Traffic Volume(vph) 0 1298 136 65 1380 0 203 10 146 0 7 0 Future Volume(vph) 0 1298 136 65 1380 0 203 10 146 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 0.99 1.00 1.00 1.00 1.00 0.95 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.98 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 134 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 1352 142 68 1438 0 211 10 152 0 7 0 RTOR Reduction(vph) 0 6 0 0 0 0 0 0 111 0 0 0 Lane Group Flow(vph) 0 1488 0 68 1438 0 211 10 41 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) 48.2 58.2 58.2 31.5 31.5 31.5 31.5 Effective Green,g (s) 49.2 59.2 59.2 32.5 32.5 32.5 32.5 Actuated g/C Ratio 0.41 0.49 0.49 0.27 0.27 0.27 0.27 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) 1391 132 2448 363 433 407 222 v/s Ratio Prot c0.44 0.02 c0.29 0.01 0.01 v/s Ratio Perm = 0.23 c0.16 0.03 v/c Ratio 1.06 0.51 0.58 0.58 0.02 0.10 0.03 Uniform Delay,dl 35.4 26.9 21.6 37.8 32.1 32.7 32.1 Progression Factor 0.09 1.15 0.84 1.00 1.00 1.00 1.00 Incremental Delay, d2 36.3 2.7 0.8 2.3 0.0 0.1 0.0 Delay(s) 39.7 33.7 19.1 40.2 32.1 32.9 32.2 Level of Service D C B D C C C Approach Delay(s/veh) 39.7 19.8 37.0 32.2 Approach LOS 0 B D C Intersection Summary -IMF- HCM 2000 Control Delay(s/veh) 30.6 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.81 Actuated Cycle Length (s) 120.0 Sum of lost time(s) 26.0 Intersection Capacity Utilization 80.1% ICU Level of Service D Analysis Period(min) 15 c Critical Lane Group PM Peak-Hour Page 2 Timings 2024 Adjusted Existing AM 3: College (US 287) & Drake 02/11/2025 Lane Group 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(vph) 164 491 134 117 605 202 170 1011 81 100 846 198 Future Volume(vph) 164 491 134 117 605 202 170 1011 81 100 846 198 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 44.0 44.0 15.0 42.0 42.0 Total Split(%) 16.4% 35.5% 35.5% 10.9% 30.0% 30.0% 15.5% 40.0% 40.0% 13.6% 38.2% 38.2% 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 Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset:21 (19%), Referenced to phase 2:SBT and 6:NBT,Start of Yellow Natural Cycle: 100 Control Type:Actuated-Coordinated Splits and Phases: 3:College(US 287)&Drake 01 � 02(R) , � 03 � 04 1 06(R) , 05 � 07 t 08 AM Peak-Hour Page 1 HCM 7th Signalized Intersection Summary 2024 Adjusted Existing AM 3: College (US 287) & Drake 02/11/2025 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) 164 491 134 117 605 202 170 1011 81 100 846 198 Future Volume(veh/h) 164 491 134 117 605 202 170 1011 81 100 846 198 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 191 571 156 136 703 235 198 1176 94 116 984 230 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 276 974 433 304 828 363 295 1787 576 404 1971 611 Arrive On Green 0.21 0.55 0.55 0.02 0.08 0.08 0.03 0.12 0.12 0.23 0.77 0.77 Sat Flow,veh/h 1781 3554 1582 1753 3497 1534 3456 5106 1646 3456 5106 1583 Grp Volume(v),vehlh 191 571 156 136 703 235 198 1176 94 116 984 230 Grp Sat Flow(s),vehlh/In 1781 1777 1582 1753 1749 1534 1728 1702 1646 1728 1702 1583 Q Serve(g_s),s 8.5 11.8 4.1 6.4 21.8 16.4 6.2 24.3 3.8 3.0 7.9 5.1 Cycle Q Clear(g_c),s 8.5 11.8 4.1 6.4 21.8 16.4 6.2 24.3 3.8 3.0 7.9 5.1 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 276 974 433 304 828 363 295 1787 576 404 1971 611 V/C Ratio(X) 0.69 0.59 0.36 0.45 0.85 0.65 0.67 0.66 0.16 0.29 0.50 0.38 Avail Cap(c_a),veh/h 307 1082 482 304 874 384 377 1787 576 404 1971 611 HCM Platoon Ratio 2.00 2.00 2.00 0.33 0.33 0.33 0.33 0.33 0.33 2.00 2.00 2.00 Upstream Filter(I) 0.76 0.76 0.76 0.94 0.94 0.94 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay(d),s/veh 25.3 20.7 8.9 30.5 48.8 46.2 51.9 42.3 15.3 38.4 8.6 8.3 Incr Delay(d2),s/veh 4.4 0.5 0.4 1.0 7.2 3.3 3.1 1.9 0.6 0.4 0.9 1.8 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 3.4 3.8 2.0 2.9 11.0 7.0 2.9 11.3 2.3 1.2 2.2 1.7 Unsig. Movement Delay,slveh LnGrp Delay(d),s/veh 29.7 21.2 9.3 31.5 55.9 49.5 55.0 44.3 15.9 38.8 9.5 10.1 LnGrp LOS C C A C E D E D B D A B Approach Vol,veh/h 918 1074 1468 1330 Approach Delay,slveh 21.0 51.4 43.9 12.1 Approach LOS C D D B Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 14.4 48.0 12.0 35.6 18.4 44.0 16.1 31.5 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 35.5 6.5 32.5 8.5 37.5 12.5 26.5 Max Q Clear Time(g_c+I1),s 8.2 9.9 8.4 13.8 5.0 26.3 10.5 23.8 Green Ext Time(p_c),s 0.2 5.3 0.0 2.7 0.1 4.2 0.1 1.1 Intersection Summary HCM 7th Control Delay,s/veh 32.4 HCM 7th LOS C Notes User approved pedestrian interval to be less than phase max green. AM Peak-Hour Page 2 Timings 2024 Adjusted Existing PM 3: College (US 287) & Drake 02/12/2025 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r tt r )) ttt r ttt r Traffic Volume(vph) 180 570 229 142 567 149 288 1274 161 226 1603 364 Future Volume(vph) 180 570 229 142 567 149 288 1274 161 226 1603 364 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 Intersection Summary -A Cycle Length: 120 Actuated Cycle Length: 120 Offset:0(0%), Referenced to phase 2:SBT and 6:NBT,Start of Yellow Natural Cycle: 110 i Control Type:Actuated-Coordinated Splits and Phases: 3:College(US 287)&Drake h 02(R) , 1 01 03 � 04 05 1 06(R) , � 07 t 08 PM Peak-Hour Page 1 HCM 7th Signalized Intersection Summary 2024 Adjusted Existing PM 3: College (US 287) & Drake 02/12/2025 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) 180 570 229 142 567 149 288 1274 161 226 1603 364 Future Volume(veh/h) 180 570 229 142 567 149 288 1274 161 226 1603 364 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 0.97 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 200 633 254 158 630 166 320 1416 179 251 1781 404 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 268 863 378 257 809 350 612 2121 682 338 1694 523 Arrive On Green 0.13 0.32 0.32 0.03 0.07 0.07 0.35 0.82 0.82 0.06 0.22 0.22 Sat Flow,veh/h 1795 3582 1569 1810 3610 1561 3483 5147 1654 3483 5147 1589 Grp Volume(v),vehlh 200 633 254 158 630 166 320 1416 179 251 1781 404 Grp Sat Flow(s),veh/h/In 1795 1791 1569 1810 1805 1561 1742 1716 1654 1742 1716 1589 Q Serve(g_s),s 10.3 18.8 16.8 7.9 20.6 7.8 8.8 12.9 2.9 8.5 39.5 21.0 Cycle Q Clear(g_c),s 10.3 18.8 16.8 7.9 20.6 7.8 8.8 12.9 2.9 8.5 39.5 21.0 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 268 863 378 257 809 350 612 2121 682 338 1694 523 V/C Ratio(X) 0.75 0.73 0.67 0.62 0.78 0.47 0.52 0.67 0.26 0.74 1.05 0.77 Avail Cap(c_a),veh/h 268 1060 464 257 1008 436 612 2121 682 377 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) 0.60 0.60 0.60 0.91 0.91 0.91 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay(d),slveh 32.5 37.4 36.7 35.4 52.6 19.6 34.9 7.3 6.4 54.6 46.8 22.9 Incr Delay(d2),s/veh 6.7 1.3 1.7 4.0 2.9 0.9 0.8 1.7 0.9 6.9 36.8 10.6 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 4.7 7.8 6.2 4.0 10.3 3.1 3.3 2.8 1.1 4.1 23.1 9.8 Unsig. Movement Delay,slveh LnGrp Delay(d),s/veh 39.2 38.6 38.4 39.4 55.5 20.5 35.7 9.0 7.4 61.6 83.5 33.4 LnGrp LOS D D D D E C D A A E F C Approach Vol,veh/h 1087 954 1915 2436 Approach Delay,slveh 38.7 46.7 13.3 73.0 Approach LOS D D B E Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 26.6 45.0 14.0 34.4 16.6 55.0 16.0 32.4 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+I1),s 10.8 41.5 9.9 20.8 10.5 14.9 12.3 22.6 Green Ext Time(p_c),s 0.3 0.0 0.0 3.1 0.1 7.6 0.0 2.4 Intersection Summary HCM 7th Control Delay,s/veh 45.3 HCM 7th LOS D Notes User approved pedestrian interval to be less than phase max green. PM Peak-Hour Page 2 Timings 2028 Background AM 3: College (US 287) & Drake 02/11/2025 -,i,* --,, --v "r '- *-- .4\ t D 1 .0., Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r tt r )) ttt r ttt r Traffic Volume(vph) 167 497 136 118 641 216 196 1055 81 132 902 205 Future Volume(vph) 167 497 136 118 641 216 196 1055 81 132 902 205 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 44.0 44.0 15.0 42.0 42.0 Total Split(%) 16.4% 35.5% 35.5% 10.9% 30.0% 30.0% 15.5% 40.0% 40.0% 13.6% 38.2% 38.2% 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 Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset:21 (19%), Referenced to phase 2:SBT and 6:NBT,Start of Yellow Natural Cycle: 100 Control Type:Actuated-Coordinated Splits and Phases: 3:College(US 287)&Drake 01 � 02(R) , � 03 � 04 1 06(R) , 05 � 07 t 08 AM Peak-Hour Page 1 HCM 7th Signalized Intersection Summary 2028 Background AM 3: College (US 287) & Drake 02/11/2025 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) 167 497 136 118 641 216 196 1055 81 132 902 205 Future Volume(veh/h) 167 497 136 118 641 216 196 1055 81 132 902 205 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 194 578 158 137 745 251 228 1227 94 153 1049 238 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 273 1002 446 310 854 380 324 1787 576 377 1888 585 Arrive On Green 0.21 0.56 0.56 0.02 0.08 0.08 0.03 0.12 0.12 0.22 0.74 0.74 Sat Flow,veh/h 1781 3554 1582 1753 3497 1556 3456 5106 1646 3456 5106 1582 Grp Volume(v),vehlh 194 578 158 137 745 251 228 1227 94 153 1049 238 Grp Sat Flow(s),veh/h/In 1781 1777 1582 1753 1749 1556 1728 1702 1646 1728 1702 1582 Q Serve(g_s),s 8.6 11.6 4.1 6.4 23.2 17.2 7.2 25.4 3.8 4.2 10.0 6.2 Cycle Q Clear(g_c),s 8.6 11.6 4.1 6.4 23.2 17.2 7.2 25.4 3.8 4.2 10.0 6.2 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 273 1002 446 310 854 380 324 1787 576 377 1888 585 V/C Ratio(X) 0.71 0.58 0.35 0.44 0.87 0.66 0.70 0.69 0.16 0.41 0.56 0.41 Avail Cap(c_a),veh/h 303 1082 482 310 874 389 377 1787 576 377 1888 585 HCM Platoon Ratio 2.00 2.00 2.00 0.33 0.33 0.33 0.33 0.33 0.33 2.00 2.00 2.00 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 25.0 19.8 8.7 29.9 48.9 46.1 51.8 42.9 15.3 39.9 10.3 9.8 Incr Delay(d2),s/veh 6.7 0.7 0.5 0.9 9.0 3.8 4.8 2.2 0.6 0.7 1.2 2.1 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 3.6 3.8 1.9 2.9 11.9 7.6 3.4 11.9 2.3 1.7 2.7 2.0 Unsig. Movement Delay,slveh LnGrp Delay(d),s/veh 31.7 20.4 9.1 30.8 57.9 49.9 56.6 45.0 15.9 40.7 11.5 11.9 LnGrp LOS C C A C E D E D B D B B Approach Vol,veh/h 930 1133 1549 1440 Approach Delay,slveh 20.9 52.8 45.0 14.7 Approach LOS C D D B Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 15.3 46.2 12.0 36.5 17.5 44.0 16.2 32.4 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 35.5 6.5 32.5 8.5 37.5 12.5 26.5 Max Q Clear Time(g_c+I1),s 9.2 12.0 8.4 13.6 6.2 27.4 10.6 25.2 Green Ext Time(p_c),s 0.1 5.6 0.0 2.7 0.1 4.1 0.1 0.6 Intersection Summary HCM 7th Control Delay,s/veh 33.7 HCM 7th LOS C Notes User approved pedestrian interval to be less than phase max green. AM Peak-Hour Page 2 Timings 2028 Background PM 3: College (US 287) & Drake 02/12/2025 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r tt r )) ttt r Ott r Traffic Volume(vph) 182 574 233 144 616 168 339 1334 163 291 1718 376 Future Volume(vph) 182 574 233 144 616 168 339 1334 163 291 1718 376 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 Intersection Summary -A Cycle Length: 120 Actuated Cycle Length: 120 Offset:0(0%), Referenced to phase 2:SBT and 6:NBT,Start of Yellow Natural Cycle: 120 i Control Type:Actuated-Coordinated Splits and Phases: 3:College(US 287)&Drake h 02(R) , 1 01 03 � 04 05 1 06(R) , � 07 t 08 PM Peak-Hour Page 1 HCM 7th Signalized Intersection Summary 2028 Background PM 3: College (US 287) & Drake 02/12/2025 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r tt r )) ttt r ttt r Traffic Volume(vehlh) 182 574 233 144 616 168 339 1334 163 291 1718 376 Future Volume(veh/h) 182 574 233 144 616 168 339 1334 163 291 1718 376 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 202 638 259 160 684 187 377 1482 181 323 1909 418 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 264 908 403 266 855 378 568 1997 640 377 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 1597 3483 5147 1649 3483 5147 1589 Grp Volume(v),vehlh 202 638 259 160 684 187 377 1482 181 323 1909 418 Grp Sat Flow(s),veh/h/In 1795 1791 1590 1810 1805 1597 1742 1716 1649 1742 1716 1589 Q Serve(g_s),s 10.2 18.6 16.5 7.9 22.4 8.7 11.2 18.2 3.8 11.0 39.5 21.9 Cycle Q Clear(g_c),s 10.2 18.6 16.5 7.9 22.4 8.7 11.2 18.2 3.8 11.0 39.5 21.9 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c),veh/h 264 908 403 266 855 378 568 1997 640 377 1694 523 V/C Ratio(X) 0.76 0.70 0.64 0.60 0.80 0.49 0.66 0.74 0.28 0.86 1.13 0.80 Avail Cap(c_a),veh/h 264 1060 470 266 1008 446 568 1997 640 377 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 31.8 35.8 35.2 34.2 52.5 20.1 37.6 10.3 8.6 54.7 46.8 23.1 Incr Delay(d2),s/veh 12.4 1.7 2.3 3.5 3.6 0.9 2.9 2.5 1.1 17.3 65.3 12.1 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 5.1 7.7 6.2 3.9 11.3 3.6 4.3 3.9 1.4 5.9 27.6 10.4 Unsig. Movement Delay,slveh LnGrp Delay(d),s/veh 44.2 37.6 37.5 37.6 56.2 21.0 40.5 12.8 9.7 72.0 112.1 35.2 LnGrp LOS D D D D E C D B A E F D Approach Vol,veh/h 1099 1031 2040 2650 Approach Delay,slveh 38.8 46.9 17.6 95.1 Approach LOS D D B F Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 25.1 45.0 14.0 35.9 18.0 52.1 16.0 33.9 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 13.5 38.5 8.5 34.5 12.0 40.5 10.5 32.5 Max Q Clear Time(g_c+I1),s 13.2 41.5 9.9 20.6 13.0 20.2 12.2 24.4 Green Ext Time(p_c),s 0.1 0.0 0.0 3.1 0.0 7.5 0.0 2.3 Intersection Summary HCM 7th Control Delay,s/veh 55.6 HCM 7th LOS E Notes User approved pedestrian interval to be less than phase max green. PM Peak-Hour Page 2 Timings 2028 Total AM 3: College (US 287) & Drake 02/11/2025 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r tt r )) ttt r Ott r Traffic Volume(vph) 254 525 130 174 603 216 188 1005 77 132 943 191 Future Volume(vph) 254 525 130 174 603 216 188 1005 77 132 943 191 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 44.0 44.0 15.0 42.0 42.0 Total Split(%) 16.4% 35.5% 35.5% 10.9% 30.0% 30.0% 15.5% 40.0% 40.0% 13.6% 38.2% 38.2% 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 Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset:21 (19%), Referenced to phase 2:SBT and 6:NBT,Start of Yellow Natural Cycle: 100 Control Type:Actuated-Coordinated Splits and Phases: 3:College(US 287)&Drake 01 � 02(R) , � 03 � 04 1 06(R) , 05 � 07 t 08 AM Peak-Hour Page 1 HCM 7th Signalized Intersection Summary 2028 Total AM 3: College (US 287) & Drake 02/11/2025 j'* --,, --t f- 4--- ',- 4N 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) 254 525 130 174 603 216 188 1005 77 132 943 191 Future Volume(veh/h) 254 525 130 174 603 216 188 1005 77 132 943 191 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 295 610 151 202 701 251 219 1169 90 153 1097 222 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 307 1034 460 311 827 368 316 1787 576 345 1854 574 Arrive On Green 0.25 0.58 0.58 0.02 0.08 0.08 0.03 0.12 0.12 0.20 0.73 0.73 Sat Flow,veh/h 1781 3554 1582 1753 3497 1556 3456 5106 1646 3456 5106 1582 Grp Volume(v),vehlh 295 610 151 202 701 251 219 1169 90 153 1097 222 Grp Sat Flow(s),veh/h/In 1781 1777 1582 1753 1749 1556 1728 1702 1646 1728 1702 1582 Q Serve(g_s),s 13.5 12.0 3.8 7.5 21.8 17.3 6.9 24.1 3.5 4.3 11.4 5.9 Cycle Q Clear(g_c),s 13.5 12.0 3.8 7.5 21.8 17.3 6.9 24.1 3.5 4.3 11.4 5.9 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c),veh/h 307 1034 460 311 827 368 316 1787 576 345 1854 574 V/C Ratio(X) 0.96 0.59 0.33 0.65 0.85 0.68 0.69 0.65 0.16 0.44 0.59 0.39 Avail Cap(c_a),veh/h 307 1082 482 311 874 389 377 1787 576 345 1854 574 HCM Platoon Ratio 2.00 2.00 2.00 0.33 0.33 0.33 0.33 0.33 0.33 2.00 2.00 2.00 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 26.2 18.8 8.4 33.5 48.7 46.7 51.8 42.3 14.1 41.3 11.2 10.4 Incr Delay(d2),s/veh 40.9 0.8 0.4 4.4 7.1 4.2 4.3 1.9 0.6 0.9 1.4 2.0 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 8.2 3.8 1.8 1.4 11.0 7.6 3.2 11.2 2.2 1.8 3.0 2.0 Unsig. Movement Delay,slveh LnGrp Delay(d),s/veh 67.1 19.6 8.8 37.9 55.8 50.9 56.1 44.2 14.7 42.2 12.6 12.4 LnGrp LOS E B A D E D E D B D B B Approach Vol,veh/h 1056 1154 1478 1472 Approach Delay,slveh 31.3 51.6 44.1 15.6 Approach LOS C D D B Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 15.0 45.4 12.0 37.5 16.5 44.0 18.0 31.5 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 35.5 6.5 32.5 8.5 37.5 12.5 26.5 Max Q Clear Time(g_c+I1),s 8.9 13.4 9.5 14.0 6.3 26.1 15.5 23.8 Green Ext Time(p_c),s 0.2 5.7 0.0 2.8 0.1 4.2 0.0 1.2 Intersection Summary HCM 7th Control Delay,s/veh 35.0 HCM 7th LOS D Notes User approved pedestrian interval to be less than phase max green. AM Peak-Hour Page 2 Timings 2028 Total PM 3: College (US 287) & Drake 02/12/2025 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r tt r )) ttt r Ott r Traffic Volume(vph) 249 602 226 187 593 168 330 1296 158 291 1765 359 Future Volume(vph) 249 602 226 187 593 168 330 1296 158 291 1765 359 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 16.0 46.0 46.0 19.0 49.0 49.0 Total Split(%) 13.3% 34.2% 34.2% 11.7% 32.5% 32.5% 13.3% 38.3% 38.3% 15.8% 40.8% 40.8% 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 Intersection Summary -A Cycle Length: 120 Actuated Cycle Length: 120 Offset:0(0%), Referenced to phase 2:SBT and 6:NBT,Start of Yellow Natural Cycle: 140 i Control Type:Actuated-Coordinated Splits and Phases: 3:College(US 287)&Drake 02(R) , o1 03 � 04 05 1 06(R) , 07 t 08 PM Peak-Hour Page 1 HCM 7th Signalized Intersection Summary 2028 Total PM 3: College (US 287) & Drake 02/12/2025 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(veh/h) 249 602 226 187 593 168 330 1296 158 291 1765 359 Future Volume(veh/h) 249 602 226 187 593 168 330 1296 158 291 1765 359 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 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 277 669 251 208 659 187 367 1440 176 323 1961 399 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 266 888 394 263 835 369 472 1989 637 403 1866 576 Arrive On Green 0.19 0.50 0.50 0.03 0.08 0.08 0.27 0.77 0.77 0.12 0.36 0.36 Sat Flow,veh/h 1795 3582 1590 1810 3610 1596 3483 5147 1649 3483 5147 1590 Grp Volume(v),vehlh 277 669 251 208 659 187 367 1440 176 323 1961 399 Grp Sat Flow(s),veh/h/In 1795 1791 1590 1810 1805 1596 1742 1716 1649 1742 1716 1590 Q Serve(g_s),s 11.5 18.0 14.0 9.5 21.5 9.2 11.7 17.3 3.7 10.8 43.5 18.4 Cycle Q Clear(g_c),s 11.5 18.0 14.0 9.5 21.5 9.2 11.7 17.3 3.7 10.8 43.5 18.4 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 266 888 394 263 835 369 472 1989 637 403 1866 576 V/C Ratio(X) 1.04 0.75 0.64 0.79 0.79 0.51 0.78 0.72 0.28 0.80 1.05 0.69 Avail Cap(c_a),veh/h 266 1060 470 263 1008 446 472 1989 637 406 1866 576 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 35.1 27.3 26.3 37.5 52.5 22.8 42.1 10.3 8.8 51.7 38.2 16.8 Incr Delay(d2),s/veh 66.3 2.6 2.1 13.7 3.2 1.0 8.1 2.3 1.1 11.0 35.8 6.7 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 10.2 6.0 4.4 2.2 10.8 3.9 4.9 3.8 1.4 5.3 23.9 7.5 Unsig. Movement Delay,slveh LnGrp Delay(d),s/veh 101.5 29.8 28.4 51.2 55.8 23.8 50.2 12.7 9.9 62.7 74.0 23.5 LnGrp LOS F C C D E C D B A E F C Approach Vol,veh/h 1197 1054 1983 2683 Approach Delay,s/veh 46.1 49.2 19.4 65.1 Approach LOS D D B E Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 21.7 49.0 14.0 35.3 18.9 51.9 16.0 33.3 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 42.5 8.5 34.5 13.0 39.5 10.5 32.5 Max Q Clear Time(g_c+I1),s 13.7 45.5 11.5 20.0 12.8 19.3 13.5 23.5 Green Ext Time(p_c),s 0.0 0.0 0.0 3.3 0.0 7.2 0.0 2.4 Intersection Summary HCM 7th Control Delay,s/veh 46.3 HCM 7th LOS D Notes User approved pedestrian interval to be less than phase max green. PM Peak-Hour Page 2 Timings 2045 Background AM 3: College (US 287) & Drake 02/11/2025 -,i,* --0. --v 'r t t D 1 .0., Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Vi t¢ r tt r )) W r ttt r Traffic Volume(vph) 192 573 156 136 736 247 222 1213 93 148 1034 236 Future Volume(vph) 192 573 156 136 736 247 222 1213 93 148 1034 236 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 44.0 44.0 15.0 42.0 42.0 Total Split(%) 16.4% 35.5% 35.5% 10.9% 30.0% 30.0% 15.5% 40.0% 40.0% 13.6% 38.2% 38.2% 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 Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset:21 (19%), Referenced to phase 2:SBT and 6:NBT,Start of Yellow Natural Cycle: 100 Control Type:Actuated-Coordinated Splits and Phases: 3:College(US 287)&Drake 01 � 02(R) , � 03 � 04 1 06(R) , 05 � 07 t 08 AM Peak-Hour Page 1 HCM 7th Signalized Intersection Summary 2045 Background AM 3: College (US 287) & Drake 02/11/2025 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) 192 573 156 136 736 247 222 1213 93 148 1034 236 Future Volume(veh/h) 192 573 156 136 736 247 222 1213 93 148 1034 236 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 209 623 170 148 800 268 241 1318 101 161 1124 257 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 276 1041 463 307 874 389 337 1787 576 338 1813 562 Arrive On Green 0.22 0.59 0.59 0.02 0.08 0.08 0.03 0.12 0.12 0.20 0.71 0.71 Sat Flow,veh/h 1781 3554 1582 1753 3497 1556 3456 5106 1646 3456 5106 1582 Grp Volume(v),vehlh 209 623 170 148 800 268 241 1318 101 161 1124 257 Grp Sat Flow(s),veh/h/In 1781 1777 1582 1753 1749 1556 1728 1702 1646 1728 1702 1582 Q Serve(g_s),s 9.2 12.3 4.3 6.8 25.0 18.4 7.6 27.5 4.0 4.5 12.5 7.7 Cycle Q Clear(g_c),s 9.2 12.3 4.3 6.8 25.0 18.4 7.6 27.5 4.0 4.5 12.5 7.7 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 276 1041 463 307 874 389 337 1787 576 338 1813 562 V/C Ratio(X) 0.76 0.60 0.37 0.48 0.91 0.69 0.72 0.74 0.18 0.48 0.62 0.46 Avail Cap(c_a),veh/h 296 1082 482 307 874 389 377 1787 576 338 1813 562 HCM Platoon Ratio 2.00 2.00 2.00 0.33 0.33 0.33 0.33 0.33 0.33 2.00 2.00 2.00 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),slveh 24.4 18.6 8.4 29.6 49.3 46.3 51.7 43.8 15.0 41.7 12.1 11.4 Incr Delay(d2),s/veh 10.1 0.9 0.5 1.1 13.5 4.8 5.6 2.8 0.7 1.0 1.6 2.7 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 4.0 3.9 2.0 3.1 13.3 8.2 3.6 12.9 2.5 1.9 3.3 2.5 Unsig. Movement Delay,slveh LnGrp Delay(d),s/veh 34.5 19.5 8.9 30.7 62.8 51.1 57.3 46.5 15.7 42.8 13.7 14.1 LnGrp LOS C B A C E D E D B D B B Approach Vol,veh/h 1002 1216 1660 1542 Approach Delay,slveh 20.8 56.3 46.2 16.8 Approach LOS C E D B Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 15.7 44.6 12.0 37.7 16.3 44.0 16.7 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 35.5 6.5 32.5 8.5 37.5 12.5 26.5 Max Q Clear Time(g_c+I1),s 9.6 14.5 8.8 14.3 6.5 29.5 11.2 27.0 Green Ext Time(p_c),s 0.1 5.9 0.0 3.0 0.1 3.9 0.1 0.0 Intersection Summary HCM 7th Control Delay,s/veh 35.4 HCM 7th LOS D Notes User approved pedestrian interval to be less than phase max green. AM Peak-Hour Page 2 Timings 2045 Background PM 3: College (US 287) & Drake 02/12/2025 Lane Group 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(vph) 210 663 268 166 704 191 384 1532 189 326 1968 433 Future Volume(vph) 210 663 268 166 704 191 384 1532 189 326 1968 433 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 Intersection Summary -A Cycle Length: 120 Actuated Cycle Length: 120 Offset:20(17%), Referenced to phase 2:SBT and 6:NBT,Start of Yellow Natural Cycle: 150 i Control Type:Actuated-Coordinated Splits and Phases: 3:College(US 287)&Drake h 02(R) , 1 01 03 � 04 05 1 06(R) , � 07 t 08 PM Peak-Hour Page 1 HCM 7th Signalized Intersection Summary 2045 Background PM 3: College (US 287) & Drake 02/12/2025 j'* --0- --t f- 4--- *.- 4N t �► 1 .01 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(veh/h) 210 663 268 166 704 191 384 1532 189 326 1968 433 Future Volume(veh/h) 210 663 268 166 704 191 384 1532 189 326 1968 433 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 228 721 291 180 765 208 417 1665 205 354 2139 471 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 260 954 424 243 901 399 523 1931 619 377 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 1597 3483 5147 1648 3483 5147 1589 Grp Volume(v),vehlh 228 721 291 180 765 208 417 1665 205 354 2139 471 Grp Sat Flow(s),veh/h/In 1795 1791 1590 1810 1805 1597 1742 1716 1648 1742 1716 1589 Q Serve(g_s),s 11.1 23.6 21.3 8.9 24.2 8.8 13.2 27.4 5.0 12.2 39.5 25.8 Cycle Q Clear(g_c),s 11.1 23.6 21.3 8.9 24.2 8.8 13.2 27.4 5.0 12.2 39.5 25.8 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 260 954 424 243 901 399 523 1931 619 377 1694 523 V/C Ratio(X) 0.88 0.76 0.69 0.74 0.85 0.52 0.80 0.86 0.33 0.94 1.26 0.90 Avail Cap(c_a),veh/h 260 1060 470 243 1008 446 523 1931 619 377 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),s/veh 35.1 50.9 49.9 32.8 42.9 16.7 40.3 12.8 10.0 57.5 53.5 27.7 Incr Delay(d2),s/veh 26.8 2.8 3.7 10.6 5.8 1.0 8.4 5.4 1.4 30.9 123.1 21.2 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 7.2 11.7 9.5 4.6 11.4 3.3 5.4 5.4 1.8 7.3 37.5 13.9 Unsig. Movement Delay,slveh LnGrp Delay(d),s/veh 61.9 53.7 53.5 43.4 48.7 17.6 48.7 18.1 11.4 88.4 176.6 48.8 LnGrp LOS E D D D D B D B B F F D Approach Vol,veh/h 1240 1153 2287 2964 Approach Delay,s/veh 55.2 42.3 23.1 145.7 Approach LOS E D C F Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 23.5 45.0 14.0 37.5 18.0 50.5 16.0 35.5 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+I1),s 15.2 41.5 10.9 25.6 14.2 29.4 13.1 26.2 Green Ext Time(p_c),s 0.0 0.0 0.0 2.9 0.0 6.2 0.0 2.2 Intersection Summary HCM 7th Control Delay,s/veh 78.8 HCM 7th LOS E Notes User approved pedestrian interval to be less than phase max green. PM Peak-Hour Page 2 Timings 2045 Total AM 3: College (US 287) & Drake 02/11/2025 --* --0. --v ' - 4N t �► 1 -� Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations t¢ r tt r )) W r Ott r Traffic Volume(vph) 279 601 150 192 698 247 214 1163 89 148 1075 222 Future Volume(vph) 279 601 150 192 698 247 214 1163 89 148 1075 222 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 44.0 44.0 15.0 42.0 42.0 Total Split(%) 16.4% 35.5% 35.5% 10.9% 30.0% 30.0% 15.5% 40.0% 40.0% 13.6% 38.2% 38.2% 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 Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset:21 (19%), Referenced to phase 2:SBT and 6:NBT,Start of Yellow Natural Cycle: 100 Control Type:Actuated-Coordinated Splits and Phases: 3:College(US 287)&Drake 01 � 02(R) , � 03 � 04 1 06(R) , 05 � 07 t 08 AM Peak-Hour Page 1 HCM 7th Signalized Intersection Summary 2045 Total AM 3: College (US 287) & Drake 02/11/2025 j'* --,, --t f- 4--- *-- 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) 279 601 150 192 698 247 214 1163 89 148 1075 222 Future Volume(veh/h) 279 601 150 192 698 247 214 1163 89 148 1075 222 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 303 653 163 209 759 268 233 1264 97 161 1168 241 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 301 1069 476 307 861 383 329 1787 576 311 1784 553 Arrive On Green 0.25 0.60 0.60 0.02 0.08 0.08 0.03 0.12 0.12 0.12 0.46 0.46 Sat Flow,veh/h 1781 3554 1582 1753 3497 1556 3456 5106 1646 3456 5106 1582 Grp Volume(v),vehlh 303 653 163 209 759 268 233 1264 97 161 1168 241 Grp Sat Flow(s),veh/h/In 1781 1777 1582 1753 1749 1556 1728 1702 1646 1728 1702 1582 Q Serve(g_s),s 13.5 12.7 4.0 7.5 23.6 18.5 7.3 26.2 3.8 4.8 19.4 11.2 Cycle Q Clear(g_c),s 13.5 12.7 4.0 7.5 23.6 18.5 7.3 26.2 3.8 4.8 19.4 11.2 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 301 1069 476 307 861 383 329 1787 576 311 1784 553 V/C Ratio(X) 1.01 0.61 0.34 0.68 0.88 0.70 0.71 0.71 0.17 0.52 0.65 0.44 Avail Cap(c_a),veh/h 301 1082 482 307 874 389 377 1787 576 311 1784 553 HCM Platoon Ratio 2.00 2.00 2.00 0.33 0.33 0.33 0.33 0.33 0.33 1.33 1.33 1.33 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 26.2 17.8 8.1 33.2 48.9 46.6 51.8 43.2 14.2 46.2 24.3 22.2 Incr Delay(d2),s/veh 53.2 1.0 0.4 5.7 9.8 5.1 5.1 2.4 0.6 1.5 1.9 2.5 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 9.2 3.9 1.8 1.7 12.2 8.2 3.5 12.3 2.4 2.1 7.0 4.2 Unsig. Movement Delay,slveh LnGrp Delay(d),s/veh 79.4 18.8 8.5 38.9 58.7 51.6 56.9 45.6 14.8 47.7 26.2 24.7 LnGrp LOS F B A D E D E D B D C C Approach Vol,veh/h 1119 1236 1594 1570 Approach Delay,slveh 33.7 53.8 45.4 28.2 Approach LOS C D D C Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 15.5 43.9 12.0 38.6 15.4 44.0 18.0 32.6 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 35.5 6.5 32.5 8.5 37.5 12.5 26.5 Max Q Clear Time(g_c+I1),s 9.3 21.4 9.5 14.7 6.8 28.2 15.5 25.6 Green Ext Time(p_c),s 0.1 5.2 0.0 3.0 0.1 4.1 0.0 0.4 Intersection Summary HCM 7th Control Delay,s/veh 40.0 HCM 7th LOS D Notes User approved pedestrian interval to be less than phase max green. AM Peak-Hour Page 2 Timings 2045 Total PM 3: College (US 287) & Drake 02/12/2025 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r tt r )) W r Ott r Traffic Volume(vph) 277 691 261 209 681 191 375 1494 184 326 2015 416 Future Volume(vph) 277 691 261 209 681 191 375 1494 184 326 2015 416 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 18.0 46.0 46.0 19.0 47.0 47.0 Total Split(%) 13.3% 34.2% 34.2% 11.7% 32.5% 32.5% 15.0% 38.3% 38.3% 15.8% 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 Intersection Summary -A Cycle Length: 120 Actuated Cycle Length: 120 Offset:0(0%), Referenced to phase 2:SBT and 6:NBT,Start of Yellow Natural Cycle: 150 i Control Type:Actuated-Coordinated Splits and Phases: 3:College(US 287)&Drake h 02(R) , 1 561JLMJ� S63 � 04 05 1 06(R) , 07 t 08 PM Peak-Hour Page 1 HCM 7th Signalized Intersection Summary 2045 Total PM 3: College (US 287) & Drake 02/12/2025 j'* --,, --t f- *.- 4N t t �► 1 .01 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r ++ r )) +tt r )VI Ott r Traffic Volume(vehlh) 277 691 261 209 681 191 375 1494 184 326 2015 416 Future Volume(veh/h) 277 691 261 209 681 191 375 1494 184 326 2015 416 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 301 751 284 227 740 208 408 1624 200 354 2190 452 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 260 953 423 257 900 399 467 1891 607 406 1780 550 Arrive On Green 0.19 0.53 0.53 0.03 0.08 0.08 0.27 0.73 0.73 0.12 0.35 0.35 Sat Flow,veh/h 1795 3582 1590 1810 3610 1602 3483 5147 1653 3483 5147 1589 Grp Volume(v),vehlh 301 751 284 227 740 208 408 1624 200 354 2190 452 Grp Sat Flow(s),veh/h/In 1795 1791 1590 1810 1805 1602 1742 1716 1653 1742 1716 1589 Q Serve(g_s),s 11.5 20.3 15.6 9.5 24.2 10.1 13.4 27.2 5.1 12.0 41.5 22.7 Cycle Q Clear(g_c),s 11.5 20.3 15.6 9.5 24.2 10.1 13.4 27.2 5.1 12.0 41.5 22.7 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 260 953 423 257 900 399 467 1891 607 406 1780 550 V/C Ratio(X) 1.16 0.79 0.67 0.88 0.82 0.52 0.87 0.86 0.33 0.87 1.23 0.82 Avail Cap(c_a),veh/h 260 1060 470 257 1008 447 467 1891 607 406 1780 550 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),slveh 33.5 25.4 24.3 38.2 52.4 22.1 42.9 13.7 10.7 52.1 39.3 18.9 Incr Delay(d2),s/veh 104.6 3.7 3.2 26.4 4.6 1.0 16.6 5.3 1.4 18.2 108.8 13.0 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 12.6 6.5 4.8 3.9 12.3 4.3 6.0 5.6 1.8 6.2 34.9 10.0 Unsig. Movement Delay,slveh LnGrp Delay(d),s/veh 138.2 29.0 27.5 64.6 57.1 23.1 59.5 19.0 12.2 70.3 148.1 32.0 LnGrp LOS F C C E E C E B B E F C Approach Vol,veh/h 1336 1175 2232 2996 Approach Delay,slveh 53.3 52.5 25.8 121.4 Approach LOS D D C F Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 21.6 47.0 14.0 37.4 19.0 49.6 16.0 35.4 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 11.5 40.5 8.5 34.5 13.0 39.5 10.5 32.5 Max Q Clear Time(g_c+I1),s 15.4 43.5 11.5 22.3 14.0 29.2 13.5 26.2 Green Ext Time(p_c),s 0.0 0.0 0.0 3.5 0.0 5.8 0.0 2.2 Intersection Summary HCM 7th Control Delay,s/veh 71.6 HCM 7th LOS E Notes User approved pedestrian interval to be less than phase max green. PM Peak-Hour Page 2 Timings 2028 Background AM - 30% Design 3: College (US 287) & Drake 02/11/2025 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r tt r )) ttt r ttt r Traffic Volume(vph) 167 497 136 118 641 216 196 1055 81 132 902 205 Future Volume(vph) 167 497 136 118 641 216 196 1055 81 132 902 205 Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 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 44.0 44.0 15.0 42.0 42.0 Total Split(%) 16.4% 35.5% 35.5% 10.9% 30.0% 30.0% 15.5% 40.0% 40.0% 13.6% 38.2% 38.2% 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 Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset:21 (19%), Referenced to phase 2:SBT and 6:NBT,Start of Yellow Natural Cycle: 100 Control Type:Actuated-Coordinated Splits and Phases: 3:College(US 287)&Drake 01 � 02(R) , � 03, �_9+ 04 1 06(R) , 05 � 07 � 08 AM Peak-Hour Page 1 HCM 7th Signalized Intersection Summary 2028 Background AM - 30% Design 3: College (US 287) & Drake 02/11/2025 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) 167 497 136 118 641 216 196 1055 81 132 902 205 Future Volume(veh/h) 167 497 136 118 641 216 196 1055 81 132 902 205 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 194 578 0 137 745 0 228 1227 94 153 1049 0 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 284 920 226 849 324 1787 575 463 2015 Arrive On Green 0.16 0.52 0.00 0.02 0.08 0.00 0.03 0.12 0.12 0.27 0.79 0.00 Sat Flow,veh/h 3456 3554 1585 3401 3497 1560 3456 5106 1644 3456 5106 1585 Grp Volume(v),vehlh 194 578 0 137 745 0 228 1227 94 153 1049 0 Grp Sat Flow(s),veh/h/In 1728 1777 1585 1700 1749 1560 1728 1702 1644 1728 1702 1585 Q Serve(g_s),s 5.8 12.8 0.0 4.4 23.2 0.0 7.2 25.4 4.0 3.9 8.1 0.0 Cycle Q Clear(g_c),s 5.8 12.8 0.0 4.4 23.2 0.0 7.2 25.4 4.0 3.9 8.1 0.0 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 284 920 226 849 324 1787 575 463 2015 V/C Ratio(X) 0.68 0.63 0.61 0.88 0.70 0.69 0.16 0.33 0.52 Avail Cap(c_a),veh/h 424 1082 232 874 377 1787 575 463 2015 HCM Platoon Ratio 2.00 2.00 2.00 0.33 0.33 0.33 0.33 0.33 0.33 2.00 2.00 2.00 Upstream Filter(I) 1.00 1.00 0.00 0.94 0.94 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay(d),slveh 44.6 22.7 0.0 52.4 49.0 0.0 51.8 42.9 17.0 36.3 7.9 0.0 Incr Delay(d2),s/veh 2.9 0.9 0.0 4.1 9.3 0.0 4.8 2.2 0.6 0.4 1.0 0.0 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 2.4 4.2 0.0 2.0 12.0 0.0 3.4 11.9 2.4 1.6 2.2 0.0 Unsig. Movement Delay,slveh 1.00 1.00 1.00 LnGrp Delay(d),s/veh 47.5 23.6 1.0 56.4 58.3 1.0 56.6 45.0 17.6 36.7 8.8 1.0 LnGrp LOS D C A E E A E D B D A A Approach Vol,veh/h 930 1133 1549 1440 Approach Delay,slveh 24.8 45.4 45.1 10.5 Approach LOS C D D B Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 15.3 48.9 11.8 34.0 20.2 44.0 13.6 32.2 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 35.5 6.5 32.5 8.5 37.5 12.5 26.5 Max Q Clear Time(g_c+I1),s 9.2 10.1 6.4 14.8 5.9 27.4 7.8 25.2 Green Ext Time(p_c),s 0.1 4.5 0.0 2.1 0.1 4.1 0.3 0.5 Intersection Summary HCM 7th Control Delay,s/veh 31.5 HCM 7th LOS C Notes User approved pedestrian interval to be less than phase max green. Unsignalized Delay for[EBR,WBR,SBR] is included in calculations of the approach delay and intersection delay. AM Peak-Hour Page 2 Timings 2028 Background PM - 30% Design 3: College (US 287) & Drake 02/12/2025 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Vivi tt r tt r )) ttt r Ott r Traffic Volume(vph) 182 574 233 144 616 168 339 1334 163 291 1718 376 Future Volume(vph) 182 574 233 144 616 168 339 1334 163 291 1718 376 Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 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 Intersection Summary -A Cycle Length: 120 Actuated Cycle Length: 120 Offset:0(0%), Referenced to phase 2:SBT and 6:NBT,Start of Yellow Natural Cycle: 120 i Control Type:Actuated-Coordinated Splits and Phases: 3:College(US 287)&Drake h 02(R) , 1 01 03 04 05 1 06(R) , � 07 � 08 PM Peak-Hour Page 1 HCM 7th Signalized Intersection Summary 2028 Background PM - 30% Design 3: College (US 287) & Drake 02/12/2025 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Vivi tt r tt r )) ttt r Ott r Traffic Volume(vehlh) 182 574 233 144 616 168 339 1334 163 291 1718 376 Future Volume(veh/h) 182 574 233 144 616 168 339 1334 163 291 1718 376 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 0.99 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 202 638 0 160 684 0 377 1482 181 323 1909 0 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 285 877 247 843 629 2087 669 377 1694 Arrive On Green 0.11 0.33 0.00 0.02 0.08 0.00 0.36 0.81 0.81 0.07 0.22 0.00 Sat Flow,veh/h 3483 3582 1598 3510 3610 1610 3483 5147 1649 3483 5147 1598 Grp Volume(v),vehlh 202 638 0 160 684 0 377 1482 181 323 1909 0 Grp Sat Flow(s),veh/h/In 1742 1791 1598 1755 1805 1610 1742 1716 1649 1742 1716 1598 Q Serve(g_s),s 6.7 18.9 0.0 5.4 22.4 0.0 10.6 15.4 3.2 11.0 39.5 0.0 Cycle Q Clear(g_c),s 6.7 18.9 0.0 5.4 22.4 0.0 10.6 15.4 3.2 11.0 39.5 0.0 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 285 877 247 843 629 2087 669 377 1694 V/C Ratio(X) 0.71 0.73 0.65 0.81 0.60 0.71 0.27 0.86 1.13 Avail Cap(c_a),vehlh 334 1060 278 1008 629 2087 669 377 1694 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 0.00 0.91 0.91 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay(d),s/veh 52.1 36.9 0.0 57.1 52.8 0.0 34.8 8.2 7.0 54.7 46.8 0.0 Incr Delay(d2),s/veh 5.6 2.0 0.0 4.0 4.0 0.0 1.6 2.1 1.0 17.3 65.3 0.0 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 3.1 7.9 0.0 2.6 11.3 0.0 4.0 3.2 1.2 5.9 27.6 0.0 Unsig. Movement Delay,slveh 2.00 2.00 1.00 LnGrp Delay(d),s/veh 57.7 38.9 2.0 61.1 56.8 2.0 36.4 10.3 8.0 72.0 112.1 1.0 LnGrp LOS E D A E E A D B A E F A Approach Vol,veh/h 1099 1031 2040 2650 Approach Delay,slveh 33.7 47.5 14.9 89.7 Approach LOS C D B F Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 27.2 45.0 12.9 34.9 18.0 54.2 14.3 33.5 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+I1),s 12.6 41.5 7.4 20.9 13.0 17.4 8.7 24.4 Green Ext Time(p_c),s 0.2 0.0 0.1 2.1 0.0 7.8 0.1 1.8 Intersection Summary HCM 7th Control Delay,s/veh 51.9 HCM 7th LOS D Notes User approved pedestrian interval to be less than phase max green. Unsignalized Delay for[EBR,WBR,SBR] is included in calculations of the approach delay and intersection delay. PM Peak-Hour Page 2 Timings 2028 Total AM - 30% Design 3: College (US 287) & Drake 02/11/2025 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r tt r )) ttt r Ott r Traffic Volume(vph) 254 525 130 174 603 216 188 1005 77 132 943 191 Future Volume(vph) 254 525 130 174 603 216 188 1005 77 132 943 191 Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 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 13.0 33.0 33.0 17.0 43.0 43.0 15.0 41.0 41.0 Total Split(%) 17.3% 35.5% 35.5% 11.8% 30.0% 30.0% 15.5% 39.1% 39.1% 13.6% 37.3% 37.3% 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 Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset:21 (19%), Referenced to phase 2:SBT and 6:NBT,Start of Yellow Natural Cycle: 100 Control Type:Actuated-Coordinated Splits and Phases: 3:College(US 287)&Drake 01 � 02(R) , � 03 04 1 06(R) , 05 07 08 AM Peak-Hour Page 1 HCM 7th Signalized Intersection Summary 2028 Total AM - 30% Design 3: College (US 287) & Drake 02/11/2025 j'* --,, --t f- 4--- ',- t �► 1 .01 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) 254 525 130 174 603 216 188 1005 77 132 943 191 Future Volume(veh/h) 254 525 130 174 603 216 188 1005 77 132 943 191 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 295 610 0 202 701 0 219 1169 90 153 1097 0 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 381 949 263 819 316 1741 560 428 1930 Arrive On Green 0.22 0.53 0.00 0.03 0.08 0.00 0.03 0.11 0.11 0.25 0.76 0.00 Sat Flow,veh/h 3456 3554 1585 3401 3497 1560 3456 5106 1644 3456 5106 1585 Grp Volume(v),vehlh 295 610 0 202 701 0 219 1169 90 153 1097 0 Grp Sat Flow(s),veh/h/In 1728 1777 1585 1700 1749 1560 1728 1702 1644 1728 1702 1585 Q Serve(g_s),s 8.8 13.4 0.0 6.5 21.8 0.0 6.9 24.2 3.6 4.0 10.1 0.0 Cycle Q Clear(g_c),s 8.8 13.4 0.0 6.5 21.8 0.0 6.9 24.2 3.6 4.0 10.1 0.0 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 381 949 263 819 316 1741 560 428 1930 V/C Ratio(X) 0.77 0.64 0.77 0.86 0.69 0.67 0.16 0.36 0.57 Avail Cap(c_a),veh/h 456 1082 263 874 377 1741 560 428 1930 HCM Platoon Ratio 2.00 2.00 2.00 0.33 0.33 0.33 0.33 0.33 0.33 2.00 2.00 2.00 Upstream Filter(I) 1.00 1.00 0.00 0.94 0.94 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay(d),slveh 41.6 21.9 0.0 52.6 48.9 0.0 51.8 42.9 15.4 37.8 9.6 0.0 Incr Delay(d2),s/veh 6.8 1.1 0.0 12.2 7.6 0.0 4.3 2.1 0.6 0.5 1.2 0.0 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 3.7 4.3 0.0 3.3 11.1 0.0 3.2 11.3 2.3 1.6 2.7 0.0 Unsig. Movement Delay,slveh 1.00 1.00 1.00 LnGrp Delay(d),s/veh 48.4 23.0 1.0 64.8 56.5 1.0 56.1 45.0 16.0 38.3 10.8 1.0 LnGrp LOS D C A E E A E D B D B A Approach Vol,veh/h 1056 1154 1478 1472 Approach Delay,slveh 26.9 45.9 44.9 12.2 Approach LOS C D D B Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 15.0 47.1 13.0 34.9 19.1 43.0 16.6 31.3 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 34.5 7.5 32.5 8.5 36.5 13.5 26.5 Max Q Clear Time(g_c+I1),s 8.9 12.1 8.5 15.4 6.0 26.2 10.8 23.8 Green Ext Time(p_c),s 0.2 4.7 0.0 2.2 0.1 4.0 0.3 0.9 Intersection Summary HCM 7th Control Delay,s/veh 32.1 HCM 7th LOS C Notes User approved pedestrian interval to be less than phase max green. Unsignalized Delay for[EBR,WBR,SBR] is included in calculations of the approach delay and intersection delay. AM Peak-Hour Page 2 Timings 2028 Total PM - 30% Design 3: College (US 287) & Drake 02/12/2025 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Vivi tt r tt r )) ttt r Ott r Traffic Volume(vph) 249 602 226 187 593 168 330 1296 158 291 1765 359 Future Volume(vph) 249 602 226 187 593 168 330 1296 158 291 1765 359 Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 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 16.0 46.0 46.0 19.0 49.0 49.0 Total Split(%) 13.3% 34.2% 34.2% 11.7% 32.5% 32.5% 13.3% 38.3% 38.3% 15.8% 40.8% 40.8% 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 Intersection Summary -A Cycle Length: 120 Actuated Cycle Length: 120 Offset:0(0%), Referenced to phase 2:SBT and 6:NBT,Start of Yellow Natural Cycle: 130 i Control Type:Actuated-Coordinated Splits and Phases: 3:College(US 287)&Drake 02(R) , o1 03 04 �1 05 1 06(R) , 07 08 PM Peak-Hour Page 1 HCM 7th Signalized Intersection Summary 2028 Total PM - 30% Design 3: College (US 287) & Drake 02/12/2025 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Vivi tt r tt r )) ttt r )VI Ott r Traffic Volume(vehlh) 249 602 226 187 593 168 330 1296 158 291 1765 359 Future Volume(veh/h) 249 602 226 187 593 168 330 1296 158 291 1765 359 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 0.99 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 277 669 0 208 659 0 367 1440 176 323 1961 0 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 334 875 278 821 485 2008 643 403 1866 Arrive On Green 0.19 0.49 0.00 0.03 0.08 0.00 0.28 0.78 0.78 0.12 0.36 0.00 Sat Flow,veh/h 3483 3582 1598 3510 3610 1610 3483 5147 1649 3483 5147 1598 Grp Volume(v),vehlh 277 669 0 208 659 0 367 1440 176 323 1961 0 Grp Sat Flow(s),veh/h/In 1742 1791 1598 1755 1805 1610 1742 1716 1649 1742 1716 1598 Q Serve(g_s),s 9.2 18.3 0.0 7.1 21.6 0.0 11.6 16.7 3.6 10.8 43.5 0.0 Cycle Q Clear(g_c),s 9.2 18.3 0.0 7.1 21.6 0.0 11.6 16.7 3.6 10.8 43.5 0.0 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 334 875 278 821 485 2008 643 403 1866 V/C Ratio(X) 0.83 0.76 0.75 0.80 0.76 0.72 0.27 0.80 1.05 Avail Cap(c_a),vehlh 334 1060 278 1008 485 2008 643 406 1866 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 0.00 0.91 0.91 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay(d),s/veh 47.6 27.9 0.0 57.2 52.8 0.0 41.4 9.9 8.4 51.7 38.2 0.0 Incr Delay(d2),s/veh 16.0 2.8 0.0 9.8 3.6 0.0 6.8 2.2 1.1 11.0 35.8 0.0 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 4.3 6.1 0.0 3.6 10.9 0.0 4.7 3.7 1.3 5.3 23.9 0.0 Unsig. Movement Delay,slveh 2.00 2.00 1.00 LnGrp Delay(d),s/veh 63.5 30.6 2.0 67.0 56.4 2.0 48.2 12.1 9.5 62.7 74.0 1.0 LnGrp LOS E C A E E A D B A E F A Approach Vol,veh/h 1197 1054 1983 2683 Approach Delay,slveh 32.2 48.8 18.5 61.8 Approach LOS C D B E Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 22.2 49.0 14.0 34.8 18.9 52.3 16.0 32.8 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 9.5 42.5 8.5 34.5 13.0 39.5 10.5 32.5 Max Q Clear Time(g_c+I1),s 13.6 45.5 9.1 20.3 12.8 18.7 11.2 23.6 Green Ext Time(p_c),s 0.0 0.0 0.0 2.3 0.0 7.3 0.0 1.8 Intersection Summary HCM 7th Control Delay,s/veh 42.3 HCM 7th LOS D Notes User approved pedestrian interval to be less than phase max green. Unsignalized Delay for[EBR,WBR,SBR] is included in calculations of the approach delay and intersection delay. PM Peak-Hour Page 2 Timings 2045 Background AM - 30% Design 3: College (US 287) & Drake 02/11/2025 -,i,* --0. --v 'r ',- 4N t �► 1 -� Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Vivi t¢ r tt r )) ttt r Ott r Traffic Volume(vph) 192 573 156 136 736 247 222 1213 93 148 1034 236 Future Volume(vph) 192 573 156 136 736 247 222 1213 93 148 1034 236 Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 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 44.0 44.0 15.0 42.0 42.0 Total Split(%) 16.4% 35.5% 35.5% 10.9% 30.0% 30.0% 15.5% 40.0% 40.0% 13.6% 38.2% 38.2% 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 Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset:21 (19%), Referenced to phase 2:SBT and 6:NBT,Start of Yellow Natural Cycle: 100 Control Type:Actuated-Coordinated Splits and Phases: 3:College(US 287)&Drake 01 � 02(R) , � 03, �_9+ 04 1 06(R) , 05 � 07 � 08 AM Peak-Hour Page 1 HCM 7th Signalized Intersection Summary 2045 Background AM - 30% Design 3: College (US 287) & Drake 02/11/2025 j'* --,, --t f- ',- 4N t �► 1 -� Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Vivi t¢ r tt r )) ttt r )VI ttt r Traffic Volume(vehlh) 192 573 156 136 736 247 222 1213 93 148 1034 236 Future Volume(veh/h) 192 573 156 136 736 247 222 1213 93 148 1034 236 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 209 623 0 148 800 0 241 1318 101 161 1124 0 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 299 954 232 874 337 1787 575 424 1939 Arrive On Green 0.17 0.54 0.00 0.02 0.08 0.00 0.03 0.12 0.12 0.25 0.76 0.00 Sat Flow,veh/h 3456 3554 1585 3401 3497 1560 3456 5106 1644 3456 5106 1585 Grp Volume(v),vehlh 209 623 0 148 800 0 241 1318 101 161 1124 0 Grp Sat Flow(s),veh/h/In 1728 1777 1585 1700 1749 1560 1728 1702 1644 1728 1702 1585 Q Serve(g_s),s 6.3 13.8 0.0 4.7 25.0 0.0 7.6 27.5 4.3 4.3 10.4 0.0 Cycle Q Clear(g_c),s 6.3 13.8 0.0 4.7 25.0 0.0 7.6 27.5 4.3 4.3 10.4 0.0 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 299 954 232 874 337 1787 575 424 1939 V/C Ratio(X) 0.70 0.65 0.64 0.91 0.72 0.74 0.18 0.38 0.58 Avail Cap(c_a),vehlh 424 1082 232 874 377 1787 575 424 1939 HCM Platoon Ratio 2.00 2.00 2.00 0.33 0.33 0.33 0.33 0.33 0.33 2.00 2.00 2.00 Upstream Filter(I) 1.00 1.00 0.00 0.95 0.95 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay(d),s/veh 44.1 21.8 0.0 52.4 49.3 0.0 51.7 43.8 16.8 38.0 9.5 0.0 Incr Delay(d2),s/veh 3.0 1.2 0.0 5.4 13.5 0.0 5.6 2.8 0.7 0.6 1.3 0.0 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 2.6 4.4 0.0 2.2 13.3 0.0 3.6 12.9 2.5 1.7 2.7 0.0 Unsig. Movement Delay,slveh 1.00 1.00 1.00 LnGrp Delay(d),s/veh 47.1 23.0 1.0 57.9 62.8 1.0 57.3 46.5 17.4 38.6 10.7 1.0 LnGrp LOS D C A E E A E D B D B A Approach Vol,veh/h 1002 1216 1660 1542 Approach Delay,slveh 24.3 48.6 46.3 12.0 Approach LOS C D D B Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 15.7 47.3 12.0 35.0 19.0 44.0 14.0 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 35.5 6.5 32.5 8.5 37.5 12.5 26.5 Max Q Clear Time(g_c+I1),s 9.6 12.4 6.7 15.8 6.3 29.5 8.3 27.0 Green Ext Time(p_c),s 0.1 4.8 0.0 2.2 0.1 3.9 0.3 0.0 Intersection Summary HCM 7th Control Delay,s/veh 33.0 HCM 7th LOS C Notes User approved pedestrian interval to be less than phase max green. Unsignalized Delay for[EBR,WBR,SBR] is included in calculations of the approach delay and intersection delay. AM Peak-Hour Page 2 Timings 2045 Background PM - 30% Design 3: College (US 287) & Drake 02/12/2025 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Vivi tt r tt r )) ttt r Ott r Traffic Volume(vph) 210 663 268 166 704 191 384 1532 189 326 1968 433 Future Volume(vph) 210 663 268 166 704 191 384 1532 189 326 1968 433 Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 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 Intersection Summary -A Cycle Length: 120 Actuated Cycle Length: 120 Offset:20(17%), Referenced to phase 2:SBT and 6:NBT,Start of Yellow Natural Cycle: 150 i Control Type:Actuated-Coordinated Splits and Phases: 3:College(US 287)&Drake h 02(R) , 1 01 03 04 05 1 06(R) , � 07 � 08 PM Peak-Hour Page 1 HCM 7th Signalized Intersection Summary 2045 Background PM - 30% Design 3: College (US 287) & Drake 02/12/2025 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Vivi tt r tt r )) ttt r )VI ttt r Traffic Volume(vehlh) 210 663 268 166 704 191 384 1532 189 326 1968 433 Future Volume(veh/h) 210 663 268 166 704 191 384 1532 189 326 1968 433 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 0.99 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 228 721 0 180 765 0 417 1665 205 354 2139 0 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 315 939 264 891 553 1974 632 377 1694 Arrive On Green 0.03 0.09 0.00 0.08 0.25 0.00 0.32 0.77 0.77 0.04 0.11 0.00 Sat Flow,veh/h 3483 3582 1598 3510 3610 1610 3483 5147 1649 3483 5147 1598 Grp Volume(v),vehlh 228 721 0 180 765 0 417 1665 205 354 2139 0 Grp Sat Flow(s),veh/h/In 1742 1791 1598 1755 1805 1610 1742 1716 1649 1742 1716 1598 Q Serve(g_s),s 7.8 23.6 0.0 6.0 24.3 0.0 12.9 25.6 4.6 12.2 39.5 0.0 Cycle Q Clear(g_c),s 7.8 23.6 0.0 6.0 24.3 0.0 12.9 25.6 4.6 12.2 39.5 0.0 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 315 939 264 891 553 1974 632 377 1694 V/C Ratio(X) 0.72 0.77 0.68 0.86 0.75 0.84 0.32 0.94 1.26 Avail Cap(c_a),vehlh 334 1060 278 1008 553 1974 632 377 1694 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 0.00 0.91 0.91 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay(d),s/veh 56.7 51.2 0.0 54.1 43.2 0.0 38.9 11.6 9.1 57.5 53.5 0.0 Incr Delay(d2),s/veh 7.1 3.1 0.0 5.8 6.3 0.0 5.9 4.6 1.4 30.9 123.1 0.0 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 3.9 11.8 0.0 2.8 11.4 0.0 5.1 4.9 1.7 7.3 37.5 0.0 Unsig. Movement Delay,slveh 2.00 2.00 1.00 LnGrp Delay(d),s/veh 63.9 54.3 2.0 59.9 49.5 2.0 44.7 16.2 10.5 88.4 176.6 1.0 LnGrp LOS E D A E D A D B B F F A Approach Vol,veh/h 1240 1153 2287 2964 Approach Delay,slveh 43.8 42.6 20.9 138.1 Approach LOS D D C F Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 24.5 45.0 13.5 37.0 18.0 51.5 15.3 35.1 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+I1),s 14.9 41.5 8.0 25.6 14.2 27.6 9.8 26.3 Green Ext Time(p_c),s 0.0 0.0 0.0 2.0 0.0 6.8 0.1 1.8 Intersection Summary HCM 7th Control Delay,s/veh 73.3 HCM 7th LOS E Notes User approved pedestrian interval to be less than phase max green. Unsignalized Delay for[EBR,WBR,SBR] is included in calculations of the approach delay and intersection delay. PM Peak-Hour Page 2 Timings 2045 Total AM - 30% Design 3: College (US 287) & Drake 02/11/2025 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Vivi tt r tt r )) ttt r Ott r Traffic Volume(vph) 279 601 150 192 698 247 214 1163 89 148 1075 222 Future Volume(vph) 279 601 150 192 698 247 214 1163 89 148 1075 222 Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 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 13.0 33.0 33.0 17.0 43.0 43.0 15.0 41.0 41.0 Total Split(%) 17.3% 35.5% 35.5% 11.8% 30.0% 30.0% 15.5% 39.1% 39.1% 13.6% 37.3% 37.3% 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 Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset:21 (19%), Referenced to phase 2:SBT and 6:NBT,Start of Yellow Natural Cycle: 100 Control Type:Actuated-Coordinated Splits and Phases: 3:College(US 287)&Drake 01 � 02(R) , � 03 04 1 06(R) , 05 07 08 AM Peak-Hour Page 1 HCM 7th Signalized Intersection Summary 2045 Total AM - 30% Design 3: College (US 287) & Drake 02/11/2025 j'* --,, --t f- 4--- t t �► 1 .01 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Vivi tt r tt r )) ttt r vi� Ott r Traffic Volume(vehlh) 279 601 150 192 698 247 214 1163 89 148 1075 222 Future Volume(veh/h) 279 601 150 192 698 247 214 1163 89 148 1075 222 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 303 653 0 209 759 0 233 1264 97 161 1168 0 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 388 997 263 858 329 1741 560 382 1842 Arrive On Green 0.22 0.56 0.00 0.03 0.08 0.00 0.03 0.11 0.11 0.15 0.48 0.00 Sat Flow,veh/h 3456 3554 1585 3401 3497 1560 3456 5106 1644 3456 5106 1585 Grp Volume(v),vehlh 303 653 0 209 759 0 233 1264 97 161 1168 0 Grp Sat Flow(s),veh/h/In 1728 1777 1585 1700 1749 1560 1728 1702 1644 1728 1702 1585 Q Serve(g_s),s 9.1 14.0 0.0 6.7 23.6 0.0 7.3 26.3 3.9 4.7 18.8 0.0 Cycle Q Clear(g_c),s 9.1 14.0 0.0 6.7 23.6 0.0 7.3 26.3 3.9 4.7 18.8 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c),vehlh 388 997 263 858 329 1741 560 382 1842 V/C Ratio(X) 0.78 0.66 0.80 0.88 0.71 0.73 0.17 0.42 0.63 Avail Cap(c_a),veh/h 456 1082 263 874 377 1741 560 382 1842 HCM Platoon Ratio 2.00 2.00 2.00 0.33 0.33 0.33 0.33 0.33 0.33 1.33 1.33 1.33 Upstream Filter(I) 1.00 1.00 0.00 0.94 0.94 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay(d),slveh 41.4 20.5 0.0 52.7 49.0 0.0 51.8 43.8 15.3 43.7 23.2 0.0 Incr Delay(d2),s/veh 7.3 1.3 0.0 14.7 10.0 0.0 5.1 2.7 0.7 0.7 1.7 0.0 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 3.8 4.4 0.0 3.5 12.3 0.0 3.5 12.4 2.4 2.0 6.7 0.0 Unsig. Movement Delay,slveh 1.00 1.00 1.00 LnGrp Delay(d),s/veh 48.7 21.7 1.0 67.4 59.0 1.0 56.9 46.5 16.0 44.5 24.9 1.0 LnGrp LOS D C A E E A E D B D C A Approach Vol,veh/h 1119 1236 1594 1570 Approach Delay,slveh 26.0 47.9 46.2 23.2 Approach LOS C D D C Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 15.5 45.2 13.0 36.3 17.7 43.0 16.9 32.5 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 34.5 7.5 32.5 8.5 36.5 13.5 26.5 Max Q Clear Time(g_c+I1),s 9.3 20.8 8.7 16.0 6.7 28.3 11.1 25.6 Green Ext Time(p_c),s 0.1 4.3 0.0 2.4 0.1 3.8 0.3 0.3 Intersection Summary HCM 7th Control Delay,s/veh 35.9 HCM 7th LOS D Notes User approved pedestrian interval to be less than phase max green. Unsignalized Delay for[EBR,WBR,SBR] is included in calculations of the approach delay and intersection delay. AM Peak-Hour Page 2 Timings 2045 Total PM - 30% Design 3: College (US 287) & Drake 02/12/2025 -,i,* --0. --v 'r t 4N t �' �► 1 .01 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Vivi tt r tt r )) W r Ott r Traffic Volume(vph) 277 691 261 209 681 191 375 1494 184 326 2015 416 Future Volume(vph) 277 691 261 209 681 191 375 1494 184 326 2015 416 Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 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 16.0 46.0 46.0 19.0 49.0 49.0 Total Split(%) 13.3% 34.2% 34.2% 11.7% 32.5% 32.5% 13.3% 38.3% 38.3% 15.8% 40.8% 40.8% 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 Intersection Summary -A Cycle Length: 120 Actuated Cycle Length: 120 Offset:0(0%), Referenced to phase 2:SBT and 6:NBT,Start of Yellow Natural Cycle: 140 i Control Type:Actuated-Coordinated Splits and Phases: 3:College(US 287)&Drake 02(R) , o1 03 04 �1 05 1 06(R) , 07 08 PM Peak-Hour Page 1 HCM 7th Signalized Intersection Summary 2045 Total PM - 30% Design 3: College (US 287) & Drake 02/12/2025 j'* --,, --t f t 4N t �' �► 1 .01 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r ++ r )) ttt r )VI ttt r Traffic Volume(vehlh) 277 691 261 209 681 191 375 1494 184 326 2015 416 Future Volume(veh/h) 277 691 261 209 681 191 375 1494 184 326 2015 416 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 0.99 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 301 751 0 227 740 0 408 1624 200 354 2190 0 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 334 941 278 888 420 1908 611 406 1866 Arrive On Green 0.19 0.53 0.00 0.03 0.08 0.00 0.24 0.74 0.74 0.12 0.36 0.00 Sat Flow,veh/h 3483 3582 1598 3510 3610 1610 3483 5147 1648 3483 5147 1598 Grp Volume(v),vehlh 301 751 0 227 740 0 408 1624 200 354 2190 0 Grp Sat Flow(s),veh/h/In 1742 1791 1598 1755 1805 1610 1742 1716 1648 1742 1716 1598 Q Serve(g_s),s 10.1 20.6 0.0 7.7 24.2 0.0 13.9 26.5 5.0 12.0 43.5 0.0 Cycle Q Clear(g_c),s 10.1 20.6 0.0 7.7 24.2 0.0 13.9 26.5 5.0 12.0 43.5 0.0 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 334 941 278 888 420 1908 611 406 1866 V/C Ratio(X) 0.90 0.80 0.82 0.83 0.97 0.85 0.33 0.87 1.17 Avail Cap(c_a),vehlh 334 1060 278 1008 420 1908 611 406 1866 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 0.00 0.91 0.91 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay(d),s/veh 47.9 25.9 0.0 57.6 52.7 0.0 45.3 13.2 10.4 52.1 38.2 0.0 Incr Delay(d2),s/veh 26.3 3.9 0.0 15.7 5.0 0.0 36.2 5.0 1.4 18.2 84.3 0.0 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 5.2 6.7 0.0 4.2 12.4 0.0 7.2 5.4 1.8 6.2 32.2 0.0 Unsig. Movement Delay,slveh 2.00 2.00 1.00 LnGrp Delay(d),s/veh 74.2 29.8 2.0 73.3 57.7 2.0 81.5 18.2 11.8 70.3 122.5 1.0 LnGrp LOS E C A E E A F B B E F A Approach Vol,veh/h 1336 1175 2232 2996 Approach Delay,slveh 33.9 50.9 29.2 98.0 Approach LOS C D C F Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 20.0 49.0 14.0 37.0 19.0 50.0 16.0 35.0 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 9.5 42.5 8.5 34.5 13.0 39.5 10.5 32.5 Max Q Clear Time(g_c+I1),s 15.9 45.5 9.7 22.6 14.0 28.5 12.1 26.2 Green Ext Time(p_c),s 0.0 0.0 0.0 2.5 0.0 6.0 0.0 1.7 Intersection Summary HCM 7th Control Delay,s/veh 60.0 HCM 7th LOS E Notes User approved pedestrian interval to be less than phase max green. Unsignalized Delay for[EBR,WBR,SBR] is included in calculations of the approach delay and intersection delay. PM Peak-Hour Page 2 Timings 2045 Total PM - 30% Design Increased Cycle Length 3: College (US 287) & Drake 02/12/2025 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Vivi tt r tt r )) ttt r +tt r Traffic Volume(vph) 277 691 261 209 681 191 375 1494 184 326 2015 416 Future Volume(vph) 277 691 261 209 681 191 375 1494 184 326 2015 416 Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 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) 17.0 42.5 42.5 15.0 40.5 40.5 22.0 68.5 68.5 24.0 70.5 70.5 Total Split(%) 11.3% 28.3% 28.3% 10.0% 27.0% 27.0% 14.7% 45.7% 45.7% 16.0% 47.0% 47.0% 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 Intersection Summary -A Cycle Length: 150 Actuated Cycle Length: 150 Offset:0(0%), Referenced to phase 2:SBT and 6:NBT,Start of Yellow Natural Cycle: 140 i Control Type:Actuated-Coordinated Splits and Phases: 3:College(US 287)&Drake 02(R) , 01 03 04 m ILL, 05 06(R) , L.. 07 � 08 PM Peak-Hour Page 1 HCM 7th Signalized Intersection Summar�2045 Total PM - 30% Design Increased Cycle Length 3: College (US 287) & Drake 02/12/2025 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r Vi) ++ r )) "t r vi� +tt r Traffic Volume(vehlh) 277 691 261 209 681 191 375 1494 184 326 2015 416 Future Volume(veh/h) 277 691 261 209 681 191 375 1494 184 326 2015 416 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 0.99 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 301 751 0 227 740 0 408 1624 200 354 2190 0 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 290 856 246 815 409 2232 716 420 2230 Arrive On Green 0.08 0.24 0.00 0.07 0.23 0.00 0.12 0.43 0.43 0.12 0.43 0.00 Sat Flow,veh/h 3483 3582 1598 3510 3610 1610 3483 5147 1650 3483 5147 1598 Grp Volume(v),vehlh 301 751 0 227 740 0 408 1624 200 354 2190 0 Grp Sat Flow(s),veh/h/In 1742 1791 1598 1755 1805 1610 1742 1716 1650 1742 1716 1598 Q Serve(g_s),s 12.5 30.3 0.0 9.6 29.9 0.0 17.6 39.2 11.7 14.9 63.0 0.0 Cycle Q Clear(g_c),s 12.5 30.3 0.0 9.6 29.9 0.0 17.6 39.2 11.7 14.9 63.0 0.0 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 290 856 246 815 409 2232 716 420 2230 V/C Ratio(X) 1.04 0.88 0.92 0.91 1.00 0.73 0.28 0.84 0.98 Avail Cap(c_a),vehlh 290 884 246 842 409 2232 716 441 2230 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 0.00 0.91 0.91 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay(d),s/veh 68.8 54.9 0.0 69.4 56.5 0.0 66.2 35.1 27.4 64.6 41.9 0.0 Incr Delay(d2),s/veh 62.8 9.7 0.0 35.1 12.4 0.0 43.5 2.1 1.0 13.3 15.3 0.0 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 8.1 14.7 0.0 5.5 15.0 0.0 10.2 16.5 4.9 7.4 29.2 0.0 Unsig. Movement Delay,slveh 2.00 2.00 1.00 LnGrp Delay(d),s/veh 131.5 64.7 2.0 104.5 68.9 2.0 109.6 37.3 28.3 77.9 57.2 1.0 LnGrp LOS F E A F E A F D C E E A Approach Vol,veh/h 1336 1175 2232 2996 Approach Delay,slveh 66.4 63.9 49.7 51.2 Approach LOS E E D D Timer-Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration(G+Y+Rc),s 23.1 70.5 15.0 41.4 23.1 70.5 17.0 39.4 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 15.5 64.0 9.5 36.0 18.0 62.0 11.5 34.0 Max Q Clear Time(g_c+I1),s 19.6 65.0 11.6 32.3 16.9 41.2 14.5 31.9 Green Ext Time(p_c),s 0.0 0.0 0.0 1.2 0.2 8.5 0.0 0.7 Intersection Summary HCM 7th Control Delay,s/veh 55.3 HCM 7th LOS E Notes User approved pedestrian interval to be less than phase max green. Unsignalized Delay for[EBR,WBR,SBR] is included in calculations of the approach delay and intersection delay. PM Peak-Hour Page 2 HCM 7th TWSC 2024 Adjusted Existing AM 4: McClelland & Thunderbird Dr 02/11/2025 Intersection Int Delay, s/veh 1.4 Movement WBL WBR NBT NBR SBL SBT Lane Configurations err y, l Traffic Vol, veh/h 9 19 110 7 12 96 Future Vol,veh/h 9 19 110 7 12 96 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 24 139 9 15 122 Major/Minor Minorl Majorl Major2 Conflicting Flow All 299 147 0 0 151 0 Stage 1 147 - - - - - Stage 2 152 - 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 707 895 1418 Stage 1 876 - - Stage 2 887 - - Platoon blocked, % 0 Mov Cap-1 Maneuver 697 893 1414 Mov Cap-2 Maneuver 697 - - Stage 1 874 Stage 2 876 F Approach WB NB SB HCM Control Delay,s/v 9.6 0 0.84 _ HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT i Capacity(veh/h) 819 200 _ HCM Lane V/C Ratio 0.043 0.011 HCM Control Delay(s/veh) 9.6 7.6 0 _ HCM Lane LOS A A A HCM 95th%tile Q(veh) 0.1 0 - AM Peak-Hour Page 1 HCM 7th TWSC 2024 Adjusted Existing PM 4: McClelland & Thunderbird Dr 02/12/2025 Intersection Int Delay, s/veh 2.9 Movement WBL WBR NBT NBR SBL SBT Lane Configurations err y, .T Traffic Vol, veh/h 30 78 164 34 28 145 Future Vol,vehlh 30 78 164 34 28 145 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 86 180 37 31 159 Major/Minor Minorl Majorl Major2 Conflicting Flow All 424 203 0 0 222 0 Stage 1 203 - - - - - Stage 2 221 - - 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 612 843 1336 Stage 1 836 - - Stage 2 843 - - Platoon blocked, % 0 Mov Cap-1 Maneuver 594 840 1331 Mov Cap-2 Maneuver 594 - - Stage 1 833 Stage 2 821 F Approach WB NB SB HCM Control Delay,s/v10.67 0 1.26 _ HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT i Capacity(veh/h) 753 291 _ HCM Lane V/C Ratio 0.158 0.023 HCM Control Delay(s/veh) 10.7 7.8 0 _ HCM Lane LOS B A A HCM 95th%tile Q(veh) 0.6 0.1 - PM Peak-Hour Page 1 HCM 7th TWSC 2028 Background AM 4: McClelland & Thunderbird Dr 02/11/2025 Intersection Int Delay, s/veh 1.4 Movement WBL WBR NBT NBR SBL SBT Lane Configurations err y, l Traffic Vol, veh/h 9 20 121 7 12 104 Future Vol,veh/h 9 20 121 7 12 104 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 25 153 9 15 132 Major/Minor Minorl Majorl Major2 Conflicting Flow All 323 161 0 0 165 0 Stage 1 161 - - - - - Stage 2 162 - - 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 684 879 1401 Stage 1 863 - - Stage 2 877 - - Platoon blocked, % 0 Mov Cap-1 Maneuver 674 877 1398 Mov Cap-2 Maneuver 674 - - Stage 1 861 Stage 2 867 F Approach WB NB SB HCM Control Delay,s/v 9.7 0 0.79 _ HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLnl SBL SBT i Capacity(veh/h) 802 186 _ HCM Lane V/C Ratio 0.046 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 - AM Peak-Hour Page 1 HCM 7th TWSC 2028 Background PM 4: McClelland & Thunderbird Dr 02/12/2025 Intersection Int Delay, s/veh 2.8 Movement WBL WBR NBT NBR SBL SBT Lane Configurations err y, 4 Traffic Vol, veh/h 31 81 184 35 29 163 Future Vol,vehlh 31 81 184 35 29 163 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 34 89 202 38 32 179 Major/Minor Minorl Majorl Major2 Conflicting Flow All 468 225 0 0 245 0 Stage 1 225 - - - - - Stage 2 243 - - 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 574 819 1310 Stage 1 817 - - Stage 2 822 - - Platoon blocked, % 0 Mov Cap-1 Maneuver 557 816 1305 Mov Cap-2 Maneuver 557 - - Stage 1 814 Stage 2 800 F Approach WB NB SB HCM Control Delay,s/v 11 0 1.18 _ HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLnl SBL SBT i Capacity(veh/h) 723 272 _ HCM Lane V/C Ratio 0.17 0.024 HCM Control Delay(s/veh) 11 7.8 0 _ HCM Lane LOS B A A HCM 95th%tile Q(veh) 0.6 0.1 - PM Peak-Hour Page 1 HCM 7th TWSC 2028 Total AM 4: McClelland & Thunderbird Dr 02/11/2025 Intersection Int Delay, s/veh 1.7 Movement WBL WBR NBT NBR SBL SBT Lane Configurations err 11 l Traffic Vol, veh/h 14 25 124 9 12 104 Future Vol,vehlh 14 25 124 9 12 104 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 32 157 11 15 132 Major/Minor Minorl Majorl Major2 Conflicting Flow All 328 166 0 0 171 0 Stage 1 166 - - - - - Stage 2 162 - - 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 679 874 1394 Stage 1 859 - - Stage 2 877 - - Platoon blocked, % 0 Mov Cap-1 Maneuver 669 871 1390 Mov Cap-2 Maneuver 669 - - Stage 1 857 Stage 2 867 F Approach WB NB SB HCM Control Delay,s/v 9.89 0 0.79 _ HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT i Capacity(veh/h) 786 186 _ HCM Lane V/C Ratio 0.063 0.011 HCM Control Delay(s/veh) 9.9 7.6 0 _ HCM Lane LOS A A A HCM 95th%tile Q(veh) 0.2 0 - AM Peak-Hour Page 1 HCM 7th TWSC 2028 Total PM 4: McClelland & Thunderbird Dr 02/12/2025 Intersection Int Delay, s/veh 2.9 Movement WBL WBR NBT NBR SBL SBT Lane Configurations 'y y, 4 Traffic Vol, veh/h 35 85 187 37 29 163 Future Vol,vehlh 35 85 187 37 29 163 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 38 93 205 41 32 179 Major/Minor Minorl Majorl Major2 Conflicting Flow All 473 230 0 0 250 0 Stage 1 230 - - - - - Stage 2 243 - - 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 571 814 1304 Stage 1 813 - - Stage 2 822 - - Platoon blocked, % 0 Mov Cap-1 Maneuver 553 812 1299 Mov Cap-2 Maneuver 553 - - Stage 1 810 Stage 2 800 F Approach WB NB SB HCM Control Delay,s/v11.18 0 1.18 _ HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT i Capacity(veh/h) 714 272 _ HCM Lane V/C Ratio 0.185 0.025 HCM Control Delay(s/veh) 11.2 7.8 0 _ HCM Lane LOS B A A HCM 95th%tile Q(veh) 0.7 0.1 - PM Peak-Hour Page 1 HCM 7th TWSC 2045 Background AM 4: McClelland & Thunderbird Dr 02/11/2025 Intersection Int Delay, s/veh 1.4 Movement WBL WBR NBT NBR SBL SBT Lane Configurations err y, 4 Traffic Vol, veh/h 11 23 138 8 14 119 Future Vol,vehlh 11 23 138 8 14 119 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 25 150 9 15 129 Major/Minor Minorl Majorl Major2 Conflicting Flow All 317 157 0 0 162 0 Stage 1 157 - - - - - Stage 2 160 - - 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 697 883 1405 Stage 1 866 - - Stage 2 887 - - Platoon blocked, % 0 Mov Cap-1 Maneuver 687 881 1402 Mov Cap-2 Maneuver 687 - - Stage 1 864 Stage 2 876 F Approach WB NB SB HCM Control Delay,s/v 9.67 0 0.8 _ HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLnl SBL SBT i Capacity(veh/h) 807 189 _ HCM Lane V/C Ratio 0.046 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 - AM Peak-Hour Page 1 HCM 7th TWSC 2045 Background PM 4: McClelland & Thunderbird Dr 02/12/2025 Intersection Int Delay, s/veh 2.9 Movement WBL WBR NBT NBR SBL SBT Lane Configurations err y, 4 Traffic Vol, veh/h 36 93 209 40 33 185 Future Vol,vehlh 36 93 209 40 33 185 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 39 101 227 43 36 201 Major/Minor Minorl Majorl Major2 Conflicting Flow All 526 253 0 0 275 0 Stage 1 253 - - - - - Stage 2 273 - - 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 533 791 1277 Stage 1 794 - - Stage 2 801 - - Platoon blocked, % 0 Mov Cap-1 Maneuver 514 788 1273 Mov Cap-2 Maneuver 514 - - Stage 1 791 Stage 2 776 F Approach WB NB SB HCM Control Delay,s/v11.59 0 1.2 _ HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLnl SBL SBT i Capacity(veh/h) 686 272 _ HCM Lane V/C Ratio 0.204 0.028 HCM Control Delay(s/veh) 11.6 7.9 0 _ HCM Lane LOS B A A HCM 95th%tile Q(veh) 0.8 0.1 - PM Peak-Hour Page 1 HCM 7th TWSC 2045 Total AM 4: McClelland & Thunderbird Dr 02/11/2025 Intersection Int Delay, s/veh 1.6 Movement WBL WBR NBT NBR SBL SBT Lane Configurations err y, .T Traffic Vol, veh/h 16 28 141 10 14 119 Future Vol,vehlh 16 28 141 10 14 119 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 30 153 11 15 129 Major/Minor Minorl Majorl Major2 Conflicting Flow All 321 162 0 0 167 0 Stage 1 162 - - - - - Stage 2 160 - - 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 693 878 1399 Stage 1 862 - - Stage 2 887 - - Platoon blocked, % 0 Mov Cap-1 Maneuver 683 876 1395 Mov Cap-2 Maneuver 683 - - Stage 1 860 Stage 2 876 F Approach WB NB SB HCM Control Delay,s/v 9.82 0 0.8 _ HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT i Capacity(veh/h) 794 189 _ HCM Lane V/C Ratio 0.06 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 - AM Peak-Hour Page 1 HCM 7th TWSC 2045 Total PM 4: McClelland & Thunderbird Dr 02/12/2025 Intersection Int Delay, s/veh 3.1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations err 11 T Traffic Vol, veh/h 40 97 212 42 33 185 Future Vol,vehlh 40 97 212 42 33 185 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 43 105 230 46 36 201 Major/Minor Minorl Majorl Major2 Conflicting Flow All 530 257 0 0 280 0 Stage 1 257 - - - - - Stage 2 273 - - 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 530 786 1271 Stage 1 790 - - Stage 2 801 - - Platoon blocked, % 0 Mov Cap-1 Maneuver 511 784 1267 Mov Cap-2 Maneuver 511 - - Stage 1 788 Stage 2 775 F Approach WB NB SB HCM Control Delay,s/v 11.8 0 1.2 _ HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT i Capacity(veh/h) 678 272 _ HCM Lane V/C Ratio 0.22 0.028 HCM Control Delay(s/veh) 11.8 7.9 0 _ HCM Lane LOS B A A HCM 95th%tile Q(veh) 0.8 0.1 - PM Peak-Hour Page 1 HCM 7th TWSC 2024 Adjusted Existing AM 5: College (US 287) & Thunderbird Dr 02/11/2025 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+ Vi Wo Traffic Vol,veh/h 0 0 8 0 0 47 21 1541 15 12 1061 18 Future Vol,veh/h 0 0 8 0 0 47 21 1541 15 12 1061 18 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 23 1657 16 13 1141 19 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 580 837 1160 0 0 1673 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 *758 0 0 *674 598 - - 421 - Stage 1 0 0 - 0 0 - - - - - Stage 2 0 0 - 0 0 - - - - - - - Platoon blocked, % 0 0 0 - 0 - - Mov Cap-1 Maneuver - - *758 - - *674 598 - - 421 - - Mov Cap-2 Maneuver - - - Stage 1 - - - - - - - - - Stage 2 - - - A� Approach EB WB NB SB HCM Control Delay,s/v 9.8 10.78 0.15 0.15 HCM LOS A B Minor Lane/Major Mvmt NBL NBT NBR EBLnlWBLnl SBL SBT SBR Capacity(veh/h) 598 - 758 674 421 - HCM Lane V/C Ratio 0.038 - 0.011 0.075 0.031 - HCM Control Delay(slveh) 11.3 - - 9.8 10.8 13.8 - - 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 AM Peak-Hour Page 1 HCM 7th TWSC 2024 Adjusted Existing PM 5: College (US 287) & Thunderbird Dr 02/12/2025 Intersection Int Delay,s/veh 0.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations r r ) +++ Vi ++'+ Traffic Vol,veh/h 0 0 29 0 0 47 26 1783 19 19 1994 79 Future Vol,veh/h 0 0 29 0 0 47 26 1783 19 19 1994 79 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 29 0 0 47 26 1801 19 19 2014 80 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 1047 910 2094 0 0 1820 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 *635 309 - 412 - Stage 1 0 0 - 0 0 - - - - - Stage 2 0 0 - 0 0 - - - - - - Platoon blocked, % 0 0 0 - 0 Mov Cap-1 Maneuver - - *609 - - *635 309 - 412 - - Mov Cap-2 Maneuver - - Stage 1 - - - - - - - - - Stage 2 - - A� Approach EB WB NB SB HCM Control Delay,s/v11.21 11.13 0.25 0.13 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBR EBLnlWBLnl SBL SBT SBR Capacity(veh/h) 309 - 609 635 412 - HCM Lane V/C Ratio 0.085 - 0.048 0.075 0.047 - HCM Control Delay(slveh) 17.7 - - 11.2 11.1 14.2 - - HCM Lane LOS C - B B B - HCM 95th%tile Q(veh) 0.3 - 0.2 0.2 0.1 - Notes —:Volume exceeds capacity $: Delay exceeds 300s +:Computation Not Defined *:All major volume in platoon PM Peak-Hour Page 1 HCM 7th TWSC 2028 Background AM 5: College (US 287) & Thunderbird Dr 02/11/2025 Intersection Int Delay,s/veh 0.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations r r ) tti+ Wo Traffic Vol,veh/h 0 0 8 0 0 49 20 1620 16 12 1119 17 Future Vol,veh/h 0 0 8 0 0 49 20 1620 16 12 1119 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 53 22 1742 17 13 1203 18 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 611 880 1222 0 0 1759 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 *758 0 0 *674 552 - - 371 - Stage 1 0 0 - 0 0 - - - - - Stage 2 0 0 - 0 0 - - - - - - - Platoon blocked, % 0 0 0 - 0 - - Mov Cap-1 Maneuver - - *758 - - *674 552 - - 371 - Mov Cap-2 Maneuver - - - Stage 1 - - - - - - - - - Stage 2 - - - A� Approach EB WB NB SB HCM Control Delay,s/v 9.8 10.8 0.14 0.16 HCM LOS A B Minor Lane/Major Mvmt NBL NBT NBR EBLnlWBLnl SBL SBT SBR Capacity(veh/h) 552 - 758 674 371 - HCM Lane V/C Ratio 0.039 - 0.011 0.078 0.035 - HCM Control Delay(slveh) 11.8 - - 9.8 10.8 15.1 - - HCM Lane LOS B - A 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 AM Peak-Hour Page 1 HCM 7th TWSC 2028 Background PM 5: College (US 287) & Thunderbird Dr 02/12/2025 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 Wo Traffic Vol,veh/h 0 0 28 0 0 49 25 1898 20 20 2115 77 Future Vol,veh/h 0 0 28 0 0 49 25 1898 20 20 2115 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 49 25 1917 20 20 2136 78 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 1107 969 2214 0 0 1937 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 *579 0 0 *620 292 - - 368 - Stage 1 0 0 - 0 0 - - - - - Stage 2 0 0 - 0 0 - - - - - - - Platoon blocked, % 0 0 0 - 0 - - Mov Cap-1 Maneuver - - *579 - - *620 292 - - 368 - Mov Cap-2 Maneuver - - - Stage 1 - - - - - - - - - Stage 2 - - A� Approach EB WB NB SB HCM Control Delay,s/v11.54 11.31 0.24 0.14 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBR EBLnlWBLnl SBL SBT SBR Capacity(veh/h) 292 - 579 620 368 - HCM Lane V/C Ratio 0.086 - 0.049 0.08 0.055 - HCM Control Delay(slveh) 18.5 - - 11.5 11.3 15.4 - - HCM Lane LOS C - B B C - HCM 95th%tile Q(veh) 0.3 - 0.2 0.3 0.2 - Notes —:Volume exceeds capacity $: Delay exceeds 300s +:Computation Not Defined *:All major volume in platoon PM Peak-Hour Page 1 HCM 7th TWSC 2028 Total AM 5: College (US 287) & Thunderbird Dr 02/11/2025 Intersection Int Delay,s/veh 0.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations r r ) tti+ Wo Traffic Vol,veh/h 0 0 35 0 0 49 109 1558 16 12 1127 17 Future Vol,veh/h 0 0 35 0 0 49 109 1558 16 12 1127 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 53 117 1675 17 13 1212 18 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 615 846 1230 0 0 1692 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 *758 0 0 *674 546 - - 409 - Stage 1 0 0 - 0 0 - - - - - Stage 2 0 0 - 0 0 - - - - - - - Platoon blocked, % 0 0 0 - 0 - - Mov Cap-1 Maneuver - - *758 - - *674 546 - - 409 - Mov Cap-2 Maneuver - - - Stage 1 - - - - - - - - - Stage 2 - - - - - A� Approach EB WB NB SB HCM Control Delay,s/v 10 10.8 0.87 0.15 HCM LOS A B Minor Lane/Major Mvmt NBL NBT NBR EBLnlWBLnl SBL SBT SBR Capacity(veh/h) 546 - 758 674 409 - HCM Lane V/C Ratio 0.215 - 0.05 0.078 0.032 - HCM Control Delay(slveh) 13.4 - - 10 10.8 14.1 - - HCM Lane LOS B - A B B - HCM 95th%tile Q(veh) 0.8 - 0.2 0.3 0.1 - Notes —:Volume exceeds capacity $: Delay exceeds 300s +:Computation Not Defined *:All major volume in platoon AM Peak-Hour Page 1 HCM 7th TWSC 2028 Total PM 5: College (US 287) & Thunderbird Dr 02/12/2025 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 49 107 1846 20 20 2114 77 Future Vol,veh/h 0 0 55 0 0 49 107 1846 20 20 2114 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 49 108 1865 20 20 2135 78 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 1107 942 2213 0 0 1885 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 *579 0 0 *620 293 - - 400 - Stage 1 0 0 - 0 0 - - - - - Stage 2 0 0 - 0 0 - - - - - - - Platoon blocked, % 0 0 0 0 - - Mov Cap-1 Maneuver - - *579 - - *620 293 - - 400 - Mov Cap-2 Maneuver - - Stage 1 - - - - - - - - - Stage 2 - A� Approach EB WB NB SB HCM Control Delay,s/v11.88 11.31 1.32 0.13 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBR EBLnlWBLnl SBL SBT SBR Capacity(veh/h) 293 - 579 620 400 - HCM Lane V/C Ratio 0.369 - 0.096 0.08 0.05 - HCM Control Delay(slveh) 24.3 - - 11.9 11.3 14.5 - - HCM Lane LOS C - B B B - HCM 95th%tile Q(veh) 1.6 - 0.3 0.3 0.2 - Notes —:Volume exceeds capacity $: Delay exceeds 300s +:Computation Not Defined *:All major volume in platoon PM Peak-Hour Page 1 HCM 7th TWSC 2045 Background AM 5: College (US 287) & Thunderbird Dr 02/11/2025 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 56 20 1860 18 14 1284 17 Future Vol,veh/h 0 0 8 0 0 56 20 1860 18 14 1284 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 60 22 2000 19 15 1381 18 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 699 1010 1399 0 0 2019 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 *726 0 0 *625 502 - - 310 - Stage 1 0 0 - 0 0 - - - - - Stage 2 0 0 - 0 0 - - - - - - - Platoon blocked, % 0 0 0 - 0 - - Mov Cap-1 Maneuver - - *726 - - *625 502 - - 310 - Mov Cap-2 Maneuver - - - Stage 1 - - - - - - - - - Stage 2 - - - A� Approach EB WB NB SB HCM Control Delay,s/v10.02 11.37 0.13 0.18 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBR EBLnlWBLnl SBL SBT SBR Capacity(veh/h) 502 - 726 625 310 - HCM Lane V/C Ratio 0.043 - 0.012 0.096 0.049 - HCM Control Delay(slveh) 12.5 - 10 11.4 17.2 - - HCM Lane LOS B - B B C - HCM 95th%tile Q(veh) 0.1 - 0 0.3 0.2 - Notes —:Volume exceeds capacity $: Delay exceeds 300s +:Computation Not Defined *:All major volume in platoon AM Peak-Hour Page 1 HCM 7th TWSC 2045 Background PM 5: College (US 287) & Thunderbird Dr 02/12/2025 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 '� Wo Traffic Vol,veh/h 0 0 28 0 0 56 25 2176 23 23 2426 77 Future Vol,veh/h 0 0 28 0 0 56 25 2176 23 23 2426 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 57 25 2198 23 23 2451 78 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 1264 1111 2528 0 0 2221 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 *576 207 - - 286 - Stage 1 0 0 - 0 0 - - - - - Stage 2 0 0 - 0 0 - - - - - - - Platoon blocked, % 0 0 0 0 - Mov Cap-1 Maneuver - - *535 - - *576 207 - - 286 - Mov Cap-2 Maneuver - - - Stage 1 - - - - - - - - - Stage 2 - - A� Approach EB WB NB SB HCM Control Delay,s/v12.11 11.93 0.28 0.17 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBR EBLnlWBLnl SBL SBT SBR Capacity(veh/h) 207 - 535 576 286 - HCM Lane V/C Ratio 0.122 - 0.053 0.098 0.081 - HCM Control Delay(slveh) 24.8 - - 12.1 11.9 18.7 - - HCM Lane LOS C - 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 PM Peak-Hour Page 1 HCM 7th TWSC 2045 Total AM 5: College (US 287) & Thunderbird Dr 02/11/2025 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 56 109 1798 18 14 1292 17 Future Vol,veh/h 0 0 35 0 0 56 109 1798 18 14 1292 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 60 117 1933 19 15 1389 18 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 704 976 1408 0 0 1953 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 *726 0 0 *641 496 - - 320 - Stage 1 0 0 - 0 0 - - - - - Stage 2 0 0 - 0 0 - - - - - - - Platoon blocked, % 0 0 0 - 0 - Mov Cap-1 Maneuver - - *726 - - *641 496 - - 320 - Mov Cap-2 Maneuver - - - Stage 1 - - - - - - - - - Stage 2 - - - A� Approach EB WB NB SB HCM Control Delay,s/v10.23 11.19 0.82 0.18 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBR EBLnlWBLnl SBL SBT SBR Capacity(veh/h) 496 - 726 641 320 - HCM Lane V/C Ratio 0.236 - 0.052 0.094 0.047 - HCM Control Delay(slveh) 14.5 - - 10.2 11.2 16.8 - - 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 AM Peak-Hour Page 1 HCM 7th TWSC 2045 Total PM 5: College (US 287) & Thunderbird Dr 02/12/2025 Intersection Int Delay,s/veh 1.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations r r ) Tt+ W4 Traffic Vol,veh/h 0 0 55 0 0 56 107 2124 23 23 2425 77 Future Vol,veh/h 0 0 55 0 0 56 107 2124 23 23 2425 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 57 108 2145 23 23 2449 78 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 1264 1084 2527 0 0 2169 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 *576 208 - - 314 - Stage 1 0 0 - 0 0 - - - - - Stage 2 0 0 - 0 0 - - - - - - Platoon blocked, % 0 0 0 0 - Mov Cap-1 Maneuver - - *535 - - *576 208 314 - Mov Cap-2 Maneuver - - Stage 1 - - - Stage 2 - A� Approach EB WB NB SB HCM Control Delay,s/v12.51 11.93 1.89 0.16 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBR EBLnlWBLnl SBL SBT SBR Capacity(veh/h) 208 - 535 576 314 - HCM Lane V/C Ratio 0.521 - 0.104 0.098 0.074 - HCM Control Delay(slveh) 39.8 - - 12.5 11.9 17.4 - - HCM Lane LOS E - B B C - HCM 95th%tile Q(veh) 2.7 - 0.3 0.3 0.2 - Notes —:Volume exceeds capacity $: Delay exceeds 300s +:Computation Not Defined *:All major volume in platoon PM Peak-Hour Page 1 HCM 7th TWSC 2028 Total AM 6: RIRO Access/Background Study Access & Drake 02/11/2025 Intersection Int Delay,s/veh 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 52 925 52 0 881 50 0 0 131 0 0 38 did Future Vol,veh/h 52 925 52 0 881 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 1005 57 0 958 54 0 0 142 0 0 41 _ Major/Minor Majorl Major2 Minorl Minor2 Conflicting Flow All 1012 0 0 0 531 479 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 857 - 0 - - 0 0 *846 0 0 *850 Stage 1 - - 0 - - 0 0 - 0 0 - Stage 2 - - 0 - - 0 0 - 0 0 - Platoon blocked, % 0 - 0 0 Mov Cap-1 Maneuver 857 - - - - *846 - - *850 Mov Cap-2 Maneuver - - Stage 1 - - - - - - - - Stage 2 - A� Approach EB WB NB SB HCM Control Delay,s/v 0.48 0 10.11 9.45 HCM LOS B A Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBT WBR SBLn1 Capacity(veh/h) 846 857 - - 850 HCM Lane V/C Ratio 0.168 0.066 0.049 HCM Control Delay(slveh) 10.1 9.5 - - - 9.4 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 AM Peak-Hour Page 1 HCM 7th TWSC 2028 Total PM 6: RIRO Access/Background Study Access & Drake 02/12/2025 Intersection Int Delay,s/veh 1.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tl. tt r r r Traffic Vol,veh/h 90 1147 45 0 819 88 0 0 104 0 0 78 Future Vol,veh/h 90 1147 45 0 819 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 1247 49 0 890 96 0 0 113 0 0 85 _ Major/Minor Majorl Major2 Minorl Minor2 Conflicting Flow All 986 0 0 0 648 445 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 879 - 0 - - 0 0 *784 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 879 - - - - *784 - - *852 Mov Cap-2 Maneuver - - - - Stage 1 - - - - - - - - Stage 2 - A� Approach EB WB NB SB HCM Control Delay,s/v 0.67 0 10.37 9.69 HCM LOS B A Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBT WBR SBLn1 Capacity(veh/h) 784 879 - - 852 HCM Lane V/C Ratio 0.144 0.111 0.099 HCM Control Delay(slveh) 10.4 9.6 - - - 9.7 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 PM Peak-Hour Page 1 HCM 7th TWSC 2045 Total AM 6: RIRO Access/Background Study Access & Drake 02/11/2025 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 1071 52 0 1025 50 0 0 131 0 0 38 dd Future Vol,veh/h 52 1071 52 0 1025 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 1164 57 0 1114 54 0 0 142 0 0 41 _ Major/Minor Majorl Major2 Minorl Minor2 Conflicting Flow All 1168 0 0 0 610 557 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 778 - 0 - - 0 0 *810 0 0 *793 Stage 1 - - 0 - - 0 0 - 0 0 - Stage 2 - - 0 - - 0 0 - 0 0 - Platoon blocked, % 0 - 0 0 Mov Cap-1 Maneuver 778 - - - - *810 - - *793 Mov Cap-2 Maneuver - - Stage 1 - - - - - - - - - Stage 2 A� Approach EB WB NB SB HCM Control Delay,s/v 0.44 0 10.39 9.79 HCM LOS B A Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBT WBR SBLn1 Capacity(veh/h) 810 778 - - 793 HCM Lane V/C Ratio 0.176 0.073 0.052 HCM Control Delay(slveh) 10.4 10 - - - 9.8 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 AM Peak-Hour Page 1 HCM 7th TWSC 2045 Total PM 6: RIRO Access/Background Study Access & Drake 02/12/2025 Intersection Int Delay,s/veh 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 90 1325 45 0 953 88 0 0 104 0 0 78 Future Vol,veh/h 90 1325 45 0 953 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 1440 49 0 1036 96 0 0 113 0 0 85 _ Major/Minor Majorl Major2 Minorl Minor2 Conflicting Flow All 1132 0 0 0 745 518 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 785 - 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 785 - - - - *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) 734 785 - - 817 HCM Lane V/C Ratio 0.154 0.125 0.104 HCM Control Delay(slveh) 10.8 10.2 - - - 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 PM Peak-Hour Page 1 HCM 7th TWSC 2028 Total AM 7: McClelland & RIRO Access 02/11/2025 Intersection Int Delay, s/veh 2.1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations N y, T Traffic Vol, veh/h 0 73 131 3 0 116 Future Vol,veh/h 0 73 131 3 0 116 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 79 142 3 0 126 Major/Minor Minorl Majorl Major2 Conflicting Flow All 144 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 0 903 0 Stage 1 0 - 0 Stage 2 0 - 0 Platoon blocked, % Mov Cap-1 Maneuver - 903 - Mov Cap-2 Maneuver Stage 1 Stage 2 F Approach WB NB SB HCM Control Delay,s/v 9.37 0 0 _ HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBT i Capacity(veh/h) 903 _ HCM Lane V/C Ratio 0.088 HCM Control Delay(s/veh) 9.4 _ HCM Lane LOS A HCM 95th%tile Q(veh) 0.3 AM Peak-Hour Page 1 HCM 7th TWSC 2028 Total PM 7: McClelland & RIRO Access 02/12/2025 Intersection Int Delay, s/veh 1.1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations k, T Traffic Vol, veh/h 0 56 265 3 0 191 Future Vol,veh/h 0 56 265 3 0 191 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 61 288 3 0 208 Major/Minor Minorl Majorl Major2 Conflicting Flow All 290 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 0 749 0 Stage 1 0 - 0 Stage 2 0 - 0 Platoon blocked, % Mov Cap-1 Maneuver - 749 - Mov Cap-2 Maneuver Stage 1 Stage 2 F Approach WB NB SB HCM Control Delay,s/v10.23 0 0 _ HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBT i Capacity(veh/h) 749 _ 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 PM Peak-Hour Page 1 HCM 7th TWSC 2045 Total AM 7: McClelland & RIRO Access 02/11/2025 Intersection Int Delay, s/veh 1.9 Movement WBL WBR NBT NBR SBL SBT Lane Configurations N y, T Traffic Vol, veh/h 0 73 149 3 0 132 Future Vol,veh/h 0 73 149 3 0 132 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 79 162 3 0 143 Major/Minor Minorl Majorl Major2 Conflicting Flow All 164 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 0 881 0 Stage 1 0 - 0 Stage 2 0 - 0 Platoon blocked, % Mov Cap-1 Maneuver - 881 - Mov Cap-2 Maneuver Stage 1 Stage 2 F Approach WB NB SB HCM Control Delay,s/v 9.49 0 0 HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBT Capacity(veh/h) 881 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 AM Peak-Hour Page 1 HCM 7th TWSC 2045 Total PM 7: McClelland & RIRO Access 02/12/2025 Intersection Int Delay, s/veh 1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations k, T Traffic Vol, veh/h 0 56 302 3 0 218 Future Vol,veh/h 0 56 302 3 0 218 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 61 328 3 0 237 Major/Minor Minorl Majorl Major2 Conflicting Flow All 330 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 0 712 0 Stage 1 0 - 0 Stage 2 0 - 0 Platoon blocked, % Mov Cap-1 Maneuver - 712 - Mov Cap-2 Maneuver Stage 1 Stage 2 F Approach WB NB SB HCM Control Delay,s/v10.53 0 0 _ HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBT i Capacity(veh/h) 712 _ HCM Lane V/C Ratio 0.086 HCM Control Delay(s/veh) 10.5 _ HCM Lane LOS B HCM 95th%tile Q(veh) 0.3 PM Peak-Hour Page 1 HCM 7th TWSC 2028 Total AM 8: College (US 287) & RIRO Access 02/11/2025 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 1269 1102 146 Future Vol,veh/h 0 56 0 1269 1102 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 1379 1198 159 Major/Minor Minor2 Majorl Major2 Conflicting Flow All 678 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 *774 0 Stage 1 0 - 0 Stage 2 0 - 0 Platoon blocked, % 0 Mov Cap-1 Maneuver - *774 - Mov Cap-2 Maneuver Stage 1 Stage 2 F Approach EB NB SB HCM Control Delay,s/v10.05 0 0 _ HCM LOS B Minor Lane/Major Mvmt NBT EBLnl SBT SBR Capacity(veh/h) 774 _ HCM Lane V/C Ratio 0.079 HCM Control Delay(s/veh) 10 _ 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 AM Peak-Hour Pagel HCM 7th TWSC 2028 Total PM 8: College (US 287) & RIRO Access 02/12/2025 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 1784 2160 142 Future Vol,veh/h 0 55 0 1784 2160 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 1939 2348 154 Major/Minor Minor2 Majorl Major2 Conflicting Flow All 1251 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 PM Peak-Hour Pagel HCM 7th TWSC 2045 Total AM 8: College (US 287) & RIRO Access 02/11/2025 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 1466 1272 146 Future Vol,veh/h 0 56 0 1466 1272 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 1593 1383 159 - Major/Minor Minor2 Majorl Major2 Conflicting Flow All 771 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 *746 0 Stage 1 0 - 0 Stage 2 0 - 0 Platoon blocked, % 0 Mov Cap-1 Maneuver - *746 - Mov Cap-2 Maneuver Stage 1 Stage 2 F Approach EB NB SB HCM Control Delay,s/v10.26 0 0 _ HCM LOS B Minor Lane/Major Mvmt NBT EBLnl SBT SBR Capacity(veh/h) 746 _ HCM Lane V/C Ratio 0.082 HCM Control Delay(s/veh) 10.3 _ 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 AM Peak-Hour Pagel HCM 7th TWSC 2045 Total PM 8: College (US 287) & RIRO Access 02/12/2025 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 2053 2487 142 Future Vol,veh/h 0 55 0 2053 2487 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 2232 2703 154 Major/Minor Minor2 Majorl Major2 Conflicting Flow All 1429 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 PM Peak-Hour Pagel HCM 7th TWSC 2028 Total AM 9: Driveway/Project Access & Thunderbird Dr 02/11/2025 Intersection Int Delay,s/veh 2.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations T. I. .T. .:4 Traffic Vol,veh/h 2 8 11 7 26 89 3 0 1 27 0 10 Future Vol,veh/h 2 8 11 7 26 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 12 8 28 97 3 0 1 29 0 11 Major/Minor Majorl Major2 Minorl Minor2 Conflicting Flow All 125 0 0 21 0 0 63 159 15 105 117 77 Stage 1 - - - - - - 19 19 - 92 92 - Stage 2 - - - 43 140 - 13 25 - 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 1462 - 1595 - - 932 733 1065 875 773 984 Stage 1 - - - - 1000 879 - 915 819 - Stage 2 - - - - - 971 781 - 1007 874 - Platoon blocked, % Mov Cap-1 Maneuver 1462 - 1595 - 916 728 1065 868 768 984 Mov Cap-2 Maneuver - - 916 728 - 868 768 - Stage 1 - - - - - 998 878 - 911 815 - Stage 2 - 955 777 - 1005 873 - A� Approach EB WB NB SIB HCM Control Delay,s/v 0.71 0.42 8.81 9.2 HCM LOS A A Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity(veh/h) 949 154 89 - 897 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 AM Peak-Hour Page 1 HCM 7th TWSC 2028 Total PM 9: Driveway/Project Access & Thunderbird Dr 02/12/2025 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 61 51 40 82 45 0 10 27 0 9 Future Vol,veh/h 3 25 61 51 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 66 55 43 89 49 0 11 29 0 10 Major/Minor Majorl Major2 Minorl Minor2 Conflicting Flow All 133 0 0 93 0 0 221 310 60 233 299 88 Stage 1 - - - - - - 67 67 - 199 199 - Stage 2 - - - 154 243 - 34 100 - 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 - 1501 - 735 604 1005 722 613 970 Stage - - - 944 839 - 803 736 - Stage 2 - - - - - 848 704 - 982 812 - Platoon blocked, % Mov Cap-1 Maneuver 1452 - 1501 - - 696 579 1005 684 587 970 Mov Cap-2 Maneuver - - - 696 579 - 684 587 - Stage 1 - - - - - 941 837 - 771 707 - Stage 2 - 806 676 - 969 810 - A� Approach EB WB NB SIB HCM Control Delay,s/v 0.25 2.21 10.31 10.15 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity(veh/h) 737 53 468 - 738 HCM Lane V/C Ratio 0.081 0.002 0.037 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 PM Peak-Hour Page 1 HCM 7th TWSC 2045 Total AM 9: Driveway/Project Access & Thunderbird Dr 02/11/2025 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 13 8 30 89 4 0 1 27 0 10 Future Vol,veh/h 2 10 13 8 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 14 9 33 97 4 0 1 29 0 11 _ Major/Minor Majorl Major2 Minorl Minor2 Conflicting Flow All 129 0 0 25 0 0 72 169 18 114 128 81 Stage 1 - - - - - - 22 22 - 98 98 - Stage 2 - - 50 147 - 15 29 - 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 - 1589 - 919 724 1061 864 763 979 Stage 1 - - 996 877 - 908 814 - Stage 2 - - - - - 963 776 - 1005 871 - Platoon blocked, % - Mov Cap-1 Maneuver 1456 - 1589 - - 902 718 1061 856 757 979 Mov Cap-2 Maneuver - - 902 718 - 856 757 - Stage 1 - - - - - 995 875 - 903 809 - Stage 2 - 947 771 - 1002 869 - A� Approach EB WB NB SIB HCM Control Delay,s/v 0.6 0.46 8.9 9.25 HCM LOS A A Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity(veh/h) 930 129 99 - 886 HCM Lane V/C Ratio 0.006 0.001 0.005 0.045 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 AM Peak-Hour Page 1 HCM 7th TWSC 2045 Total PM 9: Driveway/Project Access & Thunderbird Dr 02/12/2025 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 29 70 58 46 82 52 0 12 27 0 9 Future Vol,veh/h 3 29 70 58 46 82 52 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 32 76 63 50 89 57 0 13 29 0 10 Major/Minor Majorl Major2 Minorl Minor2 Conflicting Flow All 139 0 0 108 0 0 252 341 70 259 335 95 Stage 1 - - - - - - 76 76 - 221 221 - Stage 2 - - - 176 265 - 38 114 - 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 1444 - 1483 - - 701 581 993 694 586 962 Stage 1 - - 933 832 - 782 721 - Stage 2 - - - - - 826 689 - 977 801 - Platoon blocked, % - Mov Cap-1 Maneuver 1444 - 1483 - 660 552 993 652 557 962 Mov Cap-2 Maneuver - - - 660 552 - 652 557 - Stage 1 - - - - - 931 830 - 745 687 - Stage 2 - 779 657 - 962 799 - A� Approach EB WB NB SIB HCM Control Delay,s/v 0.22 2.35 10.67 10.37 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity(veh/h) 704 46 498 - 709 HCM Lane V/C Ratio 0.099 0.002 0.043 0.055 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 PM Peak-Hour Page 1 '1W APPENDIX G Queue Analysis Worksheets Kimley>>> Horn 096315014 SWC Drake and College Queues 2028 Total AM 1: Redwing/Bay & Drake 02/11/2025 Lane Group EBT WBL WBT NBL NBR SBR Lane Group Flow(vph) 1135 62 1247 6 22 6 v/c Ratio 0.71 0.08 0.40 0.03 0.18 0.01 _ Control Delay(s/veh) 30.5 2.0 2.7 40.8 52.1 0.0 Queue Delay 0.0 1.8 0.0 0.0 0.0 0.0 Total Delay(s/veh) 30.5 3.9 2.7 40.8 52.1 0.0 Queue Length 50th(ft) 342 1 71 4 15 0 Queue Length 95th(ft) #528 12 65 14 39 0 Internal Link Dist(ft) 1512 64 Turn Bay Length(ft) 80 120 Base Capacity(vph) 1591 772 3053 366 125 570 Starvation Cap Reductn 0 605 196 0 0 0 Spillback Cap Reductn 15 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.72 0.37 0.44 0.02 0.18 0.01 Intersection Summary # 95th percentile volume exceeds capacity,queue may be longer. Queue shown is maximum after two cycles. AM Peak-Hour Page 1 Queues 2028 Total PM 1: Redwing/Bay & Drake 02/12/2025 Lane Group EBT WBL WBT NBL NBR SBR Lane Group Flow(vph) 1220 53 1374 33 87 10 v/c Ratio 0.89 0.06 0.44 0.26 0.66 0.03 _ Control Delay(s/veh) 44.4 3.3 2.4 57.1 77.8 0.2 Queue Delay 1.3 0.8 0.2 0.0 9.9 0.0 Total Delay(s/veh) 45.7 4.1 2.6 57.1 87.8 0.2 Queue Length 50th(ft) 468 1 83 25 67 0 Queue Length 95th(ft) #611 m14 86 57 #145 0 Internal Link Dist(ft) 1501 F 64 Turn Bay Length(ft) 80 120 Base Capacity(vph) 1360 842 3086 346 133 540 Starvation Cap Reductn 0 635 794 0 0 0 Spillback Cap Reductn 44 0 0 0 25 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.93 0.26 0.60 0.10 0.81 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. _ PM Peak-Hour Page 1 Queues 2045 Total AM 1: Redwing/Bay & Drake 02/11/2025 ---40. f ~ '*\ /', rr Lane Group EBT WBL WBT NBL NBR SBR Lane Group Flow(vph) 1228 67 1353 7 23 7 v/c Ratio 0.79 0.08 0.44 0.04 0.19 0.01 _ Control Delay(s/veh) 33.9 8.5 3.0 41.1 52.2 0.1 Queue Delay 0.3 4.5 0.0 0.0 0.0 0.0 Total Delay(s/veh) 34.3 13.1 3.1 41.1 52.2 0.1 Queue Length 50th(ft) 407 4 85 5 16 0 Queue Length 95th(ft) #636 23 87 16 42 0 Internal Link Dist(ft) 1512 64 Turn Bay Length(ft) 80 120 Base Capacity(vph) 1550 757 3052 366 125 570 Starvation Cap Reductn 0 630 194 0 0 0 Spillback Cap Reductn 57 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.82 0.53 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. AM Peak-Hour Page 1 Queues 2045 Total PM 1: Redwing/Bay & Drake 02/12/2025 f 4- '*\ rA, `1 Lane Group EBT WBL WBT NBL NBR SBR Lane Group Flow(vph) 1469 63 1660 40 104 13 v/c Ratio 1.02 0.08 0.55 0.31 0.13 0.03 _ Control Delay(s/veh) 64.2 8.4 4.0 57.7 15.3 0.2 Queue Delay 17.7 1.3 0.5 0.0 0.0 0.0 Total Delay(s/veh) 82.0 9.8 4.5 57.7 15.3 0.2 Queue Length 50th(ft) -636 5 123 30 39 0 Queue Length 95th(ft) #777 m21 124 65 69 0 Internal Link Dist(ft) 1501 7 64 Turn Bay Length(ft) 80 120 Base Capacity(vph) 1438 760 2966 346 773 540 Starvation Cap Reductn 0 573 758 0 0 0 Spillback Cap Reductn 65 0 0 0 31 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 1.07 0.34 0.75 0.12 0.14 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. _ PM Peak-Hour Page 1 Queues 2028 Total AM 2: McClelland/Max BRT & Drake 02/11/2025 Lane Group EBT WBL WBT NBL NBT NBR SBT Lane Group Flow(vph) 1171 24 1150 156 5 76 3 v/c Ratio 0.74 0.11 0.42 0.52 0.01 0.16 0.01 _ Control Delay(s/veh) 9.2 21.2 24.3 45.1 34.7 0.7 35.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 9.2 21.2 24.4 45.1 34.7 0.7 35.6 Queue Length 50th(ft) 21 9 187 89 3 0 2 Queue Length 95th(ft) #514 m18 241 #205 14 0 10 Internal Link Dist(ft) 64 249 154 384 Turn Bay Length(ft) 160 150 150 Base Capacity(vph) 1572 217 2691 300 410 462 213 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 174 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.74 0.11 0.46 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. m Volume for 95th percentile queue is metered by upstream signal. AM Peak-Hour Page 1 Queues 2028 Total PM 2: McClelland/Max BRT & Drake 4 I 02/12/2025 -* f 4- Lane Group EBT WBL WBT NBL NBT NBR SBT Lane Group Flow(vph) 1307 60 1250 190 8 135 6 v/c Ratio 0.97 0.30 0.49 0.50 0.01 0.25 0.02 _ Control Delay(s/veh) 18.8 16.6 14.2 43.4 34.7 6.2 35.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 18.8 16.6 14.3 43.4 34.7 6.2 35.1 Queue Length 50th(ft) 49 13 131 127 5 0 4 Queue Length 95th(ft) m#652 m29 m200 213 18 44 15 Internal Link Dist(ft) 64 249 144 303 Turn Bay Length(ft) 160 150 150 Base Capacity(vph) 1343 201 2547 375 446 524 229 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 174 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.97 0.30 0.53 0.51 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. PM Peak-Hour Page 1 Queues 2045 Total AM 2: McClelland/Max BRT & Drake 02/11/2025 Lane Group EBT WBL WBT NBL NBT NBR SBT Lane Group Flow(vph) 1252 25 1243 158 5 78 4 v/c Ratio 0.81 0.13 0.47 0.50 0.01 0.16 0.01 _ Control Delay(s/veh) 11.1 22.7 26.6 43.6 34.6 0.7 35.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 11.1 22.7 26.6 43.6 34.6 0.7 35.2 Queue Length 50th(ft) 18 10 218 86 2 0 2 Queue Length 95th(ft) #621 m17 m264 #223 14 0 13 Internal Link Dist(ft) 64 F 249 154 384 Turn Bay Length(ft) 160 150 150 Base Capacity(vph) 1531 192 2634 314 431 477 224 Starvation Cap Reductn 3 0 0 0 0 0 0 Spillback Cap Reductn 0 0 193 0 0 0 0 _ Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.82 0.13 0.51 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. m Volume for 95th percentile queue is metered by upstream signal. AM Peak-Hour Page 1 Queues 2045 Total PM 2: McClelland/Max BRT & Drake 02/12/2025 Lane Group EBT WBL WBT NBL NBT NBR SBT Lane Group Flow(vph) 1494 68 1438 211 10 152 7 v/c Ratio 1.05 0.49 0.57 0.57 0.02 0.29 0.03 _ Control Delay(s/veh) 37.0 26.5 18.7 47.0 35.3 7.4 35.8 Queue Delay 1.4 0.0 0.1 0.0 0.0 0.0 0.0 Total Delay(s/veh) 38.4 26.5 18.9 47.0 35.3 7.4 35.8 Queue Length 50th(ft) -84 19 215 145 6 0 4 Queue Length 95th(ft) m#55 m35 m323 240 21 54 17 Internal Link Dist(ft) 64 F 249 144 _ 303 Turn Bay Length(ft) 160 150 150 Base Capacity(vph) 1420 137 2482 364 433 518 223 Starvation Cap Reductn 5 0 0 0 0 0 0 Spillback Cap Reductn 0 0 229 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 1.06 0.50 0.64 0.58 0.02 0.29 0.03 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. _ PM Peak-Hour Page 1 Queues 2028 Total AM 3: College (US 287) & Drake 102/11/2025 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow(vph) 295 610 151 202 701 251 219 1169 90 153 1097 222 v/c Ratio 1.05 0.61 0.25 0.76 0.88 0.43 0.62 0.66 0.12 0.53 0.65 0.32 Control Delay(s/veh) 108.0 26.4 3.8 44.7 54.6 8.6 52.4 32.1 2.3 55.5 33.1 6.2 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) 108.0 26.4 3.8 44.7 54.6 8.6 52.4 32.1 2.3 55.5 33.1 6.2 Queue Length 50th(ft) -174 58 0 97 253 9 77 267 0 54 242 9 Queue Length 95th(ft) #331 138 m27 #167 #313 72 112 302 15 84 276 54 Internal Link Dist(ft) 376 2554 293 1711 Turn Bay Length(ft) 240 230 275 250 260 250 270 275 Base Capacity(vph) 280 1005 607 264 810 583 362 1751 708 286 1680 675 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 1.05 0.61 0.25 0.77 0.87 0.43 0.60 0.67 0.13 0.53 0.65 0.33 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. AM Peak-Hour Page 1 Queues 2028 Total PM 3: College (US 287) & Drake 102/12/2025 -♦ 4-_ 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow(vph) 277 669 251 208 659 187 367 1440 176 323 1961 399 v/c Ratio 1.10 0.75 0.44 0.88 0.79 0.34 1.25 0.80 0.25 0.76 1.00 0.53 Control Delay(s/veh) 120.2 40.0 9.9 69.3 56.5 14.9 179.6 36.4 7.1 63.8 57.9 16.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 120.2 40.0 9.9 69.3 56.5 14.9 179.6 36.4 7.1 63.8 57.9 16.0 Queue Length 50th(ft) -178 157 48 126 267 14 -184 381 2 _ 124 -572 106 Queue Length 95th(ft) m#213 m153 m47 #201 332 95 #277 307 66 #200 #722 213 Internal Link Dist(ft) 376 2554 213 1711 Turn Bay Length(ft) 240 230 275 250 260 250 270 275 Base Capacity(vph) 251 986 601 236 940 584 293 1786 691 421 1955 745 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.10 0.68 0.42 0.88 0.70 0.32 1.25 0.81 0.25 0.77 1.00 0.54 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. PM Peak-Hour Page 1 Queues 2045 Total AM 3: College (US 287) & Drake 02/11/2025 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow(vph) 303 653 163 209 759 268 233 1264 97 161 1168 241 v/c Ratio 1.09 0.64 0.26 0.82 0.93 0.45 0.66 0.73 0.13 0.56 0.71 0.36 Control Delay(s/veh) 118.7 27.9 4.3 51.7 60.6 9.1 54.0 34.2 2.4 56.4 34.9 7.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 118.7 27.9 4.3 51.7 60.6 9.1 54.0 34.2 2.4 56.4 34.9 7.6 Queue Length 50th(ft) -197 95 1 4 101 280 10 82 295 0 57 263 18 Queue Length 95th(ft) m#316 m155 m27 #214 #397 87 124 353 18 92 316 76 Internal Link Dist(ft) 376 2554 293 1711 Turn Bay Length(ft) 240 230 275 250 260 250 270 275 Base Capacity(vph) 277 1005 607 254 810 583 362 1720 699 286 1645 664 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 1.09 0.65 0.27 0.82 0.94 0.46 0.64 0.73 0.14 0.56 0.71 0.36 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. AM Peak-Hour Page 1 Queues 2045 Total PM 3: College (US 287) & Drake 02/12/2025 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow(vph) 301 751 284 227 740 208 408 1624 200 354 2190 452 v/c Ratio 1.28 0.81 0.47 1.03 0.84 0.36 1.16 0.94 0.29 0.84 1.20 0.64 Control Delay(s/veh) 181.7 36.5 6.4 105.5 61.5 15.6 145.9 46.7 7.9 70.3 134.6 22.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 181.7 36.5 6.4 105.5 61.5 15.6 145.9 46.7 7.9 70.3 134.6 22.8 Queue Length 50th(ft) -240 177 34 -143 309 16 -194 453 8 141 -780 168 Queue Length 95th(ft) m#256 m177 m34 #273 380 106 #291 #543 69 #229 #881 294 Internal Link Dist(ft) 376 2554 213 1711 Turn Bay Length(ft) 240 230 275 250 260 250 270 275 Base Capacity(vph) 235 986 623 220 940 593 349 1725 674 419 1810 696 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 1.28 0.76 0.46 1.03 0.79 0.35 1.17 0.94 0.30 0.84 1.21 0.65 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. PM Peak-Hour Page 1 Queues 2028 Total AM - 30% Design 3: College (US 287) & Drake 02/11/2025 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow(vph) 295 610 151 202 701 251 219 1169 90 153 1097 222 v/c Ratio 0.70 0.63 0.25 0.80 0.88 0.43 0.62 0.67 0.12 0.53 0.66 0.32 Control Delay(s/veh) 72.1 26.0 3.4 70.9 54.5 8.8 52.4 32.7 2.3 55.5 33.8 5.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 72.1 26.0 3.4 70.9 54.5 8.8 52.4 32.7 2.3 55.5 33.8 5.0 Queue Length 50th(ft) 109 56 0 74 253 9 77 271 0 54 246 0 Queue Length 95th(ft) 153 132 m24 #125 #313 73 112 306 15 84 280 45 Internal Link Dist(ft) 376 2554 293 1711 Turn Bay Length(ft) 240 230 275 250 260 250 270 275 Base Capacity(vph) 437 1005 607 251 811 584 362 1730 702 286 1658 681 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.68 0.61 0.25 0.80 0.86 0.43 0.60 0.68 0.13 0.53 0.66 0.33 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. AM Peak-Hour Page 1 Queues 2028 Total PM - 30% Design 3: College (US 287) & Drake ♦ 02/12/2025 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow(vph) 277 669 251 208 659 187 367 1440 176 323 1961 399 v/c Ratio 0.86 0.75 0.46 0.77 0.79 0.34 1.25 0.80 0.25 0.76 1.00 0.53 Control Delay(s/veh) 91.0 40.0 11.5 71.8 56.5 14.9 179.6 36.4 7.1 63.8 57.9 16.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 91.0 40.0 11.5 71.8 56.5 14.9 179.6 36.4 7.1 63.8 57.9 16.0 Queue Length 50th(ft) 117 157 52 83 267 14 -184 381 2 1 124 -572 106 Queue Length 95th(ft) m130 m153 m51 #142 332 95 #277 307 66 #200 #722 213 Internal Link Dist(ft) 376 2554 213 7 1711 Turn Bay Length(ft) 240 230 275 250 260 250 270 275 Base Capacity(vph) 321 986 587 267 940 584 293 1786 691 421 1955 745 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.86 0.68 0.43 0.78 0.70 0.32 1.25 0.81 0.25 0.77 1.00 0.54 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. PM Peak-Hour Page 1 Queues 2045 Total AM - 30% Design 3: College (US 287) & Drake 02/11/2025 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow(vph) 303 653 163 209 759 268 233 1264 97 161 1168 241 v/c Ratio 0.71 0.65 0.27 0.83 0.93 0.45 0.66 0.74 0.14 0.56 0.72 0.36 Control Delay(s/veh) 72.7 27.2 3.9 74.3 60.2 9.2 54.0 35.1 2.4 56.4 35.7 6.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay(s/veh) 72.7 27.2 3.9 74.3 60.2 9.2 54.0 35.1 2.4 56.4 35.7 6.8 Queue Length 50th(ft) 117 89 2 77 280 10 82 300 0 57 267 12 Queue Length 95th(ft) m147 m148 m24 #142 #397 88 124 358 18 92 321 68 Internal Link Dist(ft) 376 2554 293 1711 Turn Bay Length(ft) 240 230 275 250 260 250 270 275 Base Capacity(vph) 437 1005 607 251 812 584 362 1693 691 286 1618 666 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.69 0.65 0.27 0.83 0.93 0.46 0.64 0.75 0.14 0.56 0.72 0.36 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. AM Peak-Hour Page 1 Queues 2045 Total PM - 30% Design 3: College (US 287) & Drake 02/12/2025 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow(vph) 301 751 284 227 740 208 408 1624 200 354 2190 452 v/c Ratio 0.93 0.81 0.50 0.85 0.84 0.36 1.39 0.94 0.29 0.84 1.15 0.62 Control Delay(s/veh) 97.8 38.5 11.3 79.7 59.7 15.2 234.2 47.0 8.5 70.3 111.9 20.7 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) 97.8 38.5 11.3 79.7 59.7 15.2 234.2 47.0 8.5 70.3 111.9 20.7 Queue Length 50th(ft) 127 177 48 91 299 16 -219 453 9 141 -755 158 Queue Length 95th(ft) m133 m179 m50 #160 375 105 #315 #543 75 #229 #856 279 Internal Link Dist(ft) 376 2554 213 1711 Turn Bay Length(ft) 240 230 275 250 260 250 270 275 Base Capacity(vph) 321 986 587 267 940 593 293 1725 674 419 1892 723 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.94 0.76 0.48 0.85 0.79 0.35 1.39 0.94 0.30 0.84 1.16 0.63 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. PM Peak-Hour Page 1 Queues 2045 Total PM - 30% Design Increased Cycle Length 3: College (US 287) & Drake 02/12/2025 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow(vph) 301 751 284 227 740 208 408 1624 200 354 2190 452 v/c Ratio 1.07 0.92 0.53 0.96 0.94 0.40 1.10 0.77 0.25 0.84 1.01 0.57 Control Delay(s/veh) 138.6 72.3 17.8 117.7 78.4 11.4 138.5 40.2 8.2 83.1 64.5 21.2 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) 138.6 72.3 17.8 117.7 78.4 11.4 138.5 40.2 8.2 83.1 64.5 21.2 Queue Length 50th(ft) -168 379 61 116 377 19 -234 497 27 177 -828 195 Queue Length 95th(ft) #269 #494 159 #203 #501 91 #344 558 81 #254 #917 310 Internal Link Dist(ft) 376 2554 213 1711 Turn Bay Length(ft) 240 230 275 250 260 250 270 275 Base Capacity(vph) 279 822 529 236 786 511 368 2104 777 424 2160 785 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 1.08 0.91 0.54 0.96 0.94 0.41 1.11 0.77 0.26 0.83 1.01 0.58 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. PM Peak-Hour Page 1