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Home My WebLink AboutTIMBERLINE CHURCH PROPERTY ODP - ODP210003 - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDY TRAFFIC IMPACT STUDY Proposed Timberline Overall Development Plan 2908 S Timberline Road Fort Collins, Colorado June 29, 2021 20210004 Prepared by: PO Box 150335 Lakewood, CO 80215 (303) 653-9200 This report has been prepared by the staff of CivTrans Engineering Inc. on behalf of the Timberline Church under the direction of the undersigned professional engineer whose seal and signature appears hereon. Craig A. MacPhee, P.E THIS PAGE LEFT BLANK INTENTIONALLY TABLE OF CONTENTS EXECUTIVE SUMMARY ................................................................................................. 1 INTRODUCTION ............................................................................................................. 6 Project Overview .................................................................................................. 6 Purpose of the Report .......................................................................................... 7 Resources ............................................................................................................ 7 ANALYSIS METHODOLOGY ....................................................................................... 12 Capacity Analysis ............................................................................................... 12 Auxiliary Lane Evaluation ................................................................................... 14 Sight Distance Analysis ...................................................................................... 14 Analysis Horizons ............................................................................................... 15 EXISTING CONDITIONS .............................................................................................. 16 Land Use ............................................................................................................ 16 Existing Roadways ............................................................................................. 16 Timberline Road ...................................................................................... 16 Drake Road .............................................................................................. 16 Iowa Drive ................................................................................................ 17 Custer Drive ............................................................................................. 17 Vermont Drive .......................................................................................... 17 Study Area Intersections .................................................................................... 17 Traffic Control and Descriptions ......................................................................... 18 Traffic Volumes and Peak Hours of Operation ................................................... 19 Background Projects .......................................................................................... 19 Ambient Traffic Growth ....................................................................................... 19 Planned Transportation Improvements ............................................................... 19 EXISTING LEVEL OF SERVICE AND TRAFFIC ANALYSIS ........................................ 22 Pedestrian Analysis ............................................................................................ 23 TRIP GENERATION AND DISTRIBUTION ................................................................... 25 Existing Site Traffic ............................................................................................. 25 Proposed Project Trip Generation ...................................................................... 25 Trip Types........................................................................................................... 26 Trip Distribution .................................................................................................. 29 FUTURE YEAR TRAFFIC IMPACT ANALYSIS ............................................................ 35 Short-Term Conditions (Year 2024) without Project ........................................... 36 Short-Term Conditions (Year 2024) with Project ................................................ 39 Auxiliary Lane Evaluation ......................................................................... 40 Sight Distance .......................................................................................... 41 Long-range Conditions (Year 2040) without the Project ..................................... 44 Long-range Conditions (Year 2040) with the Project .......................................... 47 CONCLUSIONS & RECOMMENDATIONS .................................................................. 44 LIST OF EXHIBITS Exhibit 1 – Vicinity Map ................................................................................................... 9 Exhibit 2 – Conceptual Site Plan ................................................................................... 10 Exhibit 3 – Existing Aerial .............................................................................................. 11 Exhibit 4 – Existing Lane Geometry .............................................................................. 20 Exhibit 5 – Intersection Traffic Counts ........................................................................... 21 Exhibit 6 – Existing Conditions (2021) Traffic Volumes ................................................. 24 Exhibit 7 – General Site Distribution .............................................................................. 31 Exhibit 8 – Short-term Site-Generated Trips ................................................................. 32 Exhibit 9 – Build Out Pass-by Trips ............................................................................... 33 Exhibit 10 –Build Out New Site-Generated Trips .......................................................... 34 Exhibit 11 – Short-term (Year 2024) No Project Traffic Volumes .................................. 38 Exhibit 12 – Short-term (Year 2024) Build Traffic Volumes ........................................... 43 Exhibit 13 – Long-range (Year 2040) No Project Traffic Volumes ................................. 46 Exhibit 14 – Long-range (Year 2040) Build Traffic Volumes .......................................... 49 LIST OF TABLES Table 1 – Intersection Analysis Criteria ......................................................................... 13 Table 2 – 2021 Existing Intersections Levels of Service ............................................... 22 Table 3 – Project Trip Generation (unadjusted) ............................................................ 26 Table 4 – Adjusted Project Trip Generation (Affordable Housing Site Only) ................. 28 Table 5 – Adjusted Project Trip Generation (ODP at Build Out) .................................... 29 Table 6 – Year 2024 Levels of Service without Project ................................................. 36 Table 7 – Year 2024 Levels of Service with Project ...................................................... 39 Table 8 – Year 2040 Levels of Service without the Project ........................................... 44 Table 9 – Year 2040 Levels of Service with the Project ................................................ 47 TECHNICAL APPENDIX Raw Traffic Counts Trip Generation Calculations Level of Service Calculations Existing; Short-Term with Project; Long-range No Project; Long-range with Project _________________________________________________________________ CivTrans Engineering Inc. 1 Timberline ODP EXECUTIVE SUMMARY This Traffic Impact Study (TIS) document has been prepared to supplement an overall development plan (ODP) for the Timberline Church property within the City of Fort Collins, Colorado. The following is a summary of the traffic information and findings included in this report. 1. The Timberline Church is proceeding through an overall development plan (ODP) process through the City of Fort Collins. The ODP will add development parcels to the existing church property. The proposed land uses and site plan are to be determine for the most part, but are anticipated to include a mixed-use development north of the church, a mixed-use development on the CSU Farms parcel and a 180-unit apartment complex (Timberline Affordable Housing) on the eastern portion of the site. The existing Timberline Church, located at 2908 South Timberline Road, and most of the associated surface parking will remain. The site is currently accessed from Timberline Road at two locations (a north right-in/right- out driveway and a south full-movement driveway), Illinois Drive, Iowa Drive and a private roadway that connects to Custer Drive between Illinois and Timberline. The apartment project is anticipated to be completed by the summer of 2023 and no completion date is defined for the remainder of the ODP. A vicinity map is included as Exhibit 1. A conceptual site plan for the project is included as Exhibit 2 and an aerial of the vicinity is included as Exhibit 3. 2. The Trip Generation Manual, 10th Edition, published by the Institute of Transportation Engineers (ITE) was used to estimate the number of trips generated by the proposed project. The proposed ODP project is anticipated to generate 3,984 daily trips with 289 occurring during the AM peak hour and 331 during the PM peak hour. Approximately 10% of these trips are anticipated to be pedestrian, bicycle or transit-oriented trips. With the mix of uses planned, some of these trips will occur on site between complimentary uses (residential to/from restaurant/office). Restaurant uses rely heavily on passer-by traffic. Therefore, a large portion (43%) of the restaurant trips are anticipated to be pass-by trips, which already exist on the transportation system, but will become driveway turning movements for the site. With these other trips in mind, the ODP project is anticipated to develop 2,094 new daily trips to the surrounding transportation system with 151 occurring during the AM peak and 169 occurring during the PM peak. 3. The study area was identified to include the followings intersections. · Timberline Road & Drake Road · Timberline Road & Custer Drive · Timberline Road & Vermont Drive · Iowa Drive & Custer Drive · Illinois Drive & Custer Drive · Timberline Road & Site Access (future) _________________________________________________________________ CivTrans Engineering Inc. 2 Timberline ODP These intersections were analyzed for the weekday AM and PM peak hour. 4. The analysis horizons considered and evaluated in this report include: · Existing Conditions (Year 2021) · Short-Term Conditions (Year 2024) without Project · Short-Term Conditions (Year 2024) with Timberline Affordable Housing · Long-range Conditions (Year 2040) without Project · Long-range Conditions (Year 2040) with Build-out of Project Each of these analysis horizons included intersection capacity analysis. A pedestrian crossing analysis was also conducted for the Iowa Drive and Illinois Drive intersections. Auxiliary lane and sight distance analyses are included for the short-term analysis scenario for the site access. 5. Timberline Road is identified within the City of Fort Collins’ Master Street Plan as a 6-lane arterial with three through lanes in each direction. There is not a definitive schedule for when this would occur, but is assumed to be completed by the long- range conditions (2040). 6. Larimer County standards for intersection levels of service are shown in Table 4-3 of the County’s Urban Area Street Standards, which the City of Fort Collins has also adopted. For signalized intersections, a threshold of LOS D is the minimum acceptable overall intersection operating condition. Approaches and individual movements at signalized intersections are allowed to operate at LOS E. For unsignalized intersections, the classification of the intersecting roadways determines the LOS threshold. Analysis results indicating operations worse than the minimum acceptable level were considered for mitigation measures. 7. All of the existing study area intersections are currently operating at acceptable overall levels during the AM and PM peak hours. However, the westbound right turn movement at the intersection of Timberline Road & Drake Road is currently operating at LOS F during the AM and PM peak hours. The southbound through movement may also be operating at LOS F during the PM peak hour. Incorporating a right-turn overlap phase (protected right turn that runs concurrently with the cross-street protected left) may improve this deficient westbound right turn movement. The City of Fort Collins should consider implementing a westbound overlap right turn or add a second westbound right turn lane at this intersection. 8. Pedestrian counts and observations were conducted at the intersections of Custer Drive & Illinois Drive and Custer Drive & Iowa Drive during weekday AM and PM peak hours. Pedestrian activity is light in the morning and light to moderate during the evening peak hours. During observations, pedestrians and bicycles crossing Custer Drive did not have to wait significant time for a gap in traffic to safely make the crossing. The west and east legs of each intersection are striped with “zebra” crosswalk pavement markings, a stop bar for eastbound and westbound approaches, and each approach has a pedestrian crossing sign on Custer Drive. _________________________________________________________________ CivTrans Engineering Inc. 3 Timberline ODP Custer Drive has a median along its length with trees planted within the median. These trees and the median can diminish visibility at the intersections for pedestrians to see vehicles and vehicles to see pedestrians. The Illinois Drive intersection appears to have better visibility than the Iowa Drive intersection. More pedestrians cross Custer Drive at Iowa Drive than Illinois Drive. A push-button activated rectangular rapid flashing beacon (RRFB) may be a suitable improvement at the intersection of Custer Drive & Iowa Drive to alert drivers to the presence of a pedestrian crossing Custer Drive. Implementing an RRFB may improve pedestrian safety at the intersection, but they are not perfect. Improper use of RRFBs by pedestrians (enter the roadway assuming vehicles are stopping) and complacency by drivers can make such devices more dangerous than not adding them. If the neighborhood determines a RRFB is an appropriate improvement for this intersection, education on its use should be prioritized and circulated amongst the neighborhood. 9. Future year scenarios, short-term and long-range, included an annual ambient growth rate applied to all roadways. The ambient growth rate applied was 1.0% per year, which corresponds to growth factors of 1.03 and 1.21 for short-term (2024) and long-range (2040) respectively. 10. With the anticipated increase in traffic over the next three years and the additional traffic from the proposed project, all of the intersections within the study area are anticipated to operate within acceptable levels. Individual movements at the intersection of Timberline Road & Drake Road may operate at LOS F during the PM peak hour due to the ambient traffic growth. As traffic continues to increase through this intersection and along Timberline Road, eventually the planned three through lanes in each direction (6-lane arterial) will be justifiable, which may address some of the deficient movements during the PM peak hour. 11. The proposed site access to Timberline Road is shown to operate at LOS D during the AM peak hour and LOS E during the PM peak hour. This assumes that two- way left-turn striping is implemented along Timberline Road south of the driveway to allow for a two-stage left-turn maneuver. The center turn lane could be used as a refuge lane for left turning vehicles from the access. The proposed site access to Timberline Road is approximately 150’ south of the existing Sagebrush Drive & Timberline Road intersection and 360’ south of the existing Timberline Church driveway, which does not meet driveway spacing requirements established in the Larimer County Urban Area Street Standards (LCUASS). Table 7-3 within the LCUASS specifies a minimum distance between driveway edges or between intersections and high-volume driveways must be 460’ along a four or six lane arterial. Therefore, the current proposed location of this driveway does not meet the adopted criteria. Furthermore, section 9.1.1.B of the LCUASS states that left turn conflicts should be avoided when establishing the placement of offset accesses (driveways or intersections). The location of the proposed driveway and Sagebrush Drive would create offset accesses. Left turns from Timberline Road have the potential to overlap within this 150’ segment unless they are constructed or marked side-by-side. The existing northbound left turn lane _________________________________________________________________ CivTrans Engineering Inc. 4 Timberline ODP for Sagebrush Drive is approximately 215’ plus a taper section, which extends through the proposed site driveway location. Based on these limitations, the proposed driveway to Timberline Road may be more suitable as a right-in/right-out access or moved to align with Sagebrush Drive. 12. Auxiliary turn lanes were evaluated for the site accesses utilizing criteria outlined within Chapter 8 of the Larimer County Urban Area Street Standards. Assuming the site driveway operates as full-movement, a southbound left turn lane on Timberline Road is anticipated to be required. No northbound right turn lane is anticipated to be required unless the build out of the development is completed prior to the 6-lane arterial section along Timberline Road being completed. If the full build out of the site occurs with Timberline Road as a 4-lane arterial, a right turn lane may be required at the site access. 13. The Larimer County Urban Area Street Standards (LCUASS) provide intersection sight distance requirements. These standards also state intersections shall adhere to sight distance criteria outlined in A Policy on Geometric Design of Highways and Streets, 6th Ed. (2011), published by the American Association of State Highway and Transportation Officials (AASHTO). For the site accesses to Timberline Road, 660’ of intersection sight distance should be provided per Figure 7-16 of the LCUASS. The sight triangles should be shown on the civil plans and sight distance easements provided for any portion of the triangle that falls outside of the right-of- way. Sight obstructions should not be placed or planted within the sight triangle. Per the LCUASS, a sight obstruction is defined as “any object…more than 30 inches above the flowline elevation of the adjacent street.” “Such objects include but are not limited to berms, buildings, parked vehicles on private property, cut slopes, hedges, trees, bushes, utility cabinets or tall crops. …Street trees required by the Local Entity are excepted from this requirement. Trees are permitted if pruned up to 8 feet.” 14. With the anticipated growth in traffic within the study area due to ambient growth, the intersection of Timberline Road & Drake Road is anticipated to fall to LOS E during the PM peak hour unless Timberline Road is widened to its planned 6-lane arterial section. With this widening in place, the study area intersections are anticipated to operate at acceptable levels of service. The intersection of Timberline Road & Drake Road may also require an additional westbound right turn lane by 2040 to accommodate the large volume of right-turning vehicles on that approach. 15. The study area intersections for the long-range condition with the proposed project are anticipated to operate much like the long-range no-project condition. However, the site driveway to Timberline Road (assuming it is constructed as a full- movement driveway) is anticipated to fall to LOS F during the PM peak hour. This site access should be restricted to right-in/right-out movements when Timberline Road is widened to three through lanes in each direction. _________________________________________________________________ CivTrans Engineering Inc. 5 Timberline ODP Based upon the analysis, field observations, assumptions, methodologies and results which are provided in the body of this document, this project is not anticipated to have significant impacts on the study area that would require mitigation. It should be noted; this traffic study was completed in accordance with the City of Fort Collins standards as well as standard traffic engineering practices. Results are quantitative and based on Highway Capacity Manual methodologies and County criteria for capacity of intersections and roadways. It does not, nor could it, address subjective measurements such as quality of life. It should also be noted; this traffic study was completed in 2021 during a global pandemic. There is a certain level of uncertainty with what the future will hold in regards to traffic projections that are dependent upon the amount of telecommuting in a post-pandemic world. This traffic study takes a conservative approach, assuming that traffic volumes will return to pre-pandemic levels within the next few years. However, there is a possibility that a permanent reduction (10% or more) in commuter traffic occurs as workplaces trend towards a higher portion of work-from-home staff. For this reason, long-range forecasting, conclusions and recommendations should be taken with some reservations. _________________________________________________________________ CivTrans Engineering Inc. 6 Timberline ODP INTRODUCTION Project Overview The Timberline Church is proceeding through an overall development plan (ODP) process through the City of Fort Collins. The ODP will add development parcels to the existing church property. The proposed land uses and site plan are to be determine for the most part, but are anticipated to include a mixed-use development north of the church, a mixed- use development on the CSU Farms parcel and a 180-unit apartment complex (Timberline Affordable Housing) on the eastern portion of the site. The existing Timberline Church, located at 2908 South Timberline Road, and most of the associated surface parking will remain. The site is currently accessed from Timberline Road at two locations (a north right-in/right-out driveway and a south full-movement driveway), Illinois Drive, Iowa Drive and a private roadway that connects to Custer Drive between Illinois and Timberline. The apartment project is anticipated to be completed by the summer of 2023 and no completion date is defined for the remainder of the ODP. The plan for the 180 multi-family residential dwelling units immediately east of the existing Timberline Church includes six (6) three-story, 24-unit and one (1) three-story, 36-unit multi-family buildings. The apartment complex would have cross-access through the Timberline Church and direct access to Iowa Drive. Paved surface parking lots will provide off-street parking for the apartment complex and the church parking lot would be available for any additional parking needs the apartment complex may experience from time to time. The property that will accommodate the proposed apartment development is currently mostly vacant. A small portion is a part of paved parking for the Timberline Church. The CSU Rigden Farms Parcel is shown as two parcels in the ODP totaling approximately 4.3 acres with unoccupied buildings scattered across the property. The CSU Farms parcel is assumed to eventually be developed into a mix of uses including office, restaurant and residential uses. For the purposes of this study, the development is assumed to include 10,000 square feet (SF) of office building space, 6,000 SF of restaurant uses and 12 multi-family dwelling units (likely located above street-level commercial/restaurant/office space. Access directly to Timberline Road, south of Sagebrush Drive, is proposed for this parcel. Immediately north of the church is a grassy field with a small playground. This area, which is envisioned to develop into a mix of uses similar to the CSU Rigden Farms Parcel, is approximately 1.8 acres. The mixed-use development is assumed to include 4,000 SF of office building space, 2,000 SF of restaurant uses, and 6 multi-family residential dwelling units. The site is bound by existing attached residential development to the east and north, Timberline Road to the west, and existing residential development and the Rendezvous Trail to the south. Land surrounding the project sites is generally residential with _________________________________________________________________ CivTrans Engineering Inc. 7 Timberline ODP commercial uses at the southeast quadrant of Timberline Road & Drake Road. Fort Collins High School is at the southeast corner of Timberline Road & Vermont Drive south of the site. Most of the City of Fort Collins lies to the west of the site. I-25 with routes to neighboring communities lies to the east. Local access to the area is accommodated primarily by Timberline Road, Iowa Drive, Illinois Drive and Custer Drive. Regional access is provided by US Highway 287 (College Avenue), Interstate 25, Prospect Road and Harmony Road. Travel to the west of the City is impeded by mountainous terrain and thus limited to a few highways. US 287 runs north- south through Fort Collins providing a connection to several communities to the south including Loveland and Longmont. Prospect and Harmony Roads are oriented east-west and provide connections between Timberline Road and Interstate 25 (I-25). I-25 is the primary north-south interstate freeway connecting Fort Collins to Cheyenne to the north and Denver Metro to the south. Purpose of Report The purpose of this study is to review, assess and identify potential traffic related impacts that the proposed project may have on the transportation network and recommend mitigation to minimize these impacts where necessary and possible. Exhibit 1 shows the general vicinity of the project in the City of Fort Collins. The current project site plan is included as Exhibit 2, which shows the general layout of the proposed site as well as locations of driveway access. Exhibit 3 shows an aerial view of the study area. The assumptions utilized in conducting the traffic analysis are based on a traffic impact study scoping meeting with the City of Fort Collins and standard traffic engineering practices. The traffic study was completed in accordance with the Larimer County Urban Area Street Standards, Chapter 4 Transportation Impact Study and standard traffic study formatting as outlined within ITE’s Trip Generation Handbook. This report includes an evaluation and assessment of the study area for the existing conditions, short-term conditions and the long-range conditions. The short-term condition considers the transportation network shortly after the opening of the proposed project. The long-range conditions considered the potential growth in traffic within the study area and how the existing transportation system will handle those volumes with and without the proposed project approximately 20 years into the future (Year 2040). Weekday AM and PM peak hours of traffic operations were used as the basis of this study. Resources The key resources referenced in this TIS included the following: 1. Larimer County’s Urban Area Street Standards. Chapter 4 provides guidelines on conducting a traffic impact study within Larimer County. Chapter 7 provides intersection sight distance criteria and chapter 8 include auxiliary lane criteria. _________________________________________________________________ CivTrans Engineering Inc. 8 Timberline ODP 2. The Trip Generation Manual, 10th Edition (2017) published by the Institute of Transportation Engineers. This reference was used to determine the number of trips generated by the proposed land use. 3. AASTHO’s A Policy on Geometric Design of Streets and Highways, 7th Edition (2018), which provides departure sight distance requirements for two-way stop- controlled intersections. 4. City of Fort Collins’ GIS FCMaps provides intersection and roadway counts (current and historic) around the City and within the study area. 5. City of Fort Collins Master Street Plan shows roadway classification information. EXHIBIT 1 PROJECT LOCATION Vicinity Map P.O. BOX 150335 LAKEWOOD, CO 80215 303-653-9200 Engineering Inc. CSU EXHIBIT 2 Conceptual Site Plan P.O. BOX 150335 LAKEWOOD, CO 80215 303-653-9200 Engineering Inc. EXHIBIT 3 Existing Aerial P.O. BOX 150335 LAKEWOOD, CO 80215 303-653-9200 Engineering Inc. FORT COLLINS HIGH SCHOOL TIMBERLINE CHURCH KING SOOPERS _________________________________________________________________ CivTrans Engineering Inc. 12 Timberline ODP ANALYSIS METHODOLOGY The various analyses conducted and reported in this document include intersection capacity analysis, auxiliary lane evaluation, and sight distance analysis. Capacity Analysis The analyses described in this report were performed in accordance with the procedures in the Highway Capacity Manual (HCM) and as described below. The analyses and procedures conducted are based upon the worst-case conditions that occur during a typical weekday. Therefore, most of each weekday and the weekends will experience traffic conditions better than those described within this document, which represent the peak hours of operation only. Level of Service (LOS) is an empirical premise developed by the transportation profession to quantify driver perception for such elements as travel time, number of stops, total amount of stopped delay, and impediments caused by other vehicles afforded to drivers who utilize the transportation network. LOS has been defined by the Transportation Research Board in the 6th Edition Highway Capacity Manual. This document has quantified level of service into a range from “A” which indicates little, if any, vehicle delay, to “F” which indicates significant vehicle delay and traffic congestion that may lead to system breakdown due to volumes that may far exceed capacity. The Highway Capacity Manual defines the level of service for a signalized intersection as the average delay per vehicle (amount of time a vehicle must spend at the intersection) for the overall intersection. For unsignalized intersections that include both stop-controlled and uncontrolled approaches (known as through/stop controlled), the Highway Capacity Manual defines the level of service as the average delay per vehicle for the worst approach, not the overall intersection. The level of service letter grades as defined by the Transportation Research Board and the associated amount of delay in seconds per vehicle, as well as a brief description of the operating condition, for both signalized and unsignalized intersections are included for reference in Table 1 on the next page. City of Fort Collins standards for intersection levels of service are shown in Table 4-3 of the Larimer County Urban Area Street Standards, which is shown below. For signalized intersections, a threshold of LOS D is listed as the minimum acceptable overall intersection operating condition. Approaches and individual movements at signalized intersections are allowed to operate at LOS E. For unsignalized intersections, the classification of the intersecting roadways determines the LOS threshold. Analysis results indicating operations worse than the minimum acceptable level were considered for mitigation measures. In the cases where existing conditions currently operate at or future background conditions are projected to operate at states poorer than the minimum acceptable level, the standards have criteria for impact limits from the proposed project. _________________________________________________________________ CivTrans Engineering Inc. 13 Timberline ODP Table 1 – Intersection Analysis Criteria A ≤ 10 Very low delay. Most vehicles do not stop. B > 10 and ≤ 20 Generally good progression of vehicles. Slight delays. C > 20 and ≤ 35 Fair progression. Increased number of stopped vehicles. D > 35 and ≤ 55 Noticeable congestion. Large portion of vehicles stopped. E > 55 and ≤ 80 Poor progression. High delays and frequent cycle failure. F > 80 Oversaturation. Forced flow. Extensive queuing. A ≤ 10 Little or no conflicting traffic for minor street approach. B > 10 and ≤ 15 Minor street approach begins to notice absence of available gaps. C > 15 and ≤ 25 Minor street approach begins experiencing delays for available gaps. D > 25 and ≤ 35 Minor street approach experiences queuing due to a reduction in available gaps. E > 35 and ≤ 50 Extensive minor street queuing due to insufficient gaps. F > 50 Insufficient gaps of suitable size to allow minor street traffic demand to cross safely through a major traffic stream. Signalized Intersection Level of Service Criteria Unsignalized Intersection Level of Service Criteria Level of Service Delay Range (seconds/vehicle)Expected Delay to Minor Street Traffic Level of Service Expected Delay at IntersectionDelay Range (seconds/vehicle) Source: Highway Capacity Manual (Transportation Research Board, 2000). _________________________________________________________________ CivTrans Engineering Inc. 14 Timberline ODP Figure 1 – Table 4-3 from Larimer County’s Urban Area Street Standards Auxiliary Lane Evaluation Chapter 8 of the Larimer County Urban Area Street Standards (LCUASS) provides criteria for warranting exclusive left and right turn lanes at intersections. For unsignalized intersections, Figure 8-1 within the LCUASS provides left turn volume criteria for 2-lane roadways with a speed of 40 mph or 50 mph and 4-lane roadways. Guidelines and warrants for whether a right turn lane shall be provided at an intersection or access is shown in Figure 8-4 of the LUCASS. Sight Distance Analysis The Larimer County Urban Area Street Standards (LCUASS) provide intersection sight distance requirements. These standards also state intersections shall adhere to sight distance criteria outlined in A Policy on Geometric Design of Highways and Streets, 6th Ed. (2011), published by the American Association of State Highway and Transportation Officials (AASHTO). The resulting distance should allow a vehicle to safely make a turn from the driveway. Sight obscuring objects are defined within the LCUASS, which are not allowed within the sight triangle. _________________________________________________________________ CivTrans Engineering Inc. 15 Timberline ODP Analysis Horizons The following five scenarios were analyzed as part of this study during both the weekday AM and PM peak hours, with the corresponding volume and network configurations as indicated: 1. Existing Conditions Analysis of the existing conditions at the study area intersections was based on the turning movement volumes collected in April 2021 and obtained from the City of Fort Collins website, which were then adjusted to 2021 by applying a growth rate. The existing condition intersection geometry, traffic control, signal phasing and timing used were based on field observations. 2. Short-term without Project Conditions The short-term future year analysis includes the same roadway geometry as for the existing conditions. The short-term future year conditions include the existing traffic volumes with an annual growth rate applied. 3. Short-term with Project Conditions The short-term “build” analysis includes the same roadway geometry as for the short-term no-project conditions. The forecast volumes were calculated by adding the short-term no-project traffic and the trips associated with the proposed 180- unit apartment project. 4. Long-range without Project Conditions The long-range conditions included the best available information for projecting the traffic volumes approximately 20 years into the future for the study area to the Year 2040. A long-range no-project condition analysis, without the proposed land use additional trips, was performed as a comparison for the condition with the project (build). Long-range plans for Timberline Road include widening it to three through lanes in each direction. Though no capital improvement project has been designated for this improvement, it was assumed to be completed by 2040. 5. Long-range with Project Conditions The long-range future year analysis included the same roadway geometry as for the long-range no-project conditions. The forecast volumes were calculated by combining the long-range no-project volumes with the site-generated trips related to the proposed build out of the ODP project. _________________________________________________________________ CivTrans Engineering Inc. 16 Timberline ODP EXISTING CONDITIONS Existing Conditions within the Study Area The purpose of this section is to document the existing conditions within the study area for the proposed project. Land Use The project site is currently occupied by the existing Timberline Church, its associated surface parking lot and unoccupied buildings on the CSU Farms portion of the site. Portions of the site are vacant, including the area north of the church and east of the church parking lot. The site is bound by the Timberline Road to the west, developed residential and office-commercial uses to the east and north, and City of Fort Collins property for a drainageway and the Rendezvous Trail to the south. The project site includes several parcels, some are currently part of the Timberline Church PUD, which is zoned M-M-N (Medium Density Mixed-Use Neighborhood District). The CSU Farms portion is currently zoned T (Transition District) with most of it under CSU jurisdiction. The ODP will seek M-M-N zoning for the entire development. Existing Roadways As shown on the vicinity map, the site is currently accessed from Timberline Road at two locations, Illinois Drive, Iowa Drive and a private roadway connection to Custer Drive between Illinois and Timberline. Cross access through the Timberline Church parking lot will be available for all of the new development parcels. The following is a list of the surrounding streets, their functional classification, and general geometry. Timberline Road is a north-south major arterial within the study area. It serves a mix of uses within the study area (residential, commercial, office, high school, church) and as a north-south corridor for these uses. The roadway extends from Mountain Vista Drive north of the site County Road 30. Within the City’s Master Street Plan, it is identified as a future 6-lane arterial from Harmony Road to Prospect Road. Through the study area, it currently has two through lanes in each direction and picks up a third northbound lane north of Custer Drive. A center median, which is raised for a portion and painted for the rest, is present through the study area. The median provides space for left turn lane(s) at driveways and intersections. A dedicated bicycle lane and detached sidewalk are provided for both northbound and southbound directions. Timberline Road is posted at 40 mph through the study area. Drake Road is an east-west 4-lane arterial west of Timberline Road and a 2-lane arterial east of Timberline Road. It primarily serves residential uses within the study area and commercial uses at major intersections. It extends almost six miles from Overland Trail to approximately one mile east of Timberline Road where it curves south and continues as Ziegler Road. It provides two through lanes in each direction west of Timberline Road. East of Timberline, it provides two eastbound through lanes for about 0.5-miles and one _________________________________________________________________ CivTrans Engineering Inc. 17 Timberline ODP westbound through lane. A dedicated bicycle lane and detached sidewalk are provided for both eastbound and westbound directions. It is posted at 40 mph within the study area Iowa Drive is a north-south local access roadway within the study area. It primarily serves residential uses along its length and extends less than 0.5-miles from the project site, through Drake Road to Strawfork Drive. Through the study area, the roadway has one through lane in each direction with on-street parking. It does not have a dedicated bicycle lane, but does provide detached sidewalk along its length. The roadway is posted at 25 mph within the study area. Custer Drive is an east-west collector from Timberline Road to Rigden Parkway serving a mix of commercial (The Shops at Rigden Farm and others), Liberty Common High School, and residential uses. West of Timberline, it is a local access roadway and serves single family residential uses within the Meadows East neighborhood. East of Rigden Parkway, Custer Drive extends another four blocks as a local access road for single- family residences. Through the study area, Custer Drive provides one through lane in each direction with a center raised (and landscaped) median. A dedicated bicycle lane and detached sidewalk are provided for both eastbound and westbound directions. It is posted at 25 mph. Vermont Drive is an east-west collector east of Timberline Road and a local access roadway west of Timberline Road. It serves various commercial and office uses as well as the Fort Collins High School and Pinecone Apartments in the vicinity of Timberline. Less than ¼ mile east of Timberline, the roadway curves to the north and continues as Pinecone Circle, which provides access for the Dakota Ridge residential neighborhood. Vermont Drive provides one through lane in each direction with a dedicated bicycle lane, on-street parking and a sidewalk for pedestrians. The roadway is posted speed at 25 mph within the study area. Study Area Intersections The project study area intersections were identified through conversations with the City of Fort Collins staff. The study area includes the following intersections: · Timberline Road & Drake Road · Timberline Road & Custer Drive · Timberline Road & Vermont Drive · Iowa Drive & Custer Drive · Illinois Drive & Custer Drive (pedestrians) These intersections have been analyzed for level of service (LOS) for the weekday AM & PM peak hours and form the basis of this document. _________________________________________________________________ CivTrans Engineering Inc. 18 Timberline ODP Traffic Control and Descriptions Timberline Road & Drake Road is a four-leg signalized intersection. The eastbound and southbound approaches each have two left turn lanes, two through lanes and one right turn lane. The northbound approach has two left turn lanes, three through lanes and one right turn lane. The westbound approach has one left turn lane, two through lanes, and one right turn lane. Dedicated bicycle lanes are present on all four approaches. The traffic signal is of pole and mast arm construction. There are video cameras for vehicle detection and pedestrian push buttons for crossing all four legs, which allows the signal to operate with actuated timing plans. The three approaches with dual left turns operate with protected-only (arrow) left turns. The westbound left operates with permissive-protected phasing. Timberline Road & Custer Drive is a four-leg signalized intersection. The northbound and southbound approaches each have a left turn lane and two through lanes. The northbound approach also has one right turn lane. The westbound approach has one left turn lane and one through-right lane. The eastbound approach has a single lane approach with shared left and right turns from this lane. Dedicated bicycle lanes are present on all approaches except the eastbound approach. The traffic signal is of pole and mast arm construction. There are video cameras for vehicle detection and pedestrian push buttons for crossing all four legs, which allows the signal to operate with actuated timing plans. The northbound and southbound left turns operate with permissive-protected phasing. The eastbound and westbound approaches run concurrently with permissive-only (yield) for left turns. Timberline Road & Vermont Drive is a four-leg signalized intersection. The northbound and southbound approaches each have a left turn lane, two through lanes. Right turns are made from the curbside through lane. The westbound approach has one left-through lane and one right turn lane. The eastbound approach has one left turn lane and a through-right lane. Dedicated bicycle lanes are present on all approaches except the eastbound approach. The traffic signal is of pole and mast arm construction. There are video cameras for vehicle detection and pedestrian push buttons for crossing all four legs, which allows the signal to operate with actuated timing plans. The northbound and southbound left turns operate with permissive-protected phasing. The eastbound and westbound approaches run concurrently with permissive-only (yield) for left turns. Iowa Drive & Custer Drive is an unsignalized, two-way stop-controlled intersection. Iowa Drive forms the northbound and southbound, which are stop-controlled. Custer Drive forms the eastbound and westbound approaches, which operate freely. The eastbound approach has one left turn lane and a through-right lane. The westbound, northbound and southbound approaches each have one approach lane and one receiving lane. The eastbound and westbound approaches also have dedicated bicycle lanes, which traverse through the intersection. Pedestrian crosswalks for crossing Custer Drive are striped on both the east and west legs of the intersection. _________________________________________________________________ CivTrans Engineering Inc. 19 Timberline ODP Illinois Drive & Custer Drive is an unsignalized, two-way stop-controlled intersection. Iowa Drive forms the northbound and southbound, which are stop-controlled. Custer Drive forms the eastbound and westbound approaches, which operate freely. The eastbound and westbound approaches each have one left turn lane and a through-right lane. The northbound and southbound approaches each have one approach lane and one receiving lane. The eastbound and westbound approaches also have dedicated bicycle lanes, which traverse through the intersection. Pedestrian crosswalks for crossing Custer Drive are striped on both the east and west legs of the intersection. A crosswalk is also striped on the north leg. The existing geometry at each of the study area intersections is depicted in Exhibit 4, which follows. Traffic Volumes and Peak Hours of Operation Turning movement counts were collected by CivTrans Engineering at the intersection of Iowa Drive & Custer Drive during the morning (7:00 AM – 9:00 AM) and afternoon (4:00 PM – 6:00 PM) peak periods on April 29, 2021, a Thursday. Pedestrian counts were collected at Iowa Drive & Custer Drive and Illinois Drive & Custer Drive on April 29, 2021 by CivTrans Engineering. Turning movement counts at the other three study area intersections were provided by the City of Fort Collins, which were counted in 2019. Each of these older counts were applied an annual growth rate of 1.0% per year (2.0% total) to adjust to year 2021 volumes. The peak hour volumes from these counts are shown in Exhibit 5. The adjusted “existing conditions” traffic volumes for the year 2021 are shown in Exhibit 6. The raw count data is provided in the Technical Appendix. Background Projects Background projects are development projects that are planned, but not yet built. Therefore, their traffic is not yet on the roadways and was not captured in the traffic counts. No background projects were identified for inclusion in this study. Ambient Traffic Growth Anticipated traffic growth within the study area was coordinated with the City of Fort Collins and determined to be 1.0% per year. For the short-term future conditions (2024), this corresponds to a growth factor of 1.03. For the long-range future conditions (2040), the growth factor used was 1.21. Planned Transportation Improvements There are no known planned transportation improvements in the vicinity of the site that would impact the study area. However, long-range plans for Timberline Road are to widen it to three through lanes in each direction. This is listed within the City of Fort Collins Master Street Plan and was assumed to be completed for long-range conditions. EXHIBIT 4 Existing Lane Geometry P.O. BOX 150335 LAKEWOOD, CO 80215 303-653-9200 Engineering Inc.ILLINOIS DRTIMBERLINE RDIOWA DRVERMONT DR CUSTER DR DRAKE RD EXHIBIT 5 Intersection Traffic Counts P.O. BOX 150335 LAKEWOOD, CO 80215 303-653-9200 Engineering Inc.ILLINOIS DRTIMBERLINE RDIOWA DRVERMONT DR CUSTER DR DRAKE RD FUTURE DRIVEWAY _________________________________________________________________ CivTrans Engineering Inc. 22 Timberline ODP EXISTING LEVEL OF SERVICE AND TRAFFIC ANALYSIS Level of Service The existing levels of service at the subject intersections were calculated using the methods from the 6th Edition Highway Capacity Manual as implemented in Synchro, Version 10. The existing levels of service (LOS) for the intersections within the study area are summarized on the following table. The existing traffic volumes used for this report are shown on Exhibit 6. Table 2 -2021 Existing Intersections Levels of Service INTERSECTION Overall, Movement, or Approach AM Peak PM Peak (S)ignalized Delay (sec) LOS Delay (sec) LOS (U)nsignalized Timberline Rd & Drake Rd S Ovr EB WB NB SB Worst Mvmt 47.6 31.9 131.1 18.5 40.7 238.3 D C F B D F 45.2 43.5 64.5 22.8 58.8 106.3 D D E C E F Timberline Rd & Custer Dr S Ovr EB WB NB SB Worst Mvmt 12.6 29.2 46.8 11.2 2.5 52.8 B C D B A D 15.9 26.8 36.1 17.1 8.5 39.1 B C D B A D Timberline Rd & Vermont Dr S Ovr EB WB NB SB Worst Mvmt 9.2 40.1 41.6 11.4 2.0 42.9 A D D B A D 16.8 38.4 33.6 24.7 4.9 43.8 B D C C A D Iowa Dr & Custer Dr U Ovr NB SB Ped-West Ped-East 2.6 20.0 16.5 19.7 2.4 A C C C A 2.6 10.8 10.1 10.4 1.7 A B B C A Illinois Dr & Custer Dr U Ovr NB SB Ped-West Ped-East 2.3 25.8 15.6 25.7 25.7 A D C D D 5.3 15.2 11.6 11.6 11.6 A C B C C Per table 4-3 within the Larimer County Urban Area Street Standards, a level of service (LOS) D was used as a guideline to maintain for overall signalized intersection operations. LOS E is the threshold for any approach or movement at a signalized intersection or overall intersection LOS for the unsignalized intersections. _________________________________________________________________ CivTrans Engineering Inc. 23 Timberline ODP All of the existing study area intersections are currently operating at acceptable overall levels during the AM and PM peak hours. However, the westbound right turn movement at the intersection of Timberline Road & Drake Road is currently operating at LOS F during the AM and PM peak hours. The southbound through movement may also be operating at LOS F during the PM peak hour. Incorporating an overlap phase (protected right turn that runs concurrently with the cross-street protected left) may improve this deficient westbound right turn movement. The City of Fort Collins should consider implementing a westbound overlap right turn at this intersection. The level of service reports for the existing conditions are provided in the Technical Appendix. Pedestrian Considerations At the intersections of Custer Drive & Iowa Drive and Custer Drive & Illinois Drive, pedestrian counts were collected and the intersections were observed during peak hours. Pedestrian activity is light in the morning and light to moderate during the evening peak hours. During observations, pedestrians and bicycles crossing Custer Drive did not have to wait significant time for a gap in traffic to safely make the crossing. The west and east legs of each intersection are striped with “zebra” crosswalk pavement markings, a stop bar for eastbound and westbound approaches, and each approach has a pedestrian crossing sign on Custer Drive. Custer Drive has a median along its length with trees planted within the median. These trees and the median can diminish visibility at the intersection for pedestrians to see vehicles and vehicles to see pedestrians. The Illinois Drive intersection appears to have better visibility than the Iowa Drive intersection. More pedestrians cross Custer Drive at Iowa Drive than Illinois Drive. A push-button activated rectangular rapid flashing beacon (RRFB) may be a suitable improvement at the intersection of Custer Drive & Iowa Drive to alert drivers to the presence of a pedestrian crossing Custer Drive. Implementing an RRFB may improve pedestrian safety at the intersection, but they are not perfect. Improper use of RRFBs by pedestrians and complacency by drivers can make such devices more dangerous than not adding them as many pedestrians will enter the roadway assuming vehicles are stopping. If the neighborhood determines a RRFB is an appropriate improvement for this intersection, education on its use should be prioritized. EXHIBIT 6 P.O. BOX 150335 LAKEWOOD, CO 80215 303-653-9200 Engineering Inc.Existing Conditions (2021) Traffic Volumes ILLINOIS DRTIMBERLINE RDIOWA DRVERMONT DR CUSTER DR DRAKE RD FUTURE DRIVEWAY _________________________________________________________________ CivTrans Engineering Inc. 25 Timberline ODP TRIP GENERATION AND DISTRIBUTION Existing Site Traffic The site is currently occupied by the Timberline Church, which was constructed in 2002 and has approximately 144,000 square feet of building space with approximately 1,251 off-street parking stalls in paved surface lots. The church operates worship service primarily on Sunday mornings with bible studies, youth programs and other typical church activities on weekdays and Saturdays. The various activities are scheduled outside of peak commuter traffic times and activity at the church during weekday AM and PM peak hours is minimal. The development of the Timberline Affordable Housing project will demolish a portion of the surface parking lot that contains approximately 192 parking stalls. Proposed Project Trip Generation The overall development plan includes the existing Timberline Church and three additional areas for future development. These areas include a 1.8± acre area immediately north of the church, a 4.3± acre area south of the church (CSU Farms) and a 10.0± acre area on the eastern perimeter of the site (apartment project). For the purposes of this traffic study, the following development is assumed for each area. · 1.8 acre area north of church o 4,000 SF office uses o 2,000 SF restaurant uses o 6-unit multi-family residential · 4.3 acre area south of church – CSU Rigden Farms o 10,000 SF office uses o 6,000 SF restaurant uses o 12-unit multi-family residential · 10.0 acre area east side of development – Timberline Affordable Housing o 180-unit multi-family residential The Trip Generation Manual, 10th Edition published by the Institute of Transportation Engineers (ITE) is typically used to determine the number of trips generated by a proposed land use. The purpose of the Trip Generation Manual (TGM) is to compile and quantify empirical trip generation rates for specific land uses within the US, UK and Canada. The proposed residential use falls under Land Use Category (LUC) 221, “Multifamily Housing (Mid-Rise).” The office uses fall under LUC 710, “General Office Building.” The restaurant uses are assumed to fall under LUC 933, “Fast-food Restaurant without Drive-Through Window.” The associated trip generation estimate based on the TGM rates is shown in the following table. _________________________________________________________________ CivTrans Engineering Inc. 26 Timberline ODP Table 3 – Project Trip Generation (unadjusted) Land Use ITE Code Size Units Daily Trips AM Peak Hour PM Peak Hour In Out Total In Out Total Timberline Affordable Housing Site Multifamily Housing (Mid-Rise) 221 180 Units 980 17 48 65 48 31 79 Mixed-use Development – Site North of Church Multifamily Housing (Mid-Rise) 221 6 Units 32 1 1 2 2 1 3 General Office Building 710 4.0 KSF 38 4 1 5 1 4 5 Fast-food Restaurant w/o drive-thru 933 2.0 KSF 692 30 20 50 29 28 57 Sub-Total (north site) - - - 762 35 22 57 32 33 65 Mixed-use Development – CSU Farms Site Multifamily Housing (Mid-Rise) 221 12 Units 66 1 3 4 3 2 5 General Office Building 710 10.0 KSF 98 10 2 12 2 10 12 Fast-food Restaurant w/o drive-thru 933 6.0 KSF 2,078 91 60 151 85 85 170 Sub-Total (CSU Farms Site) 2,242 102 65 167 90 97 187 ODP Total (not including church) 3,984 154 135 289 170 161 331 As shown in the table above, the ODP project is anticipated to add 289 AM peak hour trips, 331 PM peak hour trips, and 3,984 daily trips. Trip Types Nearly all developments are made up of the following six trip types: new (destination) trips, pass-by trips, diverted trips, shared (internal) trips, multi-modal (non-vehicular) trips, and transit oriented trips. In order to better understand the trip types available for land access and how they relate to this project, a description of each specific type follows. New (Destination) Trips – These types of trips occur to access a specific land use such as a new retail development or a new residential subdivision. These types of trips will travel to and from the new site and a single other destination such as home or work. This is the only trip type that will result in a net increase in the total amount of traffic within the study area. The reason primarily is that these trips represent planned trips to a specific destination that never took trips to that part of the City prior to the development being constructed and occupied. This project will develop new trips. Pass-by Trips – These trips represent vehicles which currently use adjacent roadways providing primary access to new land uses or projects. These trips, however, have an ultimate destination other than the project in question. They should be viewed as drop-in customers who stop in on their way home from work. A good example is a quick stop at the grocery store to pick up an ingredient for dinner on the way home from work or at a _________________________________________________________________ CivTrans Engineering Inc. 27 Timberline ODP latte stand to grab a coffee on the way to work. This can make this trip pre-determined, but the stop is still on the way by. Another example would be on payday, where an individual generally drives by their bank every day without stopping, except on payday. On that day, this driver would drive into the bank, perform the prerequisite banking and then continue home. In this example, the trip started from work with a destination of home, however on the way, the driver stopped at the grocery store/latte stand and/or bank directly adjacent to their path. Pass-by trips are most always associated with commercial/retail types of developments. Therefore, pass-by trips are anticipated for the restaurant portion of the mixed-use sites. According to the Trip Generation Handbook (3rd Edition) high-turnover restaurants on average experience pass-by percentages at approximately 43% of the overall vehicular trips during the PM peak hour. Therefore, this is anticipated for the restaurants associated with the mixed-use development. If the restaurants end up having a drive-through, the pass-by percentage increases to nearly 50%. Diverted (Linked) Trips - Diverted trips are like pass-by trips, but diverted trips occur from roadways that do not provide direct access to the site. Instead, one or more streets must be utilized to get to and from the site. Similar to pass-by trips, diverted trips are most always associated with commercial/retail type developments. For this project, diverted trips were not accounted for due to the numerous routes that vehicle could travel to and from the site and the difficulty to verify these type of trips even though they surely will occur. Shared Trips - Internal trips are the portion of trips generated by a mixed-use development that both begin and end within the development. When estimating trip generation for a development with several uses, each use will generate its own trips. If those trips occur between two of the onsite uses without using the external roadway system, it is considered a shared or internal trip. This trip type reduces the number of new trips generated on the public road system and is most commonly used for commercial or mix-use developments. Determining these trip types is more difficult to quantify and without specific guidance are usually determined by engineering judgment on a project by project basis. For this project, shared trips could occur between the residences and the Timberline Church, restaurants or offices. Tables 6.1 and 6.2 within the Trip Generation Handbook provides trip capture rates for trip origins and trip destinations between two types of uses. The highest trip capture for this site is anticipated to occur between the residential and restaurant uses, which shows that 20% of egress trips from the residences will result as ingress trips for the restaurant uses and 5% AM / 16% PM of the ingress trips to the residences will originate as egress trips from the restaurant uses. These share trips reductions were applied to the overall development trip generation estimate (breakdown shown below). Multi-Modal Trips - These are non-vehicular trips to and from the site, mostly comprised of pedestrian and bicycle trips. Generally they are local trips from the surrounding neighborhood or adjacent businesses. If a development is in an area with a high amount of bicycle and pedestrian activity, such as a downtown setting or college campus, a reduction of vehicular trips would be anticipated. During the traffic count and field _________________________________________________________________ CivTrans Engineering Inc. 28 Timberline ODP observation, low to moderate pedestrian and bicycle activity was observed along Custer Drive. With the proximity to The Shops at Rigden Farm, which includes options for dining, shopping and services (yoga, veterinary, tanning, postal, haircuts), a portion of the site trips are anticipated to walk or bicycle. Therefore, multi-modal (ped/bike) trips were estimated to make up approximately 5% of the trips for the site. Transit Trip – The Fort Collins area is served by Transfort with public bus. The nearest bus routes to the site are along Drake Road and Custer Drive at Illinois Drive (route 7) and Horsetooth Road at Timberline Road (route 11). Route 7 stops are within a few blocks of the site, while route 11 is a little under a mile away. The usage of transit is heavily reliant upon proximity to the use. Transit use is likely for this project and was estimated to be approximately 5% of the trips to and from the site. Based on the various trip types depicted above and the nature of the proposed project, a 10% reduction was applied to the trip generation estimates shown in Table 3 to account for multi-modal and transit trips. Additionally, a 43% reduction was applied to the restaurant uses to account for pass-by trips. An internal (shared) trip reduction was also applied to account for trips between uses on the site. Pass-by and internal trips aren’t anticipated until the mixed-use portions of the site are developed. If the Timberline Affordable Housing site develops first, the only trip reductions initially would be for multi- modal and transit. The adjusted trip generation is shown in the following tables. Table 4 shows the adjusted trips for just the Timberline Affordable Housing site. Table 5 shows the adjusted trips for the ODP at build-out. Table 4 – Adjusted Project Trip Generation (Affordable Housing Site Only) Land Use Daily Trips AM Peak Hour PM Peak Hour In Out Total In Out Total Total Trips 980 17 48 65 48 31 79 Transit Trips 50 1 2 3 2 2 4 Multi-modal Trips (Ped/Bike) 50 1 2 3 2 2 4 Vehicle Trips 880 15 44 59 44 27 71 As shown above, the proposed Timberline Housing site is anticipated to add vehicle trips with 59 occurring during the AM peak hour, 71 during the PM peak hour and 880 daily. It should be noted that once the remainder of the site develops, some of these trips may become internal (shared) trips between the apartments and complimentary uses (i.e. restaurants). _________________________________________________________________ CivTrans Engineering Inc. 29 Timberline ODP Table 5 – Adjusted Project Trip Generation (ODP at Build Out) Land Use Daily Trips AM Peak Hour PM Peak Hour In Out Total In Out Total Total Trips 3,984 154 135 289 170 161 331 Transit Trips 200 8 7 15 9 8 17 Multi-modal Trips (Ped/Bike) 200 8 7 15 9 8 17 Internal Trips 300 11 11 22 15 15 30 Pass-by 1190 43 43 86 49 49 98 New Trips 2,094 84 67 151 88 81 169 As shown in table 5 above, the build out of the overall development is anticipated to generate nearly 4,000 trips per day. However, approximately half of these trips will be made up of transit, multi-modal (bike/ped), internal (shared) or pass-by trips. Pass-by trips will still occur as vehicle turning movements at the site accesses, but already exist and will not show up as added trips at other intersections in the study area. The build out of the site is anticipated to add (new trips) 151 AM peak hour, 169 PM peak hour and 2,094 daily trips to the surrounding transportation system. Trip Distribution As shown on the site plan, the site will be accessed by Timberline Road, Illinois Drive and Iowa Drive. Almost all of the site accesses already exist to access the existing church. Each new development area is anticipated to access the site slightly differently based on proximity of access. For the Timberline Affordable Housing site, 40% of the trips are anticipated to use the Custer Drive access and the remaining 60% are anticipated to use a Timberline Road access. For the mixed-use site north of the church, 40% are anticipated to utilize Illinois Drive and 60% are anticipated to use a Timberline Road access. For the CSU Farms site, almost all of the trips are anticipated to utilize a Timberline Road access. Office and restaurant uses are anticipated to mostly be home- to-work and work-to-home trips during peak hours. Therefore, residential sectors of the city were identified for their linked trips to these uses. Trips to/from the residential portions of this site during peak hours will be mostly be commuter-type trips (home to work / work to home). Residents that work within the City of Fort Collins will be mostly oriented to the west. I-25 north and south of the site are accessed from the east-west arterials Harmony Road and Prospect Road. Timberline Road and Drake Road / Ziegler Road are primary north-south routes for accessing these east-west arterials and ultimately, I-25. Based on existing traffic count data, which shows travel patterns for the Rigden Farm residential neighborhood, the following anticipated trip distribution was developed. Timberline Road north of Drake Road – 45% Drake Road west of the site – 10% Drake Road / Ziegler Road east of the site – 5% Timberline Road south of the site – 40% Custer Drive east of the site - < 1% _________________________________________________________________ CivTrans Engineering Inc. 30 Timberline ODP These trip distribution percentages are illustrated in Exhibit 7. The site generated trips associated with only the Timberline Affordable Housing site (short-term) are shown on Exhibit 8. For the long-range build out, pass-by trips are shown in Exhibit 9 and new trips are shown in Exhibit 10. EXHIBIT 7 P.O. BOX 150335 LAKEWOOD, CO 80215 303-653-9200 Engineering Inc.General Site Distribution CUSTER DRIVE DRAKE ROAD VERMONT DRIVETIMBERLINE ROADIOWA DRIVEILLINOIS DRIVE EXHIBIT 8 P.O. BOX 150335 LAKEWOOD, CO 80215 303-653-9200 Engineering Inc.Short-term Site-generated Trips ILLINOIS DRTIMBERLINE RDIOWA DRVERMONT DR CUSTER DR DRAKE RD FUTURE DRIVEWAY EXHIBIT 9 P.O. BOX 150335 LAKEWOOD, CO 80215 303-653-9200 Engineering Inc.Build Out Pass-by Trips ILLINOIS DRTIMBERLINE RDIOWA DRVERMONT DR CUSTER DR DRAKE RD FUTURE DRIVEWAY EXISTING RIN/ROUT DRIVEWAY EXHIBIT 10 P.O. BOX 150335 LAKEWOOD, CO 80215 303-653-9200 Engineering Inc.Build out New Site-Generated Trips ILLINOIS DRTIMBERLINE RDIOWA DRVERMONT DR CUSTER DR DRAKE RD EXISTING RIN/ROUT DRIVEWAY FUTURE DRIVEWAY _________________________________________________________________ CivTrans Engineering Inc. 35 Timberline ODP FUTURE YEAR TRAFFIC IMPACT ANALYSIS Level of service calculations for the short-term (Year 2024) conditions assumed that the existing traffic volumes as shown on Exhibit 6 experience a background increase above the 2021 volumes at 1.0% per year at the study area intersections. The long-range (Year 2040) conditions assume that the short-term traffic volumes experience an ambient growth at 1.0% per year from 2024 to 2040. Two scenarios were examined for the each of the future conditions, one without the proposed project and one with the proposed project completed. A list of the future scenarios follows. · Short-term Condition (Year 2024) without Project · Short-term Condition (Year 2024) with Timberline Affordable Housing · Long-range Condition (Year 2040) without Project · Long-range Condition (Year 2040) with Build-out of Project These scenarios will allow a specific comparison of impacts to the study area intersections and allow a determination to be made as to the extent of the project’s impact and if any mitigation measures will be required. _________________________________________________________________ CivTrans Engineering Inc. 36 Timberline ODP Short-Term Condition (Year 2024) without Project The traffic volumes for this scenario include the existing (Year 2021) traffic volumes as shown on Exhibit 6 with three years of ambient growth applied (1.0% annually). The total traffic volumes anticipated under this condition are shown on Exhibit 9. A summary of the results is shown in Table 6, which follow. Table 6 - Year 2024 Levels of Service without Project INTERSECTION Overall, Movement, or Approach AM Peak PM Peak (S)ignalized Delay (sec) LOS Delay (sec) LOS (U)nsignalized Timberline Rd & Drake Rd S Ovr EB WB NB SB Worst Mvmt 33.4 39.2 40.3 19.5 41.4 70.2 C D D B D E 48.8 45.8 29.6 50.2 57.4 86.6 D D C D E F Timberline Rd & Custer Dr S Ovr EB WB NB SB Worst Mvmt 13.3 29.3 49.6 11.7 2.9 57.2 B C D B A E 13.8 26.4 36.1 18.0 2.5 39.3 B C D B A D Timberline Rd & Vermont Dr S Ovr EB WB NB SB Worst Mvmt 9.6 40.1 41.5 12.0 2.1 42.8 A D D B A D 18.0 39.5 33.9 26.8 5.4 45.6 B D C C A D Iowa Dr & Custer Dr U Ovr NB SB Ped-West Ped-East 2.6 20.8 16.9 20.8 2.5 A C C D A 2.6 10.9 10.1 10.8 1.8 A B B C A Illinois Dr & Custer Dr U Ovr NB SB Ped-West Ped-East 2.4 27.2 16.0 27.1 27.1 A D C D D 5.4 15.5 11.9 12.2 12.2 A C B C C With the anticipated increase in traffic over the next three years, all of the intersections within the study area are anticipated to operate within acceptable overall levels assuming the overlap phase is added for the westbound right turn movement at Timberline Road & Drake Road. However, the northbound left turn and eastbound left turn movements are anticipated to operate at LOS F during the PM peak hour. As traffic continues to increase through this intersection and along Timberline Road, eventually the planned three through lanes in each direction will be justifiable, which may address some of the deficient _________________________________________________________________ CivTrans Engineering Inc. 37 Timberline ODP movements during the PM peak hour. The level of service reports for the short-term without the project are provided in the Technical Appendix. EXHIBIT 11 P.O. BOX 150335 LAKEWOOD, CO 80215 303-653-9200 Engineering Inc.Short-term (Year 2024) No Project Traffic Volumes ILLINOIS DRTIMBERLINE RDIOWA DRVERMONT DR CUSTER DR DRAKE RD FUTURE DRIVEWAY _________________________________________________________________ CivTrans Engineering Inc. 39 Timberline ODP Short-Term Condition (Year 2024) with Project The traffic volumes included in this scenario include the short-term (Year 2024) traffic volumes as shown on Exhibit 11 with the additional traffic from the proposed Timberline Affordable Housing project, as shown on Exhibit 8. The total traffic volumes anticipated under this condition are shown on Exhibit 12. A summary of the results is shown in Table 7, which follow. Table 7 - Year 2024 Levels of Service with Project INTERSECTION Overall, Movement, or Approach AM Peak PM Peak (S)ignalized Delay (sec) LOS Delay (sec) LOS (U)nsignalized Timberline Rd & Drake Rd S Ovr EB WB NB SB Worst Mvmt 33.4 39.2 40.3 19.5 41.7 70.2 C D D B D E 50.4 46.0 29.6 50.8 61.2 86.6 D D C D E F Timberline Rd & Custer Dr S Ovr EB WB NB SB Worst Mvmt 15.3 29.4 55.7 13.7 3.0 67.1 B C D B A E 11.8 26.2 36.2 13.6 2.4 39.4 B C D B A D Timberline Rd & Vermont Dr S Ovr EB WB NB SB Worst Mvmt 9.8 40.1 41.5 12.0 2.6 42.8 A D D B A D 19.3 39.5 33.9 27.7 7.6 45.6 B D C C A D Iowa Dr & Custer Dr U Ovr NB SB Ped-West Ped-East 3.9 30.7 17.4 20.8 2.5 A D C D A 2.8 11.2 10.2 10.9 1.8 A B B C A Illinois Dr & Custer Dr U Ovr NB SB Ped-West Ped-East 2.4 29.0 16.7 29.7 29.7 A D C D D 5.2 16.0 12.1 14.0 14.0 A C B C C Timberline Rd & Site Access U Ovr WB 0.3 32.1 A D 0.3 38.5 A E With the additional traffic from the proposed Affordable Housing project, all of the intersections within the study area are anticipated to operate within acceptable levels. The movements that were shown to be operating at LOS F during the PM peak hour at Timberline Road & Drake Road will continue to operate at LOS F. No other movements are degraded to unacceptable levels as a result of the project traffic. _________________________________________________________________ CivTrans Engineering Inc. 40 Timberline ODP The proposed site access to Timberline Road south of Sagebrush Drive is shown to operate at LOS D during the AM peak hour and LOS E during the PM peak hour. This assumes that two-way left-turn striping is implemented along Timberline Road south of the driveway to allow for a two-stage left-turn maneuver. The center turn lane could be used as a refuge lane for left turning vehicles from the access. The proposed site access to Timberline Road is approximately 150’ south of the existing Sagebrush Drive & Timberline Road intersection and 360’ south of the existing Timberline Church driveway, which does not meet driveway spacing requirements established in the Larimer County Urban Area Street Standards (LCUASS). Table 7-3 within the LCUASS specifies a minimum distance between driveway edges or between intersections and high-volume driveways must be 460’ along a four or six lane arterial. Therefore, the current proposed location of this driveway does not meet the adopted criteria. Furthermore, section 9.1.1.B of the LCUASS states that left turn conflicts should be avoided when establishing the placement of offset accesses (driveways or intersections). The location of the proposed driveway and Sagebrush Drive would create offset accesses. Left turns from Timberline Road have the potential to overlap within this 150’ segment. The existing northbound left turn lane for Sagebrush Drive is approximately 215’ plus a taper section. Based on these limitations, the proposed driveway to Timberline Road may be more suitable as a right-in/right-out access or moved to align with Sagebrush Drive. Auxiliary Lane Evaluation Chapter 8 of the Larimer County Urban Area Street Standards (LCUASS) provides criteria for warranting exclusive left and right turn lanes at intersections. The proposed site access to Timberline Road was evaluated for the need to install auxiliary lanes. For unsignalized intersections, such as the proposed site access, Figure 8-1 within the LCUASS provides left turn volume criteria for 4-lane roadways. Based on the anticipated left turn volume and opposing northbound through volume on Timberline Road, a left turn lane would be warranted at this site access. A left turn lane should provide sufficient space for deceleration, approach taper (if necessary), bay taper and storage. Based on Figure 8-2 (LCUASS), the minimum deceleration length (lane length plus bay taper) along a 40- mph roadway is 280 feet (100’ lane, 180’ bay taper). This is not achievable with the location of the northbound Sagebrush Drive left turn lane unless the two turn lanes are positioned side-by-side. Guidelines and warrants for whether a right turn lane shall be provided at an intersection or access is shown in Figure 8-4 of the LUCASS. Right turn lanes are required along a 4- arterial if it falls above the line in the figure below. The northbound approach volume for the Timberline Road intersection is over 1,400 vehicles per hour (vph) and the right turn volume is 17 vph. Based on these anticipated volumes, no right turn lane is anticipated to be required for the site access. _________________________________________________________________ CivTrans Engineering Inc. 41 Timberline ODP Figure 2 – Excerpt from Figure 8-4 of the Urban Area Street Standards Sight Distance The Larimer County Urban Area Street Standards (LCUASS) provide intersection sight distance requirements. These standards also state intersections shall adhere to sight distance criteria outlined in A Policy on Geometric Design of Highways and Streets, 6th Ed. (2011), published by the American Association of State Highway and Transportation Officials (AASHTO). For a 40-mph roadway, Timberline Road, 660’ of sight distance will be required for the site driveway according to Figure 7-16 of the LCUASS. This corner intersection sight distance is measured from a point on the driveway at 10’ back from the flowline on Timberline Road. The height of the eye at the driveway is 3.5 feet and the height of the object along Timberline Road is 4.25 feet. The AASHTO criteria, requires 445 feet of intersection sight distance for vehicles turning left from the driveway (looking right) and 385 feet for vehicles turning right (looking left). The LCUASS requires intersection and driveways to provide sight distance that meets both the LCUASS and AASHTO criteria. Therefore, 280’ of intersection sight distance should be provided for left turning vehicles (looking right) and 260’ should be provided for right turning vehicles (looking left). These sight triangles should be shown on the civil plans and sight distance easements provided for any portion of the triangle that falls outside of the right-of-way. _________________________________________________________________ CivTrans Engineering Inc. 42 Timberline ODP Sight obstructions should not be placed or planted within the sight triangle. Per the LCUASS, a sight obstruction is defined as “any object…more than 30 inches above the flowline elevation of the adjacent street.” “Such objects include but are not limited to berms, buildings, parked vehicles on private property, cut slopes, hedges, trees, bushes, utility cabinets or tall crops. …Street trees required by the Local Entity are excepted from this requirement. Trees are permitted if pruned up to 8 feet.” EXHIBIT 12 P.O. BOX 150335 LAKEWOOD, CO 80215 303-653-9200 Engineering Inc.Short-term (Year 2024) Build Traffic Volumes ILLINOIS DRTIMBERLINE RDIOWA DRVERMONT DR CUSTER DR DRAKE RD FUTURE DRIVEWAY _________________________________________________________________ CivTrans Engineering Inc. 44 Timberline ODP Long-range Condition (Year 2040) without the Project This section focuses on the long-range scenario of the year 2040 without traffic from the proposed project. This scenario assumes that the proposed project has not developed, but ambient growth along the study area roadways has continued at 1% per year from the short-term year (2024) until the long-range year (2040). This analysis will show how the traffic volumes will be handled by the transportation facilities and what impacts the proposed project will have on the overall operations. The traffic volumes for this scenario are shown in Exhibit 13. A summary of the level of service results are shown in Table 8, which follows. Table 8 - Year 2040 Levels of Service Without the Project INTERSECTION Overall, Movement, or Approach AM Peak PM Peak AM Peak (w 6-lane) PM Peak (w 6-lane) (S)ignalized Delay (sec) LOS Delay (sec) LOS Delay (sec) LOS Delay (sec) LOS (U)nsignalized Timberline Rd & Drake Rd S Ovr EB WB NB SB Worst Mvmt 44.7 57.0 55.1 20.9 57.7 116.2 D E E C E F 59.4 60.5 43.7 15.3 106.1 139.0 E E D B F F 29.4 37.2 34.0 13.1 40.4 58.3 C D C B D E 31.5 41.8 48.3 2.1 45.9 67.3 C D D A D E Timberline Rd & Custer Dr S Ovr EB WB NB SB Worst Mvmt 24.7 30.2 87.8 24.0 4.2 119.8 C C F C A F 14.5 25.2 40.3 18.4 2.5 45.8 B C D B A D 17.2 27.6 42.1 21.6 2.9 35.8 C C D C A D 22.6 27.3 38.7 35.6 2.9 42.4 C C D D A D Timberline Rd & Vermont Dr S Ovr EB WB NB SB Worst Mvmt 12.7 39.5 40.8 17.2 3.5 42.8 B D D B A D 38.1 52.5 35.5 68.5 8.8 72.2 D D D E A F 8.2 44.2 45.5 9.3 1.5 47.8 A D D A A D 15.3 47.5 37.4 21.0 3.8 57.1 B D D C A E Iowa Dr & Custer Dr U Ovr NB SB Ped-West Ped-East 3.1 27.4 21.2 27.3 3.0 A D C D A 2.7 11.4 10.5 13.6 2.1 A B B C A n/a n/a n/a n/a Illinois Dr & Custer Dr U Ovr NB SB Ped-West Ped-East 2.8 38.1 19.8 36.6 36.6 A E C E E 5.8 18.0 13.1 15.4 15.4 A C B C C n/a n/a n/a n/a With the anticipated growth in traffic within the study area due to ambient growth, the intersection of Timberline Road & Drake Road is anticipated to fall to LOS E during the PM peak hour. Timberline Road is identified within the City of Fort Collins’ Master Street Plan as a 6-lane arterial. By 2040, it is assumed this roadway will be widened to three _________________________________________________________________ CivTrans Engineering Inc. 45 Timberline ODP through lanes in each direction. With this widening in place, the study area intersections are anticipated to operate at acceptable levels of service. The intersection of Timberline Road & Drake Road may also require an additional westbound right turn lane to accommodate the large volume of right-turning vehicles on that approach. The level of service reports for the Long-range No Project conditions are provided in the Technical Appendix. EXHIBIT 13 P.O. BOX 150335 LAKEWOOD, CO 80215 303-653-9200 Engineering Inc.Long-range (Year 2040) No Project Traffic Volumes ILLINOIS DRTIMBERLINE RDIOWA DRVERMONT DR CUSTER DR DRAKE RD FUTURE DRIVEWAY _________________________________________________________________ CivTrans Engineering Inc. 47 Timberline ODP Long-range Conditions (Year 2040) with the Project The traffic volumes included in this scenario include the Long-range No Project (Year 2040) traffic volumes as shown on Exhibit 13, and the additional traffic from the proposed build out of the ODP project, as shown on Exhibits 9 and 10. The total traffic volumes anticipated under this condition are shown on Exhibit 14. The Timberline Road widening to a six-lane roadway is assumed to be completed. A summary of the results is shown in Table 9, which follows. Table 9 - Year 2040 Levels of Service with the Project INTERSECTION Overall, Movement, or Approach AM Peak (w 6-lane) PM Peak (w 6-lane) (S)ignalized Delay (sec) LOS Delay (sec) LOS (U)nsignalized Timberline Rd & Drake Rd S Ovr EB WB NB SB Worst Mvmt 29.2 37.5 34.4 11.8 40.7 58.3 C D C B D E 31.9 42.8 48.7 2.0 46.6 67.3 C D D A D E Timberline Rd & Custer Dr S Ovr EB WB NB SB Worst Mvmt 18.6 27.7 46.2 23.1 3.4 56.3 B C D C A E 20.1 26.6 38.6 30.0 3.4 42.5 C C D C A D Timberline Rd & Vermont Dr S Ovr EB WB NB SB Worst Mvmt 8.4 44.2 45.5 9.5 1.7 47.8 A D D A A D 15.8 47.5 37.4 21.4 4.6 57.1 B D D C A E Iowa Dr & Custer Dr U Ovr NB SB Ped-West Ped-East 4.9 45.7 22.1 27.3 3.0 A E C D A 2.9 11.7 10.6 13.6 2.1 A B B C A Illinois Dr & Custer Dr U Ovr NB SB Ped-West Ped-East 3.9 50.5 22.9 39.4 39.4 A F C E E 6.1 21.4 13.7 17.1 17.1 A C B C C Timberline Rd & Site Access U Ovr WB SBL 1.5 33.3 55.3 A D F 15.3 > 600 98.7 B F F Timberline Rd & RIN/ROUT Driveway U Ovr WB 0.1 26.2 A D 0.1 25.1 A D _________________________________________________________________ CivTrans Engineering Inc. 48 Timberline ODP With the addition of traffic generated by the project, the study area intersections are anticipated to operate much like the long-range no-project condition. However, the proposed site driveway to Timberline Road is anticipated to fall to LOS F during the PM peak hour. As stated in the short-term with project section, this site access should be considered to be restricted to right-in / right-out movements or moved to align with Sagebrush Drive. The northbound approach at Illinois Drive & Custer Drive may also experience high delay during the AM peak hour. This may alleviate itself as drivers have other options to exit the site, like the right-in/right-out driveway to Timberline Road. Ultimately, if making a left turn from Illinois Drive onto Custer Drive is frequently problematic, drivers will adjust and utilize less congested accesses. The level of service reports for the long-range with the project condition (Year 2040) are provided in the Technical Appendix. Auxiliary Lane Evaluation With the added project traffic from the build out of the overall development plan, more left turning and right turning ingress traffic is anticipated at the site accesses along Timberline Road. In the short-term analysis of auxiliary lanes, the LCUASS was consulted for turn lane criteria. Left turn ingress volume at the proposed access is anticipated to exceed 50 vehicles per hour during peak hours. Right turn ingress volume is anticipated to exceed 40 vehicles per hour during peak hours. Based on the LCUASS criteria and the anticipated long-range (build out) turning volume at the proposed site access, a left turn lane is anticipated to be required. The need for a right turn lane will depend on whether Timberline Road has been widened to a 6-lane section. For a 6-lane arterial, the right turn volume threshold for requiring a right turn lane is 200 vehicles per hour. Whereas, on a 4-lane arterial (posted at 40 mph), the right turn volume threshold (with the approach volume over 1,400) is 40 vehicles per hour. The proposed project traffic at build out is anticipate to exceed the 4-lane arterial threshold for a right turn lane, but not exceed the threshold for a 6-lane arterial. No right turn lane is anticipated to be required at the right-in/right-out driveway along Timberline Road south of Custer Drive. EXHIBIT 14 P.O. BOX 150335 LAKEWOOD, CO 80215 303-653-9200 Engineering Inc.Long-range (Year 2040) Build Traffic Volumes ILLINOIS DRTIMBERLINE RDIOWA DRVERMONT DR CUSTER DR DRAKE RD FUTURE DRIVEWAY EXISTING RIN/ROUT DRIVEWAY _________________________________________________________________ CivTrans Engineering Inc. 50 Timberline ODP CONCLUSIONS & RECOMMENDATIONS Based upon the analysis, field observations, assumptions, methodologies and results which are provided in the body of this document, this project is not anticipated to have significant impacts on the study area that would require mitigation. Existing Conditions All of the existing study area intersections are currently operating at acceptable overall levels during the AM and PM peak hours. However, the westbound right turn movement at the intersection of Timberline Road & Drake Road is currently operating at LOS F during the AM and PM peak hours. The southbound through movement may also be operating at LOS F during the PM peak hour. Incorporating an overlap phase (protected right turn that runs concurrently with the cross-street protected left) may improve this deficient westbound right turn movement. The City of Fort Collins should consider implementing a westbound overlap right turn or add a second westbound right turn lane at this intersection. Short-term Conditions With the anticipated increase in traffic over the next three years and the additional traffic from the proposed Affordable Housing project, all of the intersections within the study area are anticipated to operate within acceptable levels. Individual movements at the intersection of Timberline Road & Drake Road may operate at LOS F during the PM peak hour due to the ambient traffic growth. As traffic continues to increase through this intersection and along Timberline Road, eventually the planned three through lanes in each direction (6-lane arterial) will be justifiable, which may address some of the deficient movements during the PM peak hour. Long-range Conditions With the anticipated growth in traffic within the study area due to ambient growth, the intersection of Timberline Road & Drake Road is anticipated to fall to LOS E during the PM peak hour unless Timberline Road is widened to its planned 6-lane arterial section. With this widening in place, the study area intersections are anticipated to operate at acceptable levels of service. The intersection of Timberline Road & Drake Road may also require an additional westbound right turn lane by 2040 to accommodate the large volume of right-turning vehicles on that approach. The study area intersections for the long-range condition with the proposed project at build out are anticipated to operate much like the long-range no-project condition. The proposed site driveway to Timberline Road is anticipated to fall to LOS F during the PM peak hour for the long-range condition. This site access should be considered to be restricted to right-in / right-out movements or moved to align with Sagebrush Drive. The northbound approach at Illinois Drive & Custer Drive may also experience high delay during the AM peak hour. This may alleviate itself as drivers have other options to exit the site, like the right-in/right-out driveway to _________________________________________________________________ CivTrans Engineering Inc. 51 Timberline ODP Timberline Road. Ultimately, if making a left turn from Illinois Drive onto Custer Drive is frequently problematic, drivers will adjust and utilize less congested accesses Pedestrian Evaluation Pedestrian counts and observations were conducted at the intersections of Custer Drive & Illinois Drive and Custer Drive & Iowa Drive during weekday AM and PM peak hours. Pedestrian activity is light in the morning and light to moderate during the evening peak hours. During observations, pedestrians and bicycles crossing Custer Drive did not have to wait significant time for a gap in traffic to safely make the crossing. The west and east legs of each intersection are striped with “zebra” crosswalk pavement markings, a stop bar for eastbound and westbound approaches, and each approach has a pedestrian crossing sign on Custer Drive. Custer Drive has a median along its length with trees planted within the median. These trees and the median can diminish visibility at the intersections for pedestrians to see vehicles and vehicles to see pedestrians. The Illinois Drive intersection appears to have better visibility than the Iowa Drive intersection. More pedestrians cross Custer Drive at Iowa Drive than Illinois Drive. A push-button activated rectangular rapid flashing beacon (RRFB) may be a suitable improvement at the intersection of Custer Drive & Iowa Drive to alert drivers to the presence of a pedestrian crossing Custer Drive. Implementing an RRFB may improve pedestrian safety at the intersection, but they are not perfect. Improper use of RRFBs by pedestrians and complacency by drivers can make such devices more dangerous than not adding them as many pedestrians will enter the roadway assuming vehicles are stopping. If the neighborhood determines a RRFB is an appropriate improvement for this intersection, education on its use should be prioritized and circulated amongst the neighborhood. Site Access to Timberline Road The proposed site access to Timberline Road is shown to operate at LOS D during the AM peak hour and LOS E during the PM peak hour in the short-term condition. By 2040, the access is anticipated to fall to LOS F during the PM peak hour. This assumes that two-way left-turn striping is implemented along Timberline Road south of the driveway to allow for a two-stage left-turn maneuver. The center turn lane could be used as a refuge lane for left turning vehicles from the access. The proposed site access to Timberline Road is approximately 150’ south of the existing Sagebrush Drive & Timberline Road intersection and 360’ south of the existing Timberline Church driveway, which does not meet driveway spacing requirements established in the Larimer County Urban Area Street Standards (LCUASS). Table 7-3 within the LCUASS specifies a minimum distance between driveway edges or between intersections and high-volume driveways must be 460’ along a four or six lane arterial. Therefore, the current proposed location of this driveway does not meet the adopted criteria. Furthermore, section 9.1.1.B of the LCUASS states that left turn conflicts should be avoided when establishing the placement of offset accesses (driveways or intersections). _________________________________________________________________ CivTrans Engineering Inc. 52 Timberline ODP The location of the proposed driveway and Sagebrush Drive would create offset accesses. Left turns from Timberline Road have the potential to overlap within this 150’ segment unless they are constructed or marked side-by-side. The existing northbound left turn lane for Sagebrush Drive is approximately 215’ plus a taper section, which extends through the proposed site driveway location. Based on these limitations, the proposed driveway to Timberline Road may be more suitable as a right-in/right-out access or moved to align with Sagebrush Drive. Furthermore, once Timberline Road is widened to three through lanes in each direction, the access may need to be restricted to right-in / right-out. Auxiliary Turn Lanes Auxiliary turn lanes were evaluated for the site accesses utilizing criteria outlined within Chapter 8 of the Larimer County Urban Area Street Standards. Assuming the site driveway operates as full-movement, a southbound left turn lane on Timberline Road is anticipated to be required. No northbound turn lane is anticipated to be required unless the build out of the development is completed prior to the 6-lane arterial section along Timberline Road being completed. If the full build-out of the site occurs with Timberline Road as a 4-lane arterial, a right turn lane may be required at the site access. Sight Distance The Larimer County Urban Area Street Standards (LCUASS) provide intersection sight distance requirements. These standards also state intersections shall adhere to sight distance criteria outlined in A Policy on Geometric Design of Highways and Streets, 6th Ed. (2011), published by the American Association of State Highway and Transportation Officials (AASHTO). For the site accesses to Timberline Road, 660’ of intersection sight distance should be provided per Figure 7-16 of the LCUASS. The sight triangles should be shown on the civil plans and sight distance easements provided for any portion of the triangle that falls outside of the right-of-way. Sight obstructions should not be placed or planted within the sight triangle. Per the LCUASS, a sight obstruction is defined as “any object…more than 30 inches above the flowline elevation of the adjacent street.” “Such objects include but are not limited to berms, buildings, parked vehicles on private property, cut slopes, hedges, trees, bushes, utility cabinets or tall crops. …Street trees required by the Local Entity are excepted from this requirement. Trees are permitted if pruned up to 8 feet.” Traffic Impact Study Timberline Church Overall Development Plan (ODP) TECHNICAL APPENDIX June 29, 2021 THIS PAGE LEFT BLANK INTENTIONALLY RAW TRAFFIC COUNTS THIS PAGE LEFT BLANK INTENTIONALLY File Name : Timberline & Drake 8-27-19 Site Code : 00000096 Start Date : 8/27/2019 Page No : 1 North/South Street: Timberline East/West Street: Drake Time: AM ICU Number: 96 Groups Printed- Unshifted Timberline Southbound Drake Westbound Timberline Northbound Drake Eastbound Start Time Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Int. Total 07:30 AM 50 201 77 328 121 101 19 241 6 355 97 458 50 107 103 260 1287 07:45 AM 68 221 71 360 106 122 12 240 8 334 102 444 88 68 95 251 1295 Total 118 422 148 688 227 223 31 481 14 689 199 902 138 175 198 511 2582 08:00 AM 59 203 80 342 93 90 13 196 5 260 82 347 48 91 83 222 1107 08:15 AM 70 217 86 373 88 83 8 179 8 264 100 372 54 90 38 182 1106 Grand Total 247 842 314 1403 408 396 52 856 27 1213 381 1621 240 356 319 915 4795 Apprch %17.6 60 22.4 47.7 46.3 6.1 1.7 74.8 23.5 26.2 38.9 34.9 Total %5.2 17.6 6.5 29.3 8.5 8.3 1.1 17.9 0.6 25.3 7.9 33.8 5 7.4 6.7 19.1 Timberline Drake Drake Timberline Right 247 Thru 842 Left 314 InOut Total 1940 1403 3343 Right408 Thru396 Left52 OutTotalIn697 856 1553 Left 381 Thru 1213 Right 27 Out TotalIn 1134 1621 2755 Left319 Thru356 Right240 TotalOutIn1024 915 1939 8/27/2019 07:30 AM 8/27/2019 08:15 AM Unshifted North City of Fort Collins Traffic Operations 626 Linden File Name : Timberline & Drake 8-27-19 Site Code : 00000096 Start Date : 8/27/2019 Page No : 1 North/South Street: Timberline East/West Street: Drake Time: PM ICU Number: 96 Groups Printed- Unshifted Timberline Southbound Drake Westbound Timberline Northbound Drake Eastbound Start Time Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Int. Total 04:30 PM 57 271 115 443 57 98 10 165 17 292 142 451 76 101 46 223 1282 04:45 PM 62 235 115 412 66 117 8 191 6 277 99 382 57 128 79 264 1249 Total 119 506 230 855 123 215 18 356 23 569 241 833 133 229 125 487 2531 05:00 PM 81 269 125 475 59 95 10 164 8 290 132 430 60 105 73 238 1307 05:15 PM 54 287 126 467 93 122 19 234 33 253 110 396 77 146 72 295 1392 Grand Total 254 1062 481 1797 275 432 47 754 64 1112 483 1659 270 480 270 1020 5230 Apprch %14.1 59.1 26.8 36.5 57.3 6.2 3.9 67 29.1 26.5 47.1 26.5 Total %4.9 20.3 9.2 34.4 5.3 8.3 0.9 14.4 1.2 21.3 9.2 31.7 5.2 9.2 5.2 19.5 Timberline Drake Drake Timberline Right 254 Thru 1062 Left 481 InOut Total 1657 1797 3454 Right275 Thru432 Left47 OutTotalIn1025 754 1779 Left 483 Thru 1112 Right 64 Out TotalIn 1379 1659 3038 Left270 Thru480 Right270 TotalOutIn1169 1020 2189 8/27/2019 04:30 PM 8/27/2019 05:15 PM Unshifted North City of Fort Collins Traffic Operations 626 Linden AM FJ 1 4 0 2 1 2 2 4 3 0 7 0 13 1 0 020 3 3 00 0 4 1 1 1 Record Numb AM 96 Timberline Drake Tuesday, August 27, 2019 910 Page 1 of 3 3 0 0 PM 2 0 2 2 0 2 0 6 0 16 4 7 060 4 8 50 1 9 0 2 1 PM Timberline Drake FJ 96 Tuesday, August 27, 2019 Page 3 of 3 File Name : Timberline & Custer 8-28-19 Site Code : 00000154 Start Date : 8/29/2019 Page No : 1 North/South Street: Timberline East/West Street: Custer Time: AM ICU Number: 154 Groups Printed- Unshifted Timberline Southbound Custer Westbound Timberline Northbound Custer Eastbound Start Time Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Int. Total 07:30 AM 1 271 36 308 108 1 61 170 48 361 1 410 6 3 3 12 900 07:45 AM 1 292 18 311 43 1 49 93 16 385 0 401 1 0 1 2 807 Total 2 563 54 619 151 2 110 263 64 746 1 811 7 3 4 14 1707 08:00 AM 0 271 19 290 27 0 47 74 17 342 0 359 3 1 0 4 727 08:15 AM 0 262 31 293 29 1 37 67 24 312 2 338 2 3 5 10 708 Grand Total 2 1096 104 1202 207 3 194 404 105 1400 3 1508 12 7 9 28 3142 Apprch %0.2 91.2 8.7 51.2 0.7 48 7 92.8 0.2 42.9 25 32.1 Total %0.1 34.9 3.3 38.3 6.6 0.1 6.2 12.9 3.3 44.6 0.1 48 0.4 0.2 0.3 0.9 Timberline Custer Custer Timberline Right 2 Thru 1096 Left 104 InOut Total 1616 1202 2818 Right207 Thru3 Left194 OutTotalIn216 404 620 Left 3 Thru 1400 Right 105 Out TotalIn 1302 1508 2810 Left9 Thru7 Right12 TotalOutIn8 28 36 8/29/2019 07:30 AM 8/29/2019 08:15 AM Unshifted North City of Fort Collins Traffic Operations 626 Linden File Name : Timberline & Custer 8-28-19 Site Code : 00000154 Start Date : 8/29/2019 Page No : 1 North/South Street: Timberline East/West Street: Custer Time: PM ICU Number: 154 Groups Printed- Unshifted Timberline Southbound Custer Westbound Timberline Northbound Custer Eastbound Start Time Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Int. Total 04:30 PM 0 262 21 283 18 1 66 85 56 382 12 450 1 0 0 1 819 04:45 PM 4 279 33 316 38 2 70 110 47 309 4 360 2 2 1 5 791 Total 4 541 54 599 56 3 136 195 103 691 16 810 3 2 1 6 1610 05:00 PM 2 371 22 395 32 0 65 97 45 343 1 389 3 0 1 4 885 05:15 PM 5 327 42 374 33 3 73 109 45 313 1 359 1 1 0 2 844 Grand Total 11 1239 118 1368 121 6 274 401 193 1347 18 1558 7 3 2 12 3339 Apprch %0.8 90.6 8.6 30.2 1.5 68.3 12.4 86.5 1.2 58.3 25 16.7 Total %0.3 37.1 3.5 41 3.6 0.2 8.2 12 5.8 40.3 0.5 46.7 0.2 0.1 0.1 0.4 Timberline Custer Custer Timberline Right 11 Thru 1239 Left 118 InOut Total 1470 1368 2838 Right121 Thru6 Left274 OutTotalIn314 401 715 Left 18 Thru 1347 Right 193 Out TotalIn 1520 1558 3078 Left2 Thru3 Right7 TotalOutIn35 12 47 8/29/2019 04:30 PM 8/29/2019 05:15 PM Unshifted North City of Fort Collins Traffic Operations 626 Linden AM SG 0 0 0 0 0 1 0 3 14 0 0 0 11 0 1 020 1 0 01 0 2 0 0 0 Record Numb AM 154 Timberline Custer Wednesday, August 28, 2019 909 Page 1 of 3 0 0 0 PM 1 0 0 1 0 0 0 0 0 40 0 0 130 2 5 00 1 0 0 0 0 PM Timberline Custer SG 154 Wednesday, August 28, 2019 Page 3 of 3 File Name : Timberline & Vermont 9-17-19 Site Code : 00000137 Start Date : 9/17/2019 Page No : 1 North/South Street: Timberline East/West Street: Vermont Time: AM ICU Number: 137 Groups Printed- Unshifted Timberline Southbound Vermont Westbound Timberline Northbound Vermont Eastbound Start Time Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Int. Total 07:30 AM 12 319 17 348 30 1 20 51 5 357 9 371 2 1 4 7 777 07:45 AM 22 315 39 376 21 0 17 38 13 354 21 388 3 3 4 10 812 Total 34 634 56 724 51 1 37 89 18 711 30 759 5 4 8 17 1589 08:00 AM 18 233 32 283 20 1 15 36 11 335 10 356 3 0 4 7 682 08:15 AM 13 257 27 297 19 1 16 36 10 323 5 338 3 2 8 13 684 Grand Total 65 1124 115 1304 90 3 68 161 39 1369 45 1453 11 6 20 37 2955 Apprch %5 86.2 8.8 55.9 1.9 42.2 2.7 94.2 3.1 29.7 16.2 54.1 Total %2.2 38 3.9 44.1 3 0.1 2.3 5.4 1.3 46.3 1.5 49.2 0.4 0.2 0.7 1.3 Timberline Vermont Vermont Timberline Right 65 Thru 1124 Left 115 InOut Total 1479 1304 2783 Right90 Thru3 Left68 OutTotalIn160 161 321 Left 45 Thru 1369 Right 39 Out TotalIn 1203 1453 2656 Left20 Thru6 Right11 TotalOutIn113 37 150 9/17/2019 07:30 AM 9/17/2019 08:15 AM Unshifted North City of Fort Collins Traffic Operations 626 Linden File Name : Timberline & Vermont 9-17-19 Site Code : 00000137 Start Date : 9/17/2019 Page No : 1 North/South Street: Timberline East/West Street: Vermont Time: PM ICU Number: 137 Groups Printed- Unshifted Timberline Southbound Vermont Westbound Timberline Northbound Vermont Eastbound Start Time Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Int. Total 04:30 PM 4 304 34 342 32 1 21 54 18 322 2 342 12 0 26 38 776 04:45 PM 2 359 32 393 29 0 14 43 23 367 6 396 10 4 15 29 861 Total 6 663 66 735 61 1 35 97 41 689 8 738 22 4 41 67 1637 05:00 PM 0 355 45 400 27 0 17 44 20 361 2 383 27 4 31 62 889 05:15 PM 3 433 46 482 45 0 30 75 27 348 1 376 9 2 26 37 970 Grand Total 9 1451 157 1617 133 1 82 216 88 1398 11 1497 58 10 98 166 3496 Apprch %0.6 89.7 9.7 61.6 0.5 38 5.9 93.4 0.7 34.9 6 59 Total %0.3 41.5 4.5 46.3 3.8 0 2.3 6.2 2.5 40 0.3 42.8 1.7 0.3 2.8 4.7 Timberline Vermont Vermont Timberline Right 9 Thru 1451 Left 157 InOut Total 1629 1617 3246 Right133 Thru1 Left82 OutTotalIn255 216 471 Left 11 Thru 1398 Right 88 Out TotalIn 1591 1497 3088 Left98 Thru10 Right58 TotalOutIn21 166 187 9/17/2019 04:30 PM 9/17/2019 05:15 PM Unshifted North City of Fort Collins Traffic Operations 626 Linden AM FJ 0 1 1 2 0 3 2 0 1 0 8 0 12 0 0 030 1 7 00 0 25 0 2 1 Record Numb AM 137 Timberline Vermont Tuesday, September 17, 2019 939 Page 1 of 3 2 0 0 PM 3 0 0 4 2 1 0 6 0 41 2 16 020 2 6 10 0 1 1 0 0 PM Timberline Vermont FJ 137 Tuesday, September 17, 2019 Page 3 of 3 Intersection:Iowa Drive & Custer Drive Date: Left Thru Right HV Left Thru Right HV Left Thru Right HV Left Thru Right HV Int. Total 7:00 1 14 0 1 0 20 0 0 1 0 0 0 0 0 3 0 39 7:15 10 27 1 0 0 49 2 0 0 0 0 0 0 1 3 0 93 7:30 31 59 0 0 1 112 16 1 1 1 0 0 1 1 14 0 237 7:45 0 16 0 0 0 36 1 0 1 0 2 0 3 3 3 0 65 8:00 1 16 2 0 0 23 1 0 4 1 2 0 0 2 2 0 54 8:15 4 11 0 0 1 30 0 0 3 0 1 0 2 2 4 0 58 8:30 3 14 0 0 1 34 1 1 3 2 2 0 0 5 1 0 66 8:45 4 21 0 0 1 26 0 0 1 5 0 0 0 3 4 0 65 PEAK HOUR Left Thru Right HV Left Thru Right HV Left Thru Right HV Left Thru Right HV Int. Total 7:15 10 27 1 0 0 49 2 0 0 0 0 0 0 1 3 0 93 7:30 31 59 0 0 1 112 16 1 1 1 0 0 1 1 14 0 237 7:45 0 16 0 0 0 36 1 0 1 0 2 0 3 3 3 0 65 8:00 1 16 2 0 0 23 1 0 4 1 2 0 0 2 2 0 54 Hr Total 42 118 3 0 1 220 20 1 6 2 4 0 4 7 22 0 449 HV=0.2%PHF=0.47 Intersection:Iowa Drive & Custer Drive Date: Left Thru Right HV Left Thru Right HV Left Thru Right HV Left Thru Right HV Int. Total 16:00 4 25 2 0 0 30 4 0 0 1 1 0 2 2 7 0 78 16:15 6 39 1 0 0 19 0 0 3 2 1 0 2 1 4 0 78 16:30 3 27 2 0 0 27 2 1 2 1 0 0 2 1 6 0 73 16:45 1 33 1 0 0 27 0 0 1 3 0 0 1 2 4 0 73 17:00 3 30 1 0 1 24 1 0 2 1 0 0 0 6 8 0 77 17:15 4 29 1 0 2 15 3 0 2 3 1 0 4 5 12 0 81 17:30 6 34 1 0 1 30 0 1 4 1 0 0 1 1 2 0 81 17:45 3 34 0 0 0 24 1 0 4 1 2 0 0 3 2 0 74 PM PEAK HOUR Left Thru Right HV Left Thru Right HV Left Thru Right HV Left Thru Right HV Int. Total 17:00 3 30 1 0 1 24 1 0 2 1 0 0 0 6 8 0 77 17:15 4 29 1 0 2 15 3 0 2 3 1 0 4 5 12 0 81 17:30 6 34 1 0 1 30 0 1 4 1 0 0 1 1 2 0 81 17:45 3 34 0 0 0 24 1 0 4 1 2 0 0 3 2 0 74 Hr Total 16 127 3 0 4 93 5 1 12 6 3 0 5 15 24 0 313 HV=0.3%PHF=0.97 Eastbound Westbound Northbound Southbound Eastbound Westbound Northbound Southbound Custer Drive Custer Drive Iowa Drive Iowa Drive Custer Drive Custer Drive Iowa Drive Iowa Drive Thursday, April 29, 2021 Southbound Eastbound Westbound Northbound Southbound Start Time Start Time Peak-Hour Turning Movement Count Thursday, April 29, 2021 Custer Drive Custer Drive Iowa Drive Iowa Drive Custer Drive Custer Drive Iowa Drive Iowa Drive Eastbound Westbound Northbound Intersection:Iowa Drive & Custer Drive Date: NB SB NB SB NB SB NB SB EB WB EB WB EB WB EB WB 7:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15 0 1 0 0 1 0 0 0 0 1 0 1 0 0 0 0 3 1 7:30 0 0 0 0 1 0 0 0 1 0 1 1 0 0 2 0 2 4 7:45 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 8:00 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 8:15 0 2 0 0 1 0 0 0 1 0 0 0 0 3 0 0 7 0 8:30 0 1 0 0 2 1 0 0 0 2 0 0 0 0 0 1 6 1 8:45 0 1 0 0 0 0 0 2 0 0 0 0 0 0 0 0 1 2 NB SB NB SB NB SB NB SB EB WB EB WB EB WB EB WB 8:00 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 8:15 0 2 0 0 1 0 0 0 1 0 0 0 0 3 0 0 7 0 8:30 0 1 0 0 2 1 0 0 0 2 0 0 0 0 0 1 6 1 8:45 0 1 0 0 0 0 0 2 0 0 0 0 0 0 0 0 1 2 Hr Total 1 4 0 0 3 1 0 2 1 2 0 0 0 3 0 1 15 3 Intersection:Iowa Drive & Custer Drive Date: NB SB NB SB NB SB NB SB EB WB EB WB EB WB EB WB 16:00 1 2 0 0 0 1 0 2 1 0 0 2 3 0 2 0 8 6 16:15 0 3 0 1 0 0 0 0 1 1 0 0 0 0 0 0 5 1 16:30 1 5 0 0 1 0 0 0 1 1 0 0 0 1 0 0 10 0 16:45 4 1 0 0 0 0 0 0 0 2 0 2 0 0 1 0 7 3 17:00 0 3 0 0 2 1 0 0 0 1 0 0 0 0 0 0 7 0 17:15 0 1 0 0 5 0 0 0 0 1 0 0 0 3 1 0 10 1 17:30 0 2 0 0 0 0 0 0 0 1 0 3 0 0 1 0 3 4 17:45 0 2 0 0 0 0 4 0 1 0 0 0 0 2 0 4 5 8 NB SB NB SB NB SB NB SB EB WB EB WB EB WB EB WB 16:00 1 2 0 0 0 1 0 2 1 0 0 2 3 0 2 0 8 6 16:15 0 3 0 1 0 0 0 0 1 1 0 0 0 0 0 0 5 1 16:30 1 5 0 0 1 0 0 0 1 1 0 0 0 1 0 0 10 0 16:45 4 1 0 0 0 0 0 0 0 2 0 2 0 0 1 0 7 3 Hr Total 6 11 0 1 1 1 0 2 3 4 0 4 3 1 3 0 30 10 AM PEAK HOUR PM PEAK HOUR Thursday, April 29, 2021 Custer Drive Custer Drive Iowa Drive Iowa Drive Custer Drive Custer Drive Iowa Drive Iowa Drive Bike-otherStart Time East Leg West Leg North Leg South Leg Custer Drive Custer Drive Iowa Drive Iowa Drive East Leg West Leg North Leg South Leg Thursday, April 29, 2021 Custer Drive Custer Drive Iowa Drive Iowa Drive Ped Start Time East Leg West Leg North Leg South Leg Bike-otherPed Ped Bike-other Ped Ped Bike-other Ped Bike-other Ped Ped Bike-other Ped Bike-other Ped North Leg South Leg Ped Total Ped Total Bike Total Bike Total Bike-other Ped Bike-other Bike-other Ped Bike-other Ped Bike-other Ped Total Bike Total Ped-Bike Count Ped Bike-other Ped Bike-other Ped Bike-other Bike-other Ped Total Bike Total East Leg West Leg Intersection:Illinois Drive & Custer Drive Date: Left Thru Right HV Left Thru Right HV Left Thru Right HV Left Thru Right HV Int. Total 7:00 5 15 1 1 0 23 0 0 0 0 0 0 0 0 0 0 44 7:15 6 39 0 0 0 49 4 0 0 0 0 0 0 0 3 0 101 7:30 12 91 2 0 0 126 3 1 1 0 0 0 1 0 6 0 242 7:45 19 14 3 0 1 34 4 0 3 0 0 0 1 2 4 0 85 8:00 18 17 7 0 0 26 2 0 4 0 0 0 3 3 10 0 90 8:15 15 13 6 0 1 36 3 0 4 1 0 0 1 5 11 0 96 8:30 14 15 4 0 1 33 3 1 3 0 0 0 3 0 7 0 83 8:45 20 24 2 0 0 27 4 0 4 0 1 0 1 1 12 0 96 PEAK HOUR Left Thru Right HV Left Thru Right HV Left Thru Right HV Left Thru Right HV Int. Total 7:15 6 39 0 0 0 49 4 0 0 0 0 0 0 0 3 0 101 7:30 12 91 2 0 0 126 3 1 1 0 0 0 1 0 6 0 242 7:45 19 14 3 0 1 34 4 0 3 0 0 0 1 2 4 0 85 8:00 18 17 7 0 0 26 2 0 4 0 0 0 3 3 10 0 90 Hr Total 55 161 12 0 1 235 13 1 8 0 0 0 5 5 23 0 518 HV=0.2%PHF=0.54 Intersection:Illinois Drive & Custer Drive Date: Left Thru Right HV Left Thru Right HV Left Thru Right HV Left Thru Right HV Int. Total 16:00 37 20 1 0 0 31 6 0 3 0 1 0 10 2 26 0 137 16:15 35 42 1 0 0 25 4 0 1 2 1 0 6 1 23 0 141 16:30 44 27 2 0 0 32 3 1 4 1 1 0 4 2 35 0 155 16:45 30 30 1 0 0 31 1 0 0 0 0 0 5 0 23 0 121 17:00 28 29 2 0 0 31 2 0 2 2 0 0 6 2 30 0 134 17:15 31 26 0 0 0 27 3 0 5 2 2 0 4 1 24 0 125 17:30 31 36 3 0 0 31 6 1 3 0 0 0 8 1 25 0 144 17:45 28 25 6 0 1 24 3 0 3 1 0 0 10 0 24 0 125 PM PEAK HOUR Left Thru Right HV Left Thru Right HV Left Thru Right HV Left Thru Right HV Int. Total 16:00 37 20 1 0 0 31 6 0 3 0 1 0 10 2 26 0 137 16:15 35 42 1 0 0 25 4 0 1 2 1 0 6 1 23 0 141 16:30 44 27 2 0 0 32 3 1 4 1 1 0 4 2 35 0 155 16:45 30 30 1 0 0 31 1 0 0 0 0 0 5 0 23 0 121 Hr Total 146 119 5 0 0 119 14 1 8 3 3 0 25 5 107 0 554 HV=0.2%PHF=0.89 Start Time Start Time Peak-Hour Turning Movement Count Thursday, April 29, 2021 Custer Drive Custer Drive Illinois Drive Illinois Drive Custer Drive Custer Drive Illinois Drive Illinois Drive Eastbound Westbound Northbound Southbound Eastbound Westbound Northbound Southbound Custer Drive Custer Drive Illinois Drive Illinois Drive Thursday, April 29, 2021 Eastbound Westbound Northbound Southbound Eastbound Westbound Northbound Southbound Custer Drive Custer Drive Illinois Drive Illinois Drive Intersection:Illinois Drive & Custer Drive Date: NB SB NB SB NB SB NB SB EB WB EB WB EB WB EB WB 7:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0 1 1 7:30 0 0 0 0 0 0 0 0 0 0 1 1 0 0 2 0 0 4 7:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:15 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 8:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 NB SB NB SB NB SB NB SB EB WB EB WB EB WB EB WB 7:15 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0 1 1 7:30 0 0 0 0 0 0 0 0 0 0 1 1 0 0 2 0 0 4 7:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Hr Total 0 0 0 0 0 1 0 0 0 0 2 1 0 0 2 0 1 5 Intersection:Illinois Drive & Custer Drive Date: NB SB NB SB NB SB NB SB EB WB EB WB EB WB EB WB 16:00 2 0 0 0 0 0 0 0 0 5 0 0 3 0 1 0 10 1 16:15 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 2 0 16:30 0 0 0 0 0 0 0 0 0 0 0 4 0 0 0 0 0 4 16:45 0 0 0 0 1 0 0 0 0 1 0 2 0 0 1 0 2 3 17:00 0 0 0 0 0 3 0 1 0 1 0 0 1 0 0 0 5 1 17:15 1 1 0 0 0 0 0 0 1 1 0 0 0 0 1 0 4 1 17:30 0 0 0 0 0 0 0 0 0 1 0 1 0 0 1 2 1 4 17:45 0 0 0 0 2 3 0 0 1 0 0 5 0 2 0 0 8 5 NB SB NB SB NB SB NB SB EB WB EB WB EB WB EB WB 17:00 0 0 0 0 0 3 0 1 0 1 0 0 1 0 0 0 5 1 17:15 1 1 0 0 0 0 0 0 1 1 0 0 0 0 1 0 4 1 17:30 0 0 0 0 0 0 0 0 0 1 0 1 0 0 1 2 1 4 17:45 0 0 0 0 2 3 0 0 1 0 0 5 0 2 0 0 8 5 Hr Total 1 1 0 0 2 6 0 1 2 3 0 6 1 2 2 2 18 11 Ped Bike-other Ped Total Bike Total Ped-Bike Count PM PEAK HOUR AM PEAK HOUR Ped Bike-other Ped Bike-other Ped Bike-other Bike-other Ped Total Bike Total East Leg West Leg North Leg South Leg Ped Total Ped Total Bike Total Bike Total Ped Bike-other Ped Bike-other Ped Bike-other Ped Bike-other Ped Bike-other Ped Bike-other Ped Bike-other Ped Bike-other Bike-otherPed Ped Bike-other Ped Start Time East Leg West Leg North Leg South Leg Custer Drive Custer Drive Illinois Drive Illinois Drive East Leg West Leg North Leg South Leg Thursday, April 29, 2021 Custer Drive Custer Drive Illinois Drive Illinois Drive Ped Start Time East Leg West Leg North Leg South Leg Custer Drive Custer Drive Illinois Drive Illinois Drive Bike-other Thursday, April 29, 2021 Custer Drive Custer Drive Illinois Drive Illinois Drive TRIP GENERATION DATA THIS PAGE LEFT BLANK INTENTIONALLY Trip Generation for Proposed Timberline ODP The Timberline Overall Development Plan (ODP) will develop the vacant and unoccupied portions of the Timberline Church property at 2908 South Timberline Road. The planned development for the overall development is only partially known at this time, which includes a 180 dwelling unit apartment complex. The existing Timberline Church and a significant portion of the surface parking will remain. The southern portion of the property that is currently occupied (but not operational) by the former CSU Farms facilities will eventually be demolished and is anticipated to be developed into mixed-use (office, restaurant, residential). Two parcels are shown in the CSU Farms area on the ODP, which are approximately 1.8 acres (north) and 2.5 acres (south). Lastly, a mixed-use development (residential, office, restaurant) is anticipated for a 1.8± acre area north of the existing church. A general rule-of-thumb for sub-urban development is that office and retail building space will make up approximately 25% of the overall parcel. The remianing area is made up of surface parking, access, landscaping and drainage facilities. Therefore, the CSU Farms mixed-use site is estimated to be approximately 10,000 SF office, 6,000 SF restaurant and 12 multi-family residential dwelling units. The residential units may be integrated into the restaurant or office buildings as second or third story residential with street-level commercial/office space. The mixed-use development north of the church could develop into approximatly 4,000 SF of office uses, 2,000 SF of restaurant uses and 6 multi-family residential dwelling units. These assumed land uses and sizes were used for estimating trips for the ODP. Each land use falls within a land use category within the Institute of Transportation Engineers' (ITE) Trip Generation Manual (TGM). The closest representative land use category (LUC) for each use is as follows: Office - LUC 710, General Office Building; Restaurant - LUC 933, Fast-Food Restaurant without Drive- Through Window; MF residential - LUC 221,Multifamily Housing (Mid-Rise). ITE's Trip Generation Handbook recommends using the provided titted curve equation only when the regression values (R2) exceeds 0.75, there is a sample size of at least 20 sites and the proposed development is similarly sized to the sample data. Otherwise, the average rate should be used. In most cases, the average rate is applied. Trip Generation LUC 221 - Multifamily Housing (Mid-rise) Fitted curve equation Rate R2 % in %out AM Peak:LN(T)=0.98*LN(X)-0.98 0.36 0.67 26%74% PM Peak:LN(T)=0.96*LN(X)-.63 0.44 0.72 61%39% ADT:T=5.45(X)-1.75 5.44 0.77 Low R2 value. Therefore, average rate used. PLANNED APARTMENT COMPLEX Total In Out For X=180.0 AM Peak=65 17 48 PM Peak=79 48 31 ADT=980 MIXED-USE DEVELOPMENT (NORTH)Total In Out For X=6.0 AM Peak=2 1 1 PM Peak=3 2 1 ADT=32 MIXED-USE DEVELOPMENT (CSU FARMS)Total In Out For X=12.0 AM Peak=4 1 3 PM Peak=5 3 2 ADT=66 LUC 710 - General Office Building Fitted curve equation Rate R 2 % in %out AM Peak:T=0.94(X)+26.49 1.16 0.85 86%14% PM Peak:LN(T)=0.95*LN(X)+0.36 1.15 0.88 16%84% ADT:LN(T)=0.97*LN(X)+2.50 9.74 0.83 size of development does not match sample data, rate used MIXED-USE DEVELOPMENT (NORTH)Total In Out For X=4.0 AM Peak=5 4 1 PM Peak=5 1 4 ADT=38 MIXED-USE DEVELOPMENT (CSU FARMS)Total In Out For X=10.0 AM Peak=12 10 2 PM Peak=12 2 10 ADT=98 Per Trip Generation Manual, the following land use categories were applied. LUC 933 - Fast-food without Drive-through Window Fitted curve equation Rate R 2 % in %out AM Peak:T=89.03(X)-157.40 25.1 0.88 60%40% PM Peak:n/a 28.34 -50%50% ADT:n/a 346.23 - only 5 sample sites, rate used MIXED-USE DEVELOPMENT (NORTH)Total In Out For X=2.0 AM Peak=50 30 20 PM Peak=57 29 28 ADT=692 MIXED-USE DEVELOPMENT (CSU FARMS)Total In Out For X=6.0 AM Peak=151 91 60 PM Peak=170 85 85 ADT=2078 TOTAL FOR EACH DEVELOPMENT AREA AND OVERALL DEVELOPMENT PLAN TIMBERLINE AFFORDABLE HOUSING Total In Out AM Peak=65 17 48 PM Peak=79 48 31 ADT=980 MIXED-USE DEVELOPMENT (NORTH)Total In Out AM Peak=57 35 22 PM Peak=65 32 33 ADT=762 MIXED-USE DEVELOPMENT (CSU FARMS)Total In Out AM Peak=167 102 65 PM Peak=187 90 97 ADT=2242 TOTAL ODP (Not including church)Total In Out AM Peak=289 154 135 PM Peak=331 170 161 ADT=3984 THIS PAGE LEFT BLANK INTENTIONALLY LEVEL OF SERVICE CALCULATIONS EXISTING CONDITIONS THIS PAGE LEFT BLANK INTENTIONALLY HCM 6th Signalized Intersection Summary 1: Timberline Rd & Drake Rd 05/03/2021 Existing (2021) AM Peak Hour 04/30/2021 Synchro 10 Light Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 325 363 245 53 404 416 389 1237 28 320 859 252 Future Volume (veh/h) 325 363 245 53 404 416 389 1237 28 320 859 252 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 349 390 263 57 434 447 418 1330 30 344 924 271 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 419 991 442 303 711 317 536 1712 531 414 1027 458 Arrive On Green 0.12 0.28 0.28 0.04 0.20 0.20 0.31 0.67 0.67 0.12 0.29 0.29 Sat Flow, veh/h 3456 3554 1585 1781 3554 1585 3456 5106 1585 3456 3554 1585 Grp Volume(v), veh/h 349 390 263 57 434 447 418 1330 30 344 924 271 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1781 1777 1585 1728 1702 1585 1728 1777 1585 Q Serve(g_s), s 8.9 8.0 8.1 2.3 10.0 18.0 9.9 16.1 0.6 8.8 22.5 9.1 Cycle Q Clear(g_c), s 8.9 8.0 8.1 2.3 10.0 18.0 9.9 16.1 0.6 8.8 22.5 9.1 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 419 991 442 303 711 317 536 1712 531 414 1027 458 V/C Ratio(X) 0.83 0.39 0.59 0.19 0.61 1.41 0.78 0.78 0.06 0.83 0.90 0.59 Avail Cap(c_a), veh/h 422 991 442 347 711 317 536 1712 531 422 1027 458 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.44 0.44 0.44 1.00 1.00 1.00 Uniform Delay (d), s/veh 38.7 26.3 11.1 26.7 32.8 36.0 29.6 12.5 10.0 38.7 30.8 12.9 Incr Delay (d2), s/veh 13.3 0.3 2.2 0.3 1.5 202.3 3.3 1.6 0.1 12.9 12.4 5.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.4 3.3 4.5 0.9 4.3 24.4 3.6 3.6 0.2 4.3 10.8 3.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 52.0 26.5 13.2 27.0 34.3 238.3 33.0 14.1 10.0 51.6 43.1 18.5 LnGrp LOS D C B C C F C B B D D B Approach Vol, veh/h 1002 938 1778 1539 Approach Delay, s/veh 31.9 131.1 18.5 40.7 Approach LOS C F B D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 15.8 36.2 8.8 31.1 20.0 32.0 15.9 24.0 Change Period (Y+Rc), s 5.0 6.0 5.0 6.0 6.0 * 6 5.0 6.0 Max Green Setting (Gmax), s 11.0 28.0 6.0 23.0 13.0 * 26 11.0 18.0 Max Q Clear Time (g_c+I1), s 10.8 18.1 4.3 10.1 11.9 24.5 10.9 20.0 Green Ext Time (p_c), s 0.0 5.9 0.0 2.7 0.2 1.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 47.6 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th Signalized Intersection Summary 1: Timberline Rd & Drake Rd 05/03/2021 Existing (2021) AM Peak Hour 04/30/2021 w OVERLAP Synchro 10 Light Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 325 363 245 53 404 416 389 1237 28 320 859 252 Future Volume (veh/h) 325 363 245 53 404 416 389 1237 28 320 859 252 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 349 390 263 57 434 447 418 1330 30 344 924 271 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 419 991 442 303 711 507 536 1712 531 414 1027 458 Arrive On Green 0.12 0.28 0.28 0.04 0.20 0.20 0.31 0.67 0.67 0.12 0.29 0.29 Sat Flow, veh/h 3456 3554 1585 1781 3554 1585 3456 5106 1585 3456 3554 1585 Grp Volume(v), veh/h 349 390 263 57 434 447 418 1330 30 344 924 271 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1781 1777 1585 1728 1702 1585 1728 1777 1585 Q Serve(g_s), s 8.9 8.0 8.1 2.3 10.0 18.0 9.9 16.1 0.6 8.8 22.5 9.1 Cycle Q Clear(g_c), s 8.9 8.0 8.1 2.3 10.0 18.0 9.9 16.1 0.6 8.8 22.5 9.1 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 419 991 442 303 711 507 536 1712 531 414 1027 458 V/C Ratio(X) 0.83 0.39 0.59 0.19 0.61 0.88 0.78 0.78 0.06 0.83 0.90 0.59 Avail Cap(c_a), veh/h 422 991 442 347 711 507 536 1712 531 422 1027 458 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.44 0.44 0.44 1.00 1.00 1.00 Uniform Delay (d), s/veh 38.7 26.3 11.1 26.7 32.8 29.0 29.6 12.5 10.0 38.7 30.8 12.9 Incr Delay (d2), s/veh 13.3 0.3 2.2 0.3 1.5 16.4 3.3 1.6 0.1 12.9 12.4 5.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.4 3.3 4.5 0.9 4.3 10.8 3.6 3.6 0.2 4.3 10.8 3.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 52.0 26.5 13.2 27.0 34.3 45.4 33.0 14.1 10.0 51.6 43.1 18.5 LnGrp LOS D C B C C D C B B D D B Approach Vol, veh/h 1002 938 1778 1539 Approach Delay, s/veh 31.9 39.2 18.5 40.7 Approach LOS C D B D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 15.8 36.2 8.8 31.1 20.0 32.0 15.9 24.0 Change Period (Y+Rc), s 5.0 6.0 5.0 6.0 6.0 * 6 5.0 6.0 Max Green Setting (Gmax), s 11.0 28.0 6.0 23.0 13.0 * 26 11.0 18.0 Max Q Clear Time (g_c+I1), s 10.8 18.1 4.3 10.1 11.9 24.5 10.9 20.0 Green Ext Time (p_c), s 0.0 5.9 0.0 2.7 0.2 1.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 31.2 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th Signalized Intersection Summary 2: Timberline Rd & Custer Dr 05/03/2021 Existing (2021) AM Peak Hour 04/30/2021 Synchro 10 Light Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 9 7 12 198 3 211 3 1428 107 106 1118 2 Future Volume (veh/h) 9 7 12 198 3 211 3 1428 107 106 1118 2 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 10 8 14 228 3 243 3 1641 123 122 1285 2 Peak Hour Factor 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 83 71 78 284 4 331 327 1984 885 242 2210 3 Arrive On Green 0.21 0.21 0.21 0.21 0.21 0.21 0.01 0.74 0.74 0.11 1.00 1.00 Sat Flow, veh/h 144 334 372 1390 19 1569 1781 3554 1585 1781 3641 6 Grp Volume(v), veh/h 32 0 0 228 0 246 3 1641 123 122 627 660 Grp Sat Flow(s),veh/h/ln 850 0 0 1390 0 1588 1781 1777 1585 1781 1777 1869 Q Serve(g_s), s 0.2 0.0 0.0 5.8 0.0 13.0 0.1 27.7 2.0 2.5 0.0 0.0 Cycle Q Clear(g_c), s 13.2 0.0 0.0 19.0 0.0 13.0 0.1 27.7 2.0 2.5 0.0 0.0 Prop In Lane 0.31 0.44 1.00 0.99 1.00 1.00 1.00 0.00 Lane Grp Cap(c), veh/h 232 0 0 284 0 335 327 1984 885 242 1079 1135 V/C Ratio(X) 0.14 0.00 0.00 0.80 0.00 0.73 0.01 0.83 0.14 0.50 0.58 0.58 Avail Cap(c_a), veh/h 232 0 0 284 0 335 418 1984 885 266 1079 1135 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.33 1.33 1.33 2.00 2.00 2.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 1.00 0.69 0.69 0.69 0.60 0.60 0.60 Uniform Delay (d), s/veh 29.0 0.0 0.0 37.6 0.0 33.1 8.6 8.7 5.4 14.1 0.0 0.0 Incr Delay (d2), s/veh 0.3 0.0 0.0 15.1 0.0 8.1 0.0 2.9 0.2 1.0 1.4 1.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.6 0.0 0.0 6.3 0.0 5.7 0.0 5.8 0.6 1.0 0.4 0.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 29.2 0.0 0.0 52.8 0.0 41.2 8.6 11.6 5.6 15.1 1.4 1.3 LnGrp LOS C A A D A D A B A B A A Approach Vol, veh/h 32 474 1767 1409 Approach Delay, s/veh 29.2 46.8 11.2 2.5 Approach LOS C D B A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s9.8 56.2 24.0 5.4 60.6 24.0 Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 6.0 5.0 Max Green Setting (Gmax), s6.0 49.0 19.0 5.0 50.0 19.0 Max Q Clear Time (g_c+I1), s4.5 29.7 15.2 2.1 2.0 21.0 Green Ext Time (p_c), s 0.0 12.2 0.0 0.0 11.0 0.0 Intersection Summary HCM 6th Ctrl Delay 12.6 HCM 6th LOS B HCM 6th Signalized Intersection Summary 3: Timberline Rd & Vermont Dr 05/03/2021 Existing (2021) AM Peak Hour 04/30/2021 Synchro 10 Light Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 20 6 11 69 3 92 46 1396 40 117 1146 66 Future Volume (veh/h) 20 6 11 69 3 92 46 1396 40 117 1146 66 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 22 7 12 76 3 101 51 1534 44 129 1259 73 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 131 63 108 203 7 162 425 2352 67 308 2322 134 Arrive On Green 0.10 0.10 0.10 0.10 0.10 0.10 0.04 0.67 0.67 0.11 1.00 1.00 Sat Flow, veh/h 1290 619 1061 1219 64 1585 1781 3528 101 1781 3414 198 Grp Volume(v), veh/h 22 0 19 79 0 101 51 771 807 129 654 678 Grp Sat Flow(s),veh/h/ln1290 0 1679 1283 0 1585 1781 1777 1852 1781 1777 1835 Q Serve(g_s), s 1.5 0.0 0.9 4.8 0.0 5.5 0.8 23.0 23.2 2.0 0.0 0.0 Cycle Q Clear(g_c), s 7.2 0.0 0.9 5.7 0.0 5.5 0.8 23.0 23.2 2.0 0.0 0.0 Prop In Lane 1.00 0.63 0.96 1.00 1.00 0.05 1.00 0.11 Lane Grp Cap(c), veh/h 131 0 172 210 0 162 425 1185 1235 308 1208 1248 V/C Ratio(X) 0.17 0.00 0.11 0.38 0.00 0.62 0.12 0.65 0.65 0.42 0.54 0.54 Avail Cap(c_a), veh/h 257 0 336 347 0 317 453 1185 1235 351 1208 1248 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 0.77 0.77 0.77 Uniform Delay (d), s/veh 42.3 0.0 36.7 39.2 0.0 38.7 4.0 8.8 8.9 8.1 0.0 0.0 Incr Delay (d2), s/veh 0.6 0.0 0.3 1.1 0.0 3.9 0.1 2.8 2.7 0.7 1.3 1.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.5 0.0 0.4 1.7 0.0 0.2 0.2 7.7 8.1 0.7 0.5 0.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 42.9 0.0 37.0 40.3 0.0 42.6 4.1 11.6 11.6 8.8 1.3 1.3 LnGrp LOS D A D D A D A B B A A A Approach Vol, veh/h 41 180 1629 1461 Approach Delay, s/veh 40.1 41.6 11.4 2.0 Approach LOS D D B A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s9.8 66.0 14.2 8.6 67.2 14.2 Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 6.0 5.0 Max Green Setting (Gmax), s7.0 49.0 18.0 5.0 51.0 18.0 Max Q Clear Time (g_c+I1), s4.0 25.2 9.2 2.8 2.0 7.7 Green Ext Time (p_c), s 0.1 12.1 0.1 0.0 11.8 0.5 Intersection Summary HCM 6th Ctrl Delay 9.2 HCM 6th LOS A HCM 6th TWSC 4: Iowa Dr & Custer Dr 05/03/2021 Existing (2021) AM Peak Hour 04/30/2021 Synchro 10 Light Report Page 4 Intersection Int Delay, s/veh 2.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 42 118 3 1 220 20 6 2 4 4 7 22 Future Vol, veh/h 42 118 3 1 220 20 6 2 4 4 7 22 Conflicting Peds, #/hr 3 0 3 3 0 3 4 0 5 5 0 4 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 150 - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 47 47 47 47 47 47 47 47 47 47 47 47 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 89 251 6 2 468 43 13 4 9 9 15 47 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 514 0 0 260 0 0 964 953 262 941 935 497 Stage 1 - - - - - - 435 435 - 497 497 - Stage 2 - - - - - - 529 518 - 444 438 - 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 1052 - - 1304 - - 235 259 777 243 265 573 Stage 1 - - - - - - 600 580 - 555 545 - Stage 2 - - - - - - 533 533 - 593 579 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1049 - - 1300 - - 191 235 771 220 241 569 Mov Cap-2 Maneuver - - - - - - 191 235 - 220 241 - Stage 1 - - - - - - 548 529 - 507 542 - Stage 2 - - - - - - 473 530 - 530 528 - Approach EB WB NB SB HCM Control Delay, s 2.3 0 20 16.5 HCM LOS C C Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 266 1049 - - 1300 - - 384 HCM Lane V/C Ratio 0.096 0.085 - - 0.002 - - 0.183 HCM Control Delay (s) 20 8.8 - - 7.8 0 - 16.5 HCM Lane LOS C A - - A A - C HCM 95th %tile Q(veh) 0.3 0.3 - - 0 - - 0.7 HCM 6th Edition TWSC-Pedestrians 4: Iowa Dr & Custer Dr 05/03/2021 Existing (2021) AM Peak Hour 04/30/2021 Synchro 10 Light Report Page 5 Approach Approach Direction EB Median Present? No Approach Delay(s) 19.7 Level of Service C Crosswalk Length (ft) 44 Lanes Crossed 2 Veh Vol Crossed 338 Ped Vol Crossed 0 Yield Rate(%) 0 Ped Platooning No Critical Headway (s) 15.57 Prob of Delayed X-ing 0.77 Prob of Blocked Lane 0.52 Delay for adq Gap 25.68 Avg Ped Delay (s) 19.73 Approach Approach Direction WB Median Present? Yes Approach Delay(s) 2.4 Level of Service A Crosswalk Length (ft) 11 17 Lanes Crossed 1 1 Veh Vol Crossed 220 118 Ped Vol Crossed 0 0 Yield Rate(%) 0 0 Ped Platooning No No Critical Headway (s) 6.14 7.86 Prob of Delayed X-ing 0.31 0.23 Prob of Blocked Lane 0.31 0.23 Delay for adq Gap 4.19 4.86 Avg Ped Delay (s) 1.31 1.10 HCM 6th TWSC 5: Illinois Dr & Custer Dr 05/03/2021 Existing (2021) AM Peak Hour 04/30/2021 Synchro 10 Light Report Page 6 Intersection Int Delay, s/veh 2.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 55 161 12 1 235 13 8 0 0 5 5 23 Future Vol, veh/h 55 161 12 1 235 13 8 0 0 5 5 23 Conflicting Peds, #/hr 0 0 0 0 0 0 1 0 0 0 0 1 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 160 - - 70 - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 54 54 54 54 54 54 54 54 54 54 54 54 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 102 298 22 2 435 24 15 0 0 9 9 43 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 459 0 0 320 0 0 991 976 309 964 975 448 Stage 1 - - - - - - 513 513 - 451 451 - Stage 2 - - - - - - 478 463 - 513 524 - 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 1102 - - 1240 - - 225 251 731 235 251 611 Stage 1 - - - - - - 544 536 - 588 571 - Stage 2 - - - - - - 568 564 - 544 530 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1102 - - 1240 - - 188 227 731 218 227 610 Mov Cap-2 Maneuver - - - - - - 188 227 - 218 227 - Stage 1 - - - - - - 493 486 - 533 570 - Stage 2 - - - - - - 518 563 - 494 481 - Approach EB WB NB SB HCM Control Delay, s 2.1 0 25.8 15.6 HCM LOS D C Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 188 1102 - - 1240 - - 399 HCM Lane V/C Ratio 0.079 0.092 - - 0.001 - - 0.153 HCM Control Delay (s) 25.8 8.6 - - 7.9 - - 15.6 HCM Lane LOS D A - - A - - C HCM 95th %tile Q(veh) 0.3 0.3 - - 0 - - 0.5 HCM 6th Edition TWSC-Pedestrians 5: Illinois Dr & Custer Dr 05/03/2021 Existing (2021) AM Peak Hour 04/30/2021 Synchro 10 Light Report Page 7 Approach Approach Direction EB Median Present? No Approach Delay(s) 25.7 Level of Service D Crosswalk Length (ft) 44 Lanes Crossed 2 Veh Vol Crossed 396 Ped Vol Crossed 0 Yield Rate(%) 0 Ped Platooning No Critical Headway (s) 15.57 Prob of Delayed X-ing 0.82 Prob of Blocked Lane 0.58 Delay for adq Gap 31.41 Avg Ped Delay (s) 25.74 Approach Approach Direction WB Median Present? No Approach Delay(s) 25.7 Level of Service D Crosswalk Length (ft) 44 Lanes Crossed 2 Veh Vol Crossed 396 Ped Vol Crossed 0 Yield Rate(%) 0 Ped Platooning No Critical Headway (s) 15.57 Prob of Delayed X-ing 0.82 Prob of Blocked Lane 0.58 Delay for adq Gap 31.41 Avg Ped Delay (s) 25.74 HCM 6th Signalized Intersection Summary 1: Timberline Rd & Drake Rd 05/03/2021 Existing (2021) PM Peak Hour 04/30/2021 Synchro 10 Light Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 275 490 275 48 441 281 493 1134 65 491 1083 259 Future Volume (veh/h) 275 490 275 48 441 281 493 1134 65 491 1083 259 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 293 521 293 51 469 299 524 1206 69 522 1152 276 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 307 809 361 151 596 266 572 1615 501 593 1106 493 Arrive On Green 0.09 0.23 0.23 0.04 0.17 0.17 0.33 0.63 0.63 0.17 0.31 0.31 Sat Flow, veh/h 3456 3554 1585 1781 3554 1585 3456 5106 1585 3456 3554 1585 Grp Volume(v), veh/h 293 521 293 51 469 299 524 1206 69 522 1152 276 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1781 1777 1585 1728 1702 1585 1728 1777 1585 Q Serve(g_s), s 7.6 11.9 9.7 2.3 11.4 9.8 13.1 14.8 1.6 13.3 28.0 13.1 Cycle Q Clear(g_c), s 7.6 11.9 9.7 2.3 11.4 9.8 13.1 14.8 1.6 13.3 28.0 13.1 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 307 809 361 151 596 266 572 1615 501 593 1106 493 V/C Ratio(X) 0.95 0.64 0.81 0.34 0.79 1.12 0.92 0.75 0.14 0.88 1.04 0.56 Avail Cap(c_a), veh/h 307 809 361 199 711 317 572 1615 501 614 1106 493 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.49 0.49 0.49 1.00 1.00 1.00 Uniform Delay (d), s/veh 40.8 31.5 12.4 35.1 35.9 15.7 29.5 14.0 11.6 36.4 31.0 25.9 Incr Delay (d2), s/veh 39.0 1.8 13.1 1.3 5.0 90.7 11.2 1.6 0.3 13.6 38.6 4.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.8 5.1 4.4 1.0 5.1 9.9 5.1 3.6 0.6 6.5 17.1 5.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 79.8 33.2 25.5 36.4 40.9 106.3 40.7 15.6 11.9 50.0 69.6 30.4 LnGrp LOS E C C D D F D B B D F C Approach Vol, veh/h 1107 819 1799 1950 Approach Delay, s/veh 43.5 64.5 22.8 58.8 Approach LOS D E C E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 20.4 34.5 8.6 26.5 20.9 34.0 14.0 21.1 Change Period (Y+Rc), s 5.0 6.0 5.0 6.0 6.0 * 6 6.0 * 6 Max Green Setting (Gmax), s 16.0 26.0 6.0 20.0 14.0 * 28 8.0 * 18 Max Q Clear Time (g_c+I1), s 15.3 16.8 4.3 13.9 15.1 30.0 9.6 13.4 Green Ext Time (p_c), s 0.2 5.2 0.0 2.2 0.0 0.0 0.0 1.7 Intersection Summary HCM 6th Ctrl Delay 45.2 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th Signalized Intersection Summary 1: Timberline Rd & Drake Rd 05/03/2021 Existing (2021) PM Peak Hour 04/30/2021 w OVERLAP Synchro 10 Light Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 275 490 275 48 441 281 493 1134 65 491 1083 259 Future Volume (veh/h) 275 490 275 48 441 281 493 1134 65 491 1083 259 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 293 521 293 51 469 299 524 1206 69 522 1152 276 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 307 809 361 151 596 538 572 1615 501 593 1106 493 Arrive On Green 0.09 0.23 0.23 0.04 0.17 0.17 0.33 0.63 0.63 0.17 0.31 0.31 Sat Flow, veh/h 3456 3554 1585 1781 3554 1585 3456 5106 1585 3456 3554 1585 Grp Volume(v), veh/h 293 521 293 51 469 299 524 1206 69 522 1152 276 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1781 1777 1585 1728 1702 1585 1728 1777 1585 Q Serve(g_s), s 7.6 11.9 9.7 2.3 11.4 8.0 13.1 14.8 1.6 13.3 28.0 13.1 Cycle Q Clear(g_c), s 7.6 11.9 9.7 2.3 11.4 8.0 13.1 14.8 1.6 13.3 28.0 13.1 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 307 809 361 151 596 538 572 1615 501 593 1106 493 V/C Ratio(X) 0.95 0.64 0.81 0.34 0.79 0.56 0.92 0.75 0.14 0.88 1.04 0.56 Avail Cap(c_a), veh/h 307 809 361 199 711 589 572 1615 501 614 1106 493 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.49 0.49 0.49 1.00 1.00 1.00 Uniform Delay (d), s/veh 40.8 31.5 12.4 35.1 35.9 9.5 29.5 14.0 11.6 36.4 31.0 25.9 Incr Delay (d2), s/veh 39.0 1.8 13.1 1.3 5.0 1.0 11.2 1.6 0.3 13.6 38.6 4.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.8 5.1 4.4 1.0 5.1 3.3 5.1 3.6 0.6 6.5 17.1 5.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 79.8 33.2 25.5 36.4 40.9 10.4 40.7 15.6 11.9 50.0 69.6 30.4 LnGrp LOS E C C D D B D B B D F C Approach Vol, veh/h 1107 819 1799 1950 Approach Delay, s/veh 43.5 29.5 22.8 58.8 Approach LOS D C C E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 20.4 34.5 8.6 26.5 20.9 34.0 14.0 21.1 Change Period (Y+Rc), s 5.0 6.0 5.0 6.0 6.0 * 6 6.0 * 6 Max Green Setting (Gmax), s 16.0 26.0 6.0 20.0 14.0 * 28 8.0 * 18 Max Q Clear Time (g_c+I1), s 15.3 16.8 4.3 13.9 15.1 30.0 9.6 13.4 Green Ext Time (p_c), s 0.2 5.2 0.0 2.2 0.0 0.0 0.0 1.7 Intersection Summary HCM 6th Ctrl Delay 40.2 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th Signalized Intersection Summary 2: Timberline Rd & Custer Dr 05/03/2021 Existing (2021) PM Peak Hour 04/30/2021 Synchro 10 Light Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 2 3 7 279 6 123 18 1374 197 120 1264 11 Future Volume (veh/h) 2 3 7 279 6 123 18 1374 197 120 1264 11 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 2 3 7 297 6 131 19 1462 210 128 1345 12 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 83 121 220 408 16 354 274 1908 851 238 2055 18 Arrive On Green 0.23 0.23 0.23 0.23 0.23 0.23 0.02 0.54 0.54 0.07 0.76 0.76 Sat Flow, veh/h 156 521 947 1405 70 1526 1781 3554 1585 1781 3609 32 Grp Volume(v), veh/h 12 0 0 297 0 137 19 1462 210 128 662 695 Grp Sat Flow(s),veh/h/ln1623 0 0 1405 0 1596 1781 1777 1585 1781 1777 1865 Q Serve(g_s), s 0.0 0.0 0.0 17.9 0.0 6.5 0.4 29.1 6.4 2.9 16.1 16.2 Cycle Q Clear(g_c), s 0.5 0.0 0.0 18.4 0.0 6.5 0.4 29.1 6.4 2.9 16.1 16.2 Prop In Lane 0.17 0.58 1.00 0.96 1.00 1.00 1.00 0.02 Lane Grp Cap(c), veh/h 423 0 0 408 0 370 274 1908 851 238 1012 1061 V/C Ratio(X) 0.03 0.00 0.00 0.73 0.00 0.37 0.07 0.77 0.25 0.54 0.65 0.65 Avail Cap(c_a), veh/h 460 0 0 441 0 408 335 1908 851 262 1012 1061 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.33 1.33 1.33 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 1.00 0.52 0.52 0.52 0.32 0.32 0.32 Uniform Delay (d), s/veh 26.7 0.0 0.0 33.5 0.0 29.0 9.9 16.4 11.1 16.0 6.7 6.7 Incr Delay (d2), s/veh 0.0 0.0 0.0 5.5 0.0 0.6 0.1 1.6 0.4 0.6 1.1 1.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.2 0.0 0.0 6.8 0.0 2.5 0.2 10.7 2.1 1.1 3.8 4.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 26.8 0.0 0.0 39.1 0.0 29.7 10.0 18.0 11.5 16.6 7.7 7.7 LnGrp LOS C A A D A C A B B B A A Approach Vol, veh/h 12 434 1691 1485 Approach Delay, s/veh 26.8 36.1 17.1 8.5 Approach LOS C D B A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s9.8 54.3 25.9 6.9 57.2 25.9 Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 6.0 5.0 Max Green Setting (Gmax), s6.0 45.0 23.0 5.0 46.0 23.0 Max Q Clear Time (g_c+I1), s4.9 31.1 2.5 2.4 18.2 20.4 Green Ext Time (p_c), s 0.0 8.9 0.0 0.0 10.4 0.5 Intersection Summary HCM 6th Ctrl Delay 15.9 HCM 6th LOS B HCM 6th Signalized Intersection Summary 3: Timberline Rd & Vermont Dr 05/03/2021 Existing (2021) PM Peak Hour 04/30/2021 Synchro 10 Light Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 100 10 59 84 1 136 11 1426 90 160 1480 9 Future Volume (veh/h) 100 10 59 84 1 136 11 1426 90 160 1480 9 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 111 11 66 93 1 151 12 1584 100 178 1644 10 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 199 46 278 290 3 317 274 1893 119 244 2201 13 Arrive On Green 0.20 0.20 0.20 0.20 0.20 0.20 0.01 0.56 0.56 0.13 1.00 1.00 Sat Flow, veh/h 1235 231 1389 1050 14 1585 1781 3396 213 1781 3621 22 Grp Volume(v), veh/h 111 0 77 94 0 151 12 824 860 178 806 848 Grp Sat Flow(s),veh/h/ln1235 0 1620 1064 0 1585 1781 1777 1832 1781 1777 1866 Q Serve(g_s), s 8.0 0.0 3.6 5.7 0.0 7.6 0.3 34.5 35.2 3.8 0.0 0.0 Cycle Q Clear(g_c), s 17.4 0.0 3.6 9.3 0.0 7.6 0.3 34.5 35.2 3.8 0.0 0.0 Prop In Lane 1.00 0.86 0.99 1.00 1.00 0.12 1.00 0.01 Lane Grp Cap(c), veh/h 199 0 324 292 0 317 274 990 1021 244 1080 1134 V/C Ratio(X) 0.56 0.00 0.24 0.32 0.00 0.48 0.04 0.83 0.84 0.73 0.75 0.75 Avail Cap(c_a), veh/h 199 0 324 292 0 317 347 990 1021 307 1080 1134 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 0.66 0.66 0.66 Uniform Delay (d), s/veh 40.4 0.0 30.2 34.1 0.0 31.8 8.3 16.5 16.6 17.9 0.0 0.0 Incr Delay (d2), s/veh 3.4 0.0 0.4 0.6 0.0 1.1 0.1 8.2 8.4 4.3 3.2 3.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln2.6 0.0 1.4 1.9 0.0 3.0 0.1 14.2 14.9 2.1 0.9 1.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 43.8 0.0 30.6 34.8 0.0 32.9 8.4 24.6 25.0 22.2 3.2 3.0 LnGrp LOS D A C C A C A C C C A A Approach Vol, veh/h 188 245 1696 1832 Approach Delay, s/veh 38.4 33.6 24.7 4.9 Approach LOS D C C A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s10.8 56.2 23.0 6.3 60.7 23.0 Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 6.0 5.0 Max Green Setting (Gmax), s9.0 47.0 18.0 5.0 51.0 18.0 Max Q Clear Time (g_c+I1), s5.8 37.2 19.4 2.3 2.0 11.3 Green Ext Time (p_c), s 0.1 7.1 0.0 0.0 17.7 0.6 Intersection Summary HCM 6th Ctrl Delay 16.8 HCM 6th LOS B HCM 6th TWSC 4: Iowa Dr & Custer Dr 05/03/2021 Existing (2021) PM Peak Hour 04/30/2021 Synchro 10 Light Report Page 4 Intersection Int Delay, s/veh 2.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 16 127 3 4 93 5 12 6 3 5 15 24 Future Vol, veh/h 16 127 3 4 93 5 12 6 3 5 15 24 Conflicting Peds, #/hr 7 0 4 4 0 7 2 0 17 17 0 2 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 150 - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 16 131 3 4 96 5 12 6 3 5 15 25 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 108 0 0 138 0 0 298 285 154 300 284 108 Stage 1 - - - - - - 169 169 - 114 114 - Stage 2 - - - - - - 129 116 - 186 170 - 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 1483 - - 1446 - - 654 624 892 652 625 946 Stage 1 - - - - - - 833 759 - 891 801 - Stage 2 - - - - - - 875 800 - 816 758 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1473 - - 1440 - - 614 608 874 623 609 938 Mov Cap-2 Maneuver - - - - - - 614 608 - 623 609 - Stage 1 - - - - - - 821 748 - 876 793 - Stage 2 - - - - - - 831 792 - 785 747 - Approach EB WB NB SB HCM Control Delay, s 0.8 0.3 10.8 10.1 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 639 1473 - - 1440 - - 755 HCM Lane V/C Ratio 0.034 0.011 - - 0.003 - - 0.06 HCM Control Delay (s) 10.8 7.5 - - 7.5 0 - 10.1 HCM Lane LOS B A - - A A - B HCM 95th %tile Q(veh) 0.1 0 - - 0 - - 0.2 HCM 6th Edition TWSC-Pedestrians 4: Iowa Dr & Custer Dr 05/03/2021 Existing (2021) PM Peak Hour 04/30/2021 Synchro 10 Light Report Page 5 Approach Approach Direction EB Median Present? No Approach Delay(s) 10.4 Level of Service C Crosswalk Length (ft) 44 Lanes Crossed 2 Veh Vol Crossed 220 Ped Vol Crossed 0 Yield Rate(%) 0 Ped Platooning No Critical Headway (s) 15.57 Prob of Delayed X-ing 0.61 Prob of Blocked Lane 0.38 Delay for adq Gap 17.01 Avg Ped Delay (s) 10.44 Approach Approach Direction WB Median Present? Yes Approach Delay(s) 1.7 Level of Service A Crosswalk Length (ft) 11 17 Lanes Crossed 1 1 Veh Vol Crossed 93 127 Ped Vol Crossed 0 0 Yield Rate(%) 0 0 Ped Platooning No No Critical Headway (s) 6.14 7.86 Prob of Delayed X-ing 0.15 0.24 Prob of Blocked Lane 0.15 0.24 Delay for adq Gap 3.50 4.94 Avg Ped Delay (s) 0.51 1.20 HCM 6th TWSC 5: Illinois Dr & Custer Dr 05/03/2021 Existing (2021) PM Peak Hour 04/30/2021 Synchro 10 Light Report Page 6 Intersection Int Delay, s/veh 5.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 146 119 5 0 119 14 8 3 3 25 5 107 Future Vol, veh/h 146 119 5 0 119 14 8 3 3 25 5 107 Conflicting Peds, #/hr 5 0 3 3 0 5 8 0 2 2 0 8 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 160 - - 70 - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 155 127 5 0 127 15 9 3 3 27 5 114 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 147 0 0 135 0 0 645 590 135 585 585 148 Stage 1 - - - - - - 443 443 - 140 140 - Stage 2 - - - - - - 202 147 - 445 445 - 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 1435 - - 1449 - - 385 420 914 422 423 899 Stage 1 - - - - - - 594 576 - 863 781 - Stage 2 - - - - - - 800 775 - 592 575 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1428 - - 1445 - - 301 371 910 381 374 888 Mov Cap-2 Maneuver - - - - - - 301 371 - 381 374 - Stage 1 - - - - - - 528 511 - 765 777 - Stage 2 - - - - - - 687 771 - 522 511 - Approach EB WB NB SB HCM Control Delay, s 4.2 0 15.2 11.6 HCM LOS C B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 369 1428 - - 1445 - - 687 HCM Lane V/C Ratio 0.04 0.109 - - - - - 0.212 HCM Control Delay (s) 15.2 7.8 - - 0 - - 11.6 HCM Lane LOS C A - - A - - B HCM 95th %tile Q(veh) 0.1 0.4 - - 0 - - 0.8 HCM 6th Edition TWSC-Pedestrians 5: Illinois Dr & Custer Dr 05/03/2021 Existing (2021) PM Peak Hour 04/30/2021 Synchro 10 Light Report Page 7 Approach Approach Direction EB Median Present? No Approach Delay(s) 11.6 Level of Service C Crosswalk Length (ft) 44 Lanes Crossed 2 Veh Vol Crossed 238 Ped Vol Crossed 0 Yield Rate(%) 0 Ped Platooning No Critical Headway (s) 15.57 Prob of Delayed X-ing 0.64 Prob of Blocked Lane 0.40 Delay for adq Gap 18.12 Avg Ped Delay (s) 11.65 Approach Approach Direction WB Median Present? No Approach Delay(s) 11.6 Level of Service C Crosswalk Length (ft) 44 Lanes Crossed 2 Veh Vol Crossed 238 Ped Vol Crossed 0 Yield Rate(%) 0 Ped Platooning No Critical Headway (s) 15.57 Prob of Delayed X-ing 0.64 Prob of Blocked Lane 0.40 Delay for adq Gap 18.12 Avg Ped Delay (s) 11.65 LEVEL OF SERVICE CALCULATIONS YEAR 2024 CONDITIONS WITHOUT PROJECT THIS PAGE LEFT BLANK INTENTIONALLY HCM 6th Signalized Intersection Summary 1: Timberline Rd & Drake Rd 05/03/2021 Short-term (2024) NO Project AM Peak Hour 04/30/2021 Synchro 10 Light Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 335 374 252 55 416 429 401 1274 29 330 885 260 Future Volume (veh/h) 335 374 252 55 416 429 401 1274 29 330 885 260 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 360 402 271 59 447 461 431 1370 31 355 952 280 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 384 953 425 290 711 514 1714 3544 1100 429 1106 493 Arrive On Green 0.11 0.27 0.27 0.04 0.20 0.20 0.16 0.23 0.23 0.12 0.31 0.31 Sat Flow, veh/h 3456 3554 1585 1781 3554 1585 3456 5106 1585 3456 3554 1585 Grp Volume(v), veh/h 360 402 271 59 447 461 431 1370 31 355 952 280 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1781 1777 1585 1728 1702 1585 1728 1777 1585 Q Serve(g_s), s 9.3 8.4 8.8 2.3 10.4 18.0 9.8 20.4 1.4 9.0 22.7 16.0 Cycle Q Clear(g_c), s 9.3 8.4 8.8 2.3 10.4 18.0 9.8 20.4 1.4 9.0 22.7 16.0 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 384 953 425 290 711 514 1714 3544 1100 429 1106 493 V/C Ratio(X) 0.94 0.42 0.64 0.20 0.63 0.90 0.25 0.39 0.03 0.83 0.86 0.57 Avail Cap(c_a), veh/h 384 953 425 333 711 514 1714 3544 1100 461 1106 493 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.39 0.39 0.39 1.00 1.00 1.00 Uniform Delay (d), s/veh 39.7 27.2 12.3 26.7 32.9 29.0 23.1 18.5 11.1 38.5 29.2 37.6 Incr Delay (d2), s/veh 30.5 0.3 3.1 0.3 1.8 18.4 0.0 0.1 0.0 11.3 8.8 4.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.4 3.4 3.2 1.0 4.4 11.4 4.2 9.2 0.4 4.3 10.4 6.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 70.2 27.5 15.5 27.1 34.7 47.4 23.1 18.6 11.2 49.8 38.0 42.3 LnGrp LOS E C B C C D C B B D D D Approach Vol, veh/h 1033 967 1832 1587 Approach Delay, s/veh 39.2 40.3 19.5 41.4 Approach LOS D D B D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 16.2 69.3 8.9 30.1 51.5 34.0 15.0 24.0 Change Period (Y+Rc), s 5.0 6.0 5.0 6.0 6.0 * 6 5.0 6.0 Max Green Setting (Gmax), s 12.0 28.0 6.0 22.0 12.0 * 28 10.0 18.0 Max Q Clear Time (g_c+I1), s 11.0 22.4 4.3 10.8 11.8 24.7 11.3 20.0 Green Ext Time (p_c), s 0.1 3.8 0.0 2.6 0.0 2.1 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 33.4 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th Signalized Intersection Summary 2: Timberline Rd & Custer Dr 05/03/2021 Short-term (2024) NO Project AM Peak Hour 04/30/2021 Synchro 10 Light Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 9 7 12 204 3 217 3 1471 110 109 1152 2 Future Volume (veh/h) 9 7 12 204 3 217 3 1471 110 109 1152 2 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 10 8 14 234 3 249 3 1691 126 125 1324 2 Peak Hour Factor 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 81 69 76 280 4 331 318 1983 884 232 2210 3 Arrive On Green 0.21 0.21 0.21 0.21 0.21 0.21 0.01 0.74 0.74 0.11 1.00 1.00 Sat Flow, veh/h 134 327 359 1390 19 1569 1781 3554 1585 1781 3641 5 Grp Volume(v), veh/h 32 0 0 234 0 252 3 1691 126 125 646 680 Grp Sat Flow(s),veh/h/ln 820 0 0 1390 0 1588 1781 1777 1585 1781 1777 1869 Q Serve(g_s), s 0.2 0.0 0.0 5.4 0.0 13.4 0.1 30.1 2.1 2.6 0.0 0.0 Cycle Q Clear(g_c), s 13.6 0.0 0.0 19.0 0.0 13.4 0.1 30.1 2.1 2.6 0.0 0.0 Prop In Lane 0.31 0.44 1.00 0.99 1.00 1.00 1.00 0.00 Lane Grp Cap(c), veh/h 226 0 0 280 0 335 318 1983 884 232 1079 1135 V/C Ratio(X) 0.14 0.00 0.00 0.84 0.00 0.75 0.01 0.85 0.14 0.54 0.60 0.60 Avail Cap(c_a), veh/h 226 0 0 280 0 335 410 1983 884 256 1079 1135 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.33 1.33 1.33 2.00 2.00 2.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 1.00 0.62 0.62 0.62 0.65 0.65 0.65 Uniform Delay (d), s/veh 29.0 0.0 0.0 38.0 0.0 33.3 8.6 9.0 5.4 15.7 0.0 0.0 Incr Delay (d2), s/veh 0.3 0.0 0.0 19.2 0.0 9.2 0.0 3.1 0.2 1.3 1.6 1.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.6 0.0 0.0 6.7 0.0 6.0 0.0 6.1 0.6 1.3 0.5 0.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 29.3 0.0 0.0 57.2 0.0 42.5 8.6 12.1 5.6 17.0 1.6 1.5 LnGrp LOS C A A E A D A B A B A A Approach Vol, veh/h 32 486 1820 1451 Approach Delay, s/veh 29.3 49.6 11.7 2.9 Approach LOS C D B A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s9.8 56.2 24.0 5.4 60.6 24.0 Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 6.0 5.0 Max Green Setting (Gmax), s6.0 49.0 19.0 5.0 50.0 19.0 Max Q Clear Time (g_c+I1), s4.6 32.1 15.6 2.1 2.0 21.0 Green Ext Time (p_c), s 0.0 11.5 0.0 0.0 11.6 0.0 Intersection Summary HCM 6th Ctrl Delay 13.3 HCM 6th LOS B HCM 6th Signalized Intersection Summary 3: Timberline Rd & Vermont Dr 05/03/2021 Short-term (2024) NO Project AM Peak Hour 04/30/2021 Synchro 10 Light Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 21 6 11 71 3 95 47 1438 41 121 1181 68 Future Volume (veh/h) 21 6 11 71 3 95 47 1438 41 121 1181 68 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 23 7 12 78 3 104 52 1580 45 133 1298 75 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 132 65 111 206 7 165 415 2344 67 297 2313 133 Arrive On Green 0.10 0.10 0.10 0.10 0.10 0.10 0.04 0.66 0.66 0.11 1.00 1.00 Sat Flow, veh/h 1287 619 1061 1223 62 1585 1781 3529 100 1781 3415 197 Grp Volume(v), veh/h 23 0 19 81 0 104 52 794 831 133 674 699 Grp Sat Flow(s),veh/h/ln1287 0 1679 1285 0 1585 1781 1777 1852 1781 1777 1835 Q Serve(g_s), s 1.6 0.0 0.9 4.9 0.0 5.7 0.8 24.4 24.6 2.1 0.0 0.0 Cycle Q Clear(g_c), s 7.4 0.0 0.9 5.8 0.0 5.7 0.8 24.4 24.6 2.1 0.0 0.0 Prop In Lane 1.00 0.63 0.96 1.00 1.00 0.05 1.00 0.11 Lane Grp Cap(c), veh/h 132 0 175 213 0 165 415 1180 1231 297 1204 1243 V/C Ratio(X) 0.17 0.00 0.11 0.38 0.00 0.63 0.13 0.67 0.68 0.45 0.56 0.56 Avail Cap(c_a), veh/h 255 0 336 347 0 317 442 1180 1231 340 1204 1243 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 0.75 0.75 0.75 Uniform Delay (d), s/veh 42.2 0.0 36.5 39.1 0.0 38.6 4.0 9.2 9.2 9.0 0.0 0.0 Incr Delay (d2), s/veh 0.6 0.0 0.3 1.1 0.0 3.9 0.1 3.1 3.0 0.8 1.4 1.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.5 0.0 0.4 1.8 0.0 2.4 0.2 8.3 8.7 0.8 0.5 0.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 42.8 0.0 36.8 40.2 0.0 42.5 4.2 12.2 12.2 9.8 1.4 1.4 LnGrp LOS D A D D A D A B B A A A Approach Vol, veh/h 42 185 1677 1506 Approach Delay, s/veh 40.1 41.5 12.0 2.1 Approach LOS D D B A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s9.8 65.8 14.4 8.6 67.0 14.4 Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 6.0 5.0 Max Green Setting (Gmax), s7.0 49.0 18.0 5.0 51.0 18.0 Max Q Clear Time (g_c+I1), s4.1 26.6 9.4 2.8 2.0 7.8 Green Ext Time (p_c), s 0.1 12.2 0.1 0.0 12.5 0.5 Intersection Summary HCM 6th Ctrl Delay 9.6 HCM 6th LOS A HCM 6th TWSC 4: Iowa Dr & Custer Dr 05/03/2021 Short-term (2024) NO Project AM Peak Hour 04/30/2021 Synchro 10 Light Report Page 4 Intersection Int Delay, s/veh 2.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 43 122 3 1 227 21 6 2 4 4 7 23 Future Vol, veh/h 43 122 3 1 227 21 6 2 4 4 7 23 Conflicting Peds, #/hr 3 0 3 3 0 3 4 0 5 5 0 4 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 150 - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 47 47 47 47 47 47 47 47 47 47 47 47 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 91 260 6 2 483 45 13 4 9 9 15 49 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 531 0 0 269 0 0 994 983 271 970 964 513 Stage 1 - - - - - - 448 448 - 513 513 - Stage 2 - - - - - - 546 535 - 457 451 - 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 1036 - - 1295 - - 224 249 768 233 255 561 Stage 1 - - - - - - 590 573 - 544 536 - Stage 2 - - - - - - 522 524 - 583 571 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1033 - - 1291 - - 180 225 762 210 231 557 Mov Cap-2 Maneuver - - - - - - 180 225 - 210 231 - Stage 1 - - - - - - 536 521 - 494 533 - Stage 2 - - - - - - 460 521 - 519 519 - Approach EB WB NB SB HCM Control Delay, s 2.3 0 20.8 16.9 HCM LOS C C Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 253 1033 - - 1291 - - 375 HCM Lane V/C Ratio 0.101 0.089 - - 0.002 - - 0.193 HCM Control Delay (s) 20.8 8.8 - - 7.8 0 - 16.9 HCM Lane LOS C A - - A A - C HCM 95th %tile Q(veh) 0.3 0.3 - - 0 - - 0.7 HCM 6th Edition TWSC-Pedestrians 4: Iowa Dr & Custer Dr 05/03/2021 Short-term (2024) NO Project AM Peak Hour 04/30/2021 Synchro 10 Light Report Page 5 Approach Approach Direction EB Median Present? No Approach Delay(s) 20.8 Level of Service D Crosswalk Length (ft) 44 Lanes Crossed 2 Veh Vol Crossed 349 Ped Vol Crossed 0 Yield Rate(%) 0 Ped Platooning No Critical Headway (s) 15.57 Prob of Delayed X-ing 0.78 Prob of Blocked Lane 0.53 Delay for adq Gap 26.68 Avg Ped Delay (s) 20.79 Approach Approach Direction WB Median Present? Yes Approach Delay(s) 2.5 Level of Service A Crosswalk Length (ft) 11 17 Lanes Crossed 1 1 Veh Vol Crossed 227 122 Ped Vol Crossed 0 0 Yield Rate(%) 0 0 Ped Platooning No No Critical Headway (s) 6.14 7.86 Prob of Delayed X-ing 0.32 0.23 Prob of Blocked Lane 0.32 0.23 Delay for adq Gap 4.23 4.90 Avg Ped Delay (s) 1.36 1.15 HCM 6th TWSC 5: Illinois Dr & Custer Dr 05/03/2021 Short-term (2024) NO Project AM Peak Hour 04/30/2021 Synchro 10 Light Report Page 6 Intersection Int Delay, s/veh 2.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 57 166 12 1 242 13 8 0 0 5 5 24 Future Vol, veh/h 57 166 12 1 242 13 8 0 0 5 5 24 Conflicting Peds, #/hr 0 0 0 0 0 0 1 0 0 0 0 1 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 160 - - 70 - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 54 54 54 54 54 54 54 54 54 54 54 54 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 106 307 22 2 448 24 15 0 0 9 9 44 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 472 0 0 329 0 0 1022 1006 318 994 1005 461 Stage 1 - - - - - - 530 530 - 464 464 - Stage 2 - - - - - - 492 476 - 530 541 - 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 1090 - - 1231 - - 214 241 723 224 241 600 Stage 1 - - - - - - 533 527 - 578 564 - Stage 2 - - - - - - 558 557 - 533 521 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1090 - - 1231 - - 177 217 723 207 217 599 Mov Cap-2 Maneuver - - - - - - 177 217 - 207 217 - Stage 1 - - - - - - 481 476 - 522 563 - Stage 2 - - - - - - 507 556 - 481 470 - Approach EB WB NB SB HCM Control Delay, s 2.1 0 27.2 16 HCM LOS D C Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 177 1090 - - 1231 - - 390 HCM Lane V/C Ratio 0.084 0.097 - - 0.002 - - 0.161 HCM Control Delay (s) 27.2 8.7 - - 7.9 - - 16 HCM Lane LOS D A - - A - - C HCM 95th %tile Q(veh) 0.3 0.3 - - 0 - - 0.6 HCM 6th Edition TWSC-Pedestrians 5: Illinois Dr & Custer Dr 05/03/2021 Short-term (2024) NO Project AM Peak Hour 04/30/2021 Synchro 10 Light Report Page 7 Approach Approach Direction EB Median Present? No Approach Delay(s) 27.1 Level of Service D Crosswalk Length (ft) 44 Lanes Crossed 2 Veh Vol Crossed 408 Ped Vol Crossed 0 Yield Rate(%) 0 Ped Platooning No Critical Headway (s) 15.57 Prob of Delayed X-ing 0.83 Prob of Blocked Lane 0.59 Delay for adq Gap 32.74 Avg Ped Delay (s) 27.14 Approach Approach Direction WB Median Present? No Approach Delay(s) 27.1 Level of Service D Crosswalk Length (ft) 44 Lanes Crossed 2 Veh Vol Crossed 408 Ped Vol Crossed 0 Yield Rate(%) 0 Ped Platooning No Critical Headway (s) 15.57 Prob of Delayed X-ing 0.83 Prob of Blocked Lane 0.59 Delay for adq Gap 32.74 Avg Ped Delay (s) 27.14 HCM 6th Signalized Intersection Summary 1: Timberline Rd & Drake Rd 05/03/2021 Short-term (2024) NO Project PM Peak Hour 04/30/2021 Synchro 10 Light Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 283 505 283 49 454 290 508 1168 67 506 1116 267 Future Volume (veh/h) 283 505 283 49 454 290 508 1168 67 506 1116 267 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 301 537 301 52 483 309 540 1243 71 538 1187 284 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 307 819 365 152 608 549 523 1580 490 605 1145 511 Arrive On Green 0.09 0.23 0.23 0.04 0.17 0.17 0.05 0.10 0.10 0.18 0.32 0.32 Sat Flow, veh/h 3456 3554 1585 1781 3554 1585 3456 5106 1585 3456 3554 1585 Grp Volume(v), veh/h 301 537 301 52 483 309 540 1243 71 538 1187 284 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1781 1777 1585 1728 1702 1585 1728 1777 1585 Q Serve(g_s), s 7.8 12.3 10.2 2.3 11.7 8.2 13.6 21.4 3.7 13.7 29.0 13.3 Cycle Q Clear(g_c), s 7.8 12.3 10.2 2.3 11.7 8.2 13.6 21.4 3.7 13.7 29.0 13.3 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 307 819 365 152 608 549 523 1580 490 605 1145 511 V/C Ratio(X) 0.98 0.66 0.82 0.34 0.79 0.56 1.03 0.79 0.14 0.89 1.04 0.56 Avail Cap(c_a), veh/h 307 819 365 199 711 595 523 1580 490 614 1145 511 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.44 0.44 0.44 1.00 1.00 1.00 Uniform Delay (d), s/veh 40.9 31.4 13.1 34.9 35.8 9.3 42.8 37.5 29.6 36.3 30.5 25.2 Incr Delay (d2), s/veh 45.7 1.9 14.1 1.3 5.4 1.0 35.1 1.8 0.3 14.8 36.5 4.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.2 5.2 4.7 1.0 5.3 3.4 8.8 9.9 1.4 6.7 17.3 5.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 86.6 33.3 27.2 36.2 41.2 10.3 77.8 39.3 29.8 51.0 67.0 29.5 LnGrp LOS F C C D D B F D C D F C Approach Vol, veh/h 1139 844 1854 2009 Approach Delay, s/veh 45.8 29.6 50.2 57.4 Approach LOS D C D E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 20.8 33.8 8.6 26.8 19.6 35.0 14.0 21.4 Change Period (Y+Rc), s 5.0 6.0 5.0 6.0 6.0 * 6 6.0 * 6 Max Green Setting (Gmax), s 16.0 26.0 6.0 20.0 13.0 * 29 8.0 * 18 Max Q Clear Time (g_c+I1), s 15.7 23.4 4.3 14.3 15.6 31.0 9.8 13.7 Green Ext Time (p_c), s 0.1 1.9 0.0 2.2 0.0 0.0 0.0 1.7 Intersection Summary HCM 6th Ctrl Delay 48.8 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th Signalized Intersection Summary 2: Timberline Rd & Custer Dr 05/03/2021 Short-term (2024) NO Project PM Peak Hour 04/30/2021 Synchro 10 Light Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 2 3 7 287 6 127 19 1416 203 124 1302 11 Future Volume (veh/h) 2 3 7 287 6 127 19 1416 203 124 1302 11 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 2 3 7 305 6 135 20 1506 216 132 1385 12 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 84 123 224 415 16 362 324 1887 842 229 2035 18 Arrive On Green 0.24 0.24 0.24 0.24 0.24 0.24 0.02 0.53 0.53 0.11 1.00 1.00 Sat Flow, veh/h 157 519 946 1405 68 1528 1781 3554 1585 1781 3610 31 Grp Volume(v), veh/h 12 0 0 305 0 141 20 1506 216 132 681 716 Grp Sat Flow(s),veh/h/ln1622 0 0 1405 0 1595 1781 1777 1585 1781 1777 1865 Q Serve(g_s), s 0.0 0.0 0.0 18.4 0.0 6.7 0.5 31.0 6.7 3.1 0.0 0.0 Cycle Q Clear(g_c), s 0.5 0.0 0.0 18.9 0.0 6.7 0.5 31.0 6.7 3.1 0.0 0.0 Prop In Lane 0.17 0.58 1.00 0.96 1.00 1.00 1.00 0.02 Lane Grp Cap(c), veh/h 431 0 0 415 0 378 324 1887 842 229 1001 1051 V/C Ratio(X) 0.03 0.00 0.00 0.74 0.00 0.37 0.06 0.80 0.26 0.58 0.68 0.68 Avail Cap(c_a), veh/h 460 0 0 441 0 408 384 1887 842 251 1001 1051 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 1.00 0.48 0.48 0.48 0.31 0.31 0.31 Uniform Delay (d), s/veh 26.4 0.0 0.0 33.4 0.0 28.8 9.1 17.2 11.5 16.5 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 5.9 0.0 0.6 0.0 1.8 0.4 0.8 1.2 1.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.2 0.0 0.0 7.1 0.0 2.6 0.2 11.4 2.2 1.2 0.3 0.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 26.4 0.0 0.0 39.3 0.0 29.4 9.1 19.0 11.8 17.4 1.2 1.1 LnGrp LOS C A A D A C A B B B A A Approach Vol, veh/h 12 446 1742 1529 Approach Delay, s/veh 26.4 36.1 18.0 2.5 Approach LOS C D B A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s9.9 53.8 26.3 7.0 56.7 26.3 Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 6.0 5.0 Max Green Setting (Gmax), s6.0 45.0 23.0 5.0 46.0 23.0 Max Q Clear Time (g_c+I1), s5.1 33.0 2.5 2.5 2.0 20.9 Green Ext Time (p_c), s 0.0 8.2 0.0 0.0 12.5 0.4 Intersection Summary HCM 6th Ctrl Delay 13.8 HCM 6th LOS B HCM 6th Signalized Intersection Summary 3: Timberline Rd & Vermont Dr 05/03/2021 Short-term (2024) NO Project PM Peak Hour 04/30/2021 Synchro 10 Light Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 103 10 61 87 1 140 11 1469 93 165 1525 9 Future Volume (veh/h) 103 10 61 87 1 140 11 1469 93 165 1525 9 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 114 11 68 97 1 156 12 1632 103 183 1694 10 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 193 45 279 288 3 317 265 1888 118 237 2202 13 Arrive On Green 0.20 0.20 0.20 0.20 0.20 0.20 0.01 0.56 0.56 0.13 1.00 1.00 Sat Flow, veh/h 1230 225 1394 1041 13 1585 1781 3396 213 1781 3622 21 Grp Volume(v), veh/h 114 0 79 98 0 156 12 849 886 183 831 873 Grp Sat Flow(s),veh/h/ln1230 0 1619 1054 0 1585 1781 1777 1832 1781 1777 1867 Q Serve(g_s), s 8.3 0.0 3.7 6.0 0.0 7.9 0.3 36.5 37.4 3.9 0.0 0.0 Cycle Q Clear(g_c), s 18.0 0.0 3.7 9.7 0.0 7.9 0.3 36.5 37.4 3.9 0.0 0.0 Prop In Lane 1.00 0.86 0.99 1.00 1.00 0.12 1.00 0.01 Lane Grp Cap(c), veh/h 193 0 324 290 0 317 265 988 1019 237 1080 1135 V/C Ratio(X) 0.59 0.00 0.24 0.34 0.00 0.49 0.05 0.86 0.87 0.77 0.77 0.77 Avail Cap(c_a), veh/h 193 0 324 290 0 317 339 988 1019 297 1080 1135 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 0.64 0.64 0.64 Uniform Delay (d), s/veh 40.9 0.0 30.3 34.3 0.0 31.9 8.4 17.0 17.2 18.5 0.0 0.0 Incr Delay (d2), s/veh 4.7 0.0 0.4 0.7 0.0 1.2 0.1 9.6 10.1 6.2 3.4 3.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln2.8 0.0 1.5 2.0 0.0 3.1 0.1 15.3 16.2 2.3 1.0 1.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 45.6 0.0 30.7 35.0 0.0 33.1 8.4 26.6 27.3 24.7 3.4 3.3 LnGrp LOS D A C D A C A C C C A A Approach Vol, veh/h 193 254 1747 1887 Approach Delay, s/veh 39.5 33.9 26.8 5.4 Approach LOS D C C A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s11.0 56.0 23.0 6.3 60.7 23.0 Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 6.0 5.0 Max Green Setting (Gmax), s9.0 47.0 18.0 5.0 51.0 18.0 Max Q Clear Time (g_c+I1), s5.9 39.4 20.0 2.3 2.0 11.7 Green Ext Time (p_c), s 0.1 5.8 0.0 0.0 18.8 0.6 Intersection Summary HCM 6th Ctrl Delay 18.0 HCM 6th LOS B HCM 6th TWSC 4: Iowa Dr & Custer Dr 05/03/2021 Short-term (2024) NO Project PM Peak Hour 04/30/2021 Synchro 10 Light Report Page 4 Intersection Int Delay, s/veh 2.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 16 131 3 4 94 5 12 6 3 5 15 25 Future Vol, veh/h 16 131 3 4 94 5 12 6 3 5 15 25 Conflicting Peds, #/hr 7 0 4 4 0 7 2 0 17 17 0 2 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 150 - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 16 135 3 4 97 5 12 6 3 5 15 26 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 109 0 0 142 0 0 303 290 158 305 289 109 Stage 1 - - - - - - 173 173 - 115 115 - Stage 2 - - - - - - 130 117 - 190 174 - 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 1481 - - 1441 - - 649 620 887 647 621 945 Stage 1 - - - - - - 829 756 - 890 800 - Stage 2 - - - - - - 874 799 - 812 755 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1471 - - 1436 - - 609 605 869 619 605 937 Mov Cap-2 Maneuver - - - - - - 609 605 - 619 605 - Stage 1 - - - - - - 817 745 - 875 792 - Stage 2 - - - - - - 829 791 - 781 744 - Approach EB WB NB SB HCM Control Delay, s 0.8 0.3 10.9 10.1 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 635 1471 - - 1436 - - 756 HCM Lane V/C Ratio 0.034 0.011 - - 0.003 - - 0.061 HCM Control Delay (s) 10.9 7.5 - - 7.5 0 - 10.1 HCM Lane LOS B A - - A A - B HCM 95th %tile Q(veh) 0.1 0 - - 0 - - 0.2 HCM 6th Edition TWSC-Pedestrians 4: Iowa Dr & Custer Dr 05/03/2021 Short-term (2024) NO Project PM Peak Hour 04/30/2021 Synchro 10 Light Report Page 5 Approach Approach Direction EB Median Present? No Approach Delay(s) 10.8 Level of Service C Crosswalk Length (ft) 44 Lanes Crossed 2 Veh Vol Crossed 225 Ped Vol Crossed 0 Yield Rate(%) 0 Ped Platooning No Critical Headway (s) 15.57 Prob of Delayed X-ing 0.62 Prob of Blocked Lane 0.39 Delay for adq Gap 17.31 Avg Ped Delay (s) 10.77 Approach Approach Direction WB Median Present? Yes Approach Delay(s) 1.8 Level of Service A Crosswalk Length (ft) 11 17 Lanes Crossed 1 1 Veh Vol Crossed 94 131 Ped Vol Crossed 0 0 Yield Rate(%) 0 0 Ped Platooning No No Critical Headway (s) 6.14 7.86 Prob of Delayed X-ing 0.15 0.25 Prob of Blocked Lane 0.15 0.25 Delay for adq Gap 3.51 4.98 Avg Ped Delay (s) 0.52 1.24 HCM 6th TWSC 5: Illinois Dr & Custer Dr 05/03/2021 Short-term (2024) NO Project PM Peak Hour 04/30/2021 Synchro 10 Light Report Page 6 Intersection Int Delay, s/veh 5.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 150 123 5 0 123 14 8 3 3 26 5 110 Future Vol, veh/h 150 123 5 0 123 14 8 3 3 26 5 110 Conflicting Peds, #/hr 5 0 3 3 0 5 8 0 2 2 0 8 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 160 - - 70 - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 160 131 5 0 131 15 9 3 3 28 5 117 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 151 0 0 139 0 0 665 608 139 603 603 152 Stage 1 - - - - - - 457 457 - 144 144 - Stage 2 - - - - - - 208 151 - 459 459 - 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 1430 - - 1445 - - 374 410 909 411 413 894 Stage 1 - - - - - - 583 568 - 859 778 - Stage 2 - - - - - - 794 772 - 582 566 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1423 - - 1441 - - 290 361 905 369 364 883 Mov Cap-2 Maneuver - - - - - - 290 361 - 369 364 - Stage 1 - - - - - - 516 503 - 758 774 - Stage 2 - - - - - - 679 768 - 510 501 - Approach EB WB NB SB HCM Control Delay, s 4.2 0 15.5 11.9 HCM LOS C B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 357 1423 - - 1441 - - 675 HCM Lane V/C Ratio 0.042 0.112 - - - - - 0.222 HCM Control Delay (s) 15.5 7.8 - - 0 - - 11.9 HCM Lane LOS C A - - A - - B HCM 95th %tile Q(veh) 0.1 0.4 - - 0 - - 0.8 HCM 6th Edition TWSC-Pedestrians 5: Illinois Dr & Custer Dr 05/03/2021 Short-term (2024) NO Project PM Peak Hour 04/30/2021 Synchro 10 Light Report Page 7 Approach Approach Direction EB Median Present? No Approach Delay(s) 12.2 Level of Service C Crosswalk Length (ft) 44 Lanes Crossed 2 Veh Vol Crossed 246 Ped Vol Crossed 0 Yield Rate(%) 0 Ped Platooning No Critical Headway (s) 15.57 Prob of Delayed X-ing 0.65 Prob of Blocked Lane 0.41 Delay for adq Gap 18.64 Avg Ped Delay (s) 12.21 Approach Approach Direction WB Median Present? No Approach Delay(s) 12.2 Level of Service C Crosswalk Length (ft) 44 Lanes Crossed 2 Veh Vol Crossed 246 Ped Vol Crossed 0 Yield Rate(%) 0 Ped Platooning No Critical Headway (s) 15.57 Prob of Delayed X-ing 0.65 Prob of Blocked Lane 0.41 Delay for adq Gap 18.64 Avg Ped Delay (s) 12.21 LEVEL OF SERVICE CALCULATIONS YEAR 2024 CONDITIONS WITH AFFODABLE HOUSING PROJECT THIS PAGE LEFT BLANK INTENTIONALLY HCM 6th Signalized Intersection Summary 1: Timberline Rd & Drake Rd 05/03/2021 Short-term (2024) BUILD AM Peak Hour 04/30/2021 Synchro 10 Light Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 335 374 253 55 416 429 405 1294 29 330 892 260 Future Volume (veh/h) 335 374 253 55 416 429 405 1294 29 330 892 260 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 360 402 272 59 447 461 435 1391 31 355 959 280 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 384 953 425 290 711 514 1724 3559 1105 429 1106 493 Arrive On Green 0.11 0.27 0.27 0.04 0.20 0.20 0.16 0.23 0.23 0.12 0.31 0.31 Sat Flow, veh/h 3456 3554 1585 1781 3554 1585 3456 5106 1585 3456 3554 1585 Grp Volume(v), veh/h 360 402 272 59 447 461 435 1391 31 355 959 280 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1781 1777 1585 1728 1702 1585 1728 1777 1585 Q Serve(g_s), s 9.3 8.4 8.9 2.3 10.4 18.0 9.9 20.7 1.4 9.0 22.9 16.1 Cycle Q Clear(g_c), s 9.3 8.4 8.9 2.3 10.4 18.0 9.9 20.7 1.4 9.0 22.9 16.1 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 384 953 425 290 711 514 1724 3559 1105 429 1106 493 V/C Ratio(X) 0.94 0.42 0.64 0.20 0.63 0.90 0.25 0.39 0.03 0.83 0.87 0.57 Avail Cap(c_a), veh/h 384 953 425 332 711 514 1724 3559 1105 461 1106 493 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.37 0.37 0.37 1.00 1.00 1.00 Uniform Delay (d), s/veh 39.7 27.2 12.3 26.7 32.9 29.0 23.0 18.5 11.0 38.5 29.2 37.8 Incr Delay (d2), s/veh 30.5 0.3 3.2 0.3 1.8 18.4 0.0 0.1 0.0 11.3 9.2 4.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.4 3.4 3.2 1.0 4.4 11.4 4.2 9.3 0.4 4.3 10.5 6.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 70.2 27.5 15.5 27.1 34.7 47.4 23.0 18.6 11.0 49.8 38.5 42.5 LnGrp LOS E C B C C D C B B D D D Approach Vol, veh/h 1034 967 1857 1594 Approach Delay, s/veh 39.2 40.3 19.5 41.7 Approach LOS D D B D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 16.2 69.6 8.9 30.1 51.8 34.0 15.0 24.0 Change Period (Y+Rc), s 5.0 6.0 5.0 6.0 6.0 * 6 5.0 6.0 Max Green Setting (Gmax), s 12.0 28.0 6.0 22.0 12.0 * 28 10.0 18.0 Max Q Clear Time (g_c+I1), s 11.0 22.7 4.3 10.9 11.9 24.9 11.3 20.0 Green Ext Time (p_c), s 0.1 3.7 0.0 2.6 0.0 2.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 33.4 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th Signalized Intersection Summary 2: Timberline Rd & Custer Dr 05/03/2021 Short-term (2024) BUILD AM Peak Hour 04/30/2021 Synchro 10 Light Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 9 7 12 211 3 226 3 1486 112 112 1157 2 Future Volume (veh/h) 9 7 12 211 3 226 3 1486 112 112 1157 2 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 10 8 14 243 3 260 3 1708 129 129 1330 2 Peak Hour Factor 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 77 66 71 272 4 331 316 1982 884 229 2210 3 Arrive On Green 0.21 0.21 0.21 0.21 0.21 0.21 0.01 0.74 0.74 0.11 1.00 1.00 Sat Flow, veh/h 117 313 334 1390 18 1570 1781 3554 1585 1781 3641 5 Grp Volume(v), veh/h 32 0 0 243 0 263 3 1708 129 129 649 683 Grp Sat Flow(s),veh/h/ln 764 0 0 1390 0 1588 1781 1777 1585 1781 1777 1869 Q Serve(g_s), s 0.2 0.0 0.0 4.7 0.0 14.1 0.1 31.0 2.1 2.7 0.0 0.0 Cycle Q Clear(g_c), s 14.3 0.0 0.0 19.0 0.0 14.1 0.1 31.0 2.1 2.7 0.0 0.0 Prop In Lane 0.31 0.44 1.00 0.99 1.00 1.00 1.00 0.00 Lane Grp Cap(c), veh/h 214 0 0 272 0 335 316 1982 884 229 1079 1135 V/C Ratio(X) 0.15 0.00 0.00 0.89 0.00 0.78 0.01 0.86 0.15 0.56 0.60 0.60 Avail Cap(c_a), veh/h 214 0 0 272 0 335 408 1982 884 253 1079 1135 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.33 1.33 1.33 2.00 2.00 2.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 0.64 0.64 0.64 Uniform Delay (d), s/veh 29.1 0.0 0.0 38.5 0.0 33.6 8.6 9.1 5.4 16.3 0.0 0.0 Incr Delay (d2), s/veh 0.3 0.0 0.0 28.6 0.0 11.6 0.0 5.2 0.3 1.5 1.6 1.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.6 0.0 0.0 7.6 0.0 6.4 0.0 6.8 0.7 1.4 0.5 0.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 29.4 0.0 0.0 67.1 0.0 45.1 8.7 14.4 5.8 17.8 1.6 1.5 LnGrp LOS C A A E A D A B A B A A Approach Vol, veh/h 32 506 1840 1461 Approach Delay, s/veh 29.4 55.7 13.7 3.0 Approach LOS C E B A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s9.8 56.2 24.0 5.4 60.6 24.0 Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 6.0 5.0 Max Green Setting (Gmax), s6.0 49.0 19.0 5.0 50.0 19.0 Max Q Clear Time (g_c+I1), s4.7 33.0 16.3 2.1 2.0 21.0 Green Ext Time (p_c), s 0.0 11.1 0.0 0.0 11.7 0.0 Intersection Summary HCM 6th Ctrl Delay 15.3 HCM 6th LOS B HCM 6th Signalized Intersection Summary 3: Timberline Rd & Vermont Dr 05/03/2021 Short-term (2024) BUILD AM Peak Hour 04/30/2021 Synchro 10 Light Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 21 6 11 71 3 95 47 1444 41 121 1199 68 Future Volume (veh/h) 21 6 11 71 3 95 47 1444 41 121 1199 68 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 23 7 12 78 3 104 52 1587 45 133 1318 75 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 132 65 111 206 7 165 410 2345 66 295 2316 132 Arrive On Green 0.10 0.10 0.10 0.10 0.10 0.10 0.04 0.66 0.66 0.11 1.00 1.00 Sat Flow, veh/h 1287 619 1061 1223 62 1585 1781 3529 100 1781 3418 194 Grp Volume(v), veh/h 23 0 19 81 0 104 52 797 835 133 684 709 Grp Sat Flow(s),veh/h/ln1287 0 1679 1285 0 1585 1781 1777 1852 1781 1777 1835 Q Serve(g_s), s 1.6 0.0 0.9 4.9 0.0 5.7 0.8 24.6 24.8 2.1 0.0 0.0 Cycle Q Clear(g_c), s 7.4 0.0 0.9 5.8 0.0 5.7 0.8 24.6 24.8 2.1 0.0 0.0 Prop In Lane 1.00 0.63 0.96 1.00 1.00 0.05 1.00 0.11 Lane Grp Cap(c), veh/h 132 0 175 213 0 165 410 1180 1231 295 1204 1243 V/C Ratio(X) 0.17 0.00 0.11 0.38 0.00 0.63 0.13 0.68 0.68 0.45 0.57 0.57 Avail Cap(c_a), veh/h 255 0 336 347 0 317 437 1180 1231 338 1204 1243 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 42.2 0.0 36.5 39.1 0.0 38.6 4.0 9.2 9.2 9.1 0.0 0.0 Incr Delay (d2), s/veh 0.6 0.0 0.3 1.1 0.0 3.9 0.1 3.1 3.0 1.1 1.9 1.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.5 0.0 0.4 1.8 0.0 2.4 0.2 8.3 8.7 0.8 0.7 0.7 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 42.8 0.0 36.8 40.2 0.0 42.5 4.2 12.3 12.3 10.2 1.9 1.9 LnGrp LOS D A D D A D A B B B A A Approach Vol, veh/h 42 185 1684 1526 Approach Delay, s/veh 40.1 41.5 12.0 2.6 Approach LOS D D B A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s9.8 65.8 14.4 8.6 67.0 14.4 Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 6.0 5.0 Max Green Setting (Gmax), s7.0 49.0 18.0 5.0 51.0 18.0 Max Q Clear Time (g_c+I1), s4.1 26.8 9.4 2.8 2.0 7.8 Green Ext Time (p_c), s 0.1 12.2 0.1 0.0 12.8 0.5 Intersection Summary HCM 6th Ctrl Delay 9.8 HCM 6th LOS A HCM 6th TWSC 4: Iowa Dr & Custer Dr 05/03/2021 Short-term (2024) BUILD AM Peak Hour 04/30/2021 Synchro 10 Light Report Page 4 Intersection Int Delay, s/veh 3.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 43 122 8 1 227 21 22 4 4 4 8 23 Future Vol, veh/h 43 122 8 1 227 21 22 4 4 4 8 23 Conflicting Peds, #/hr 3 0 3 3 0 3 4 0 5 5 0 4 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 150 - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 47 47 47 47 47 47 47 47 47 47 47 47 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 91 260 17 2 483 45 47 9 9 9 17 49 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 531 0 0 280 0 0 1001 989 277 978 975 513 Stage 1 - - - - - - 454 454 - 513 513 - Stage 2 - - - - - - 547 535 - 465 462 - 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 1036 - - 1283 - - 222 247 762 230 251 561 Stage 1 - - - - - - 586 569 - 544 536 - Stage 2 - - - - - - 521 524 - 578 565 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1033 - - 1279 - - 177 224 756 204 227 557 Mov Cap-2 Maneuver - - - - - - 177 224 - 204 227 - Stage 1 - - - - - - 533 517 - 494 533 - Stage 2 - - - - - - 457 521 - 510 514 - Approach EB WB NB SB HCM Control Delay, s 2.2 0 30.7 17.4 HCM LOS D C Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 203 1033 - - 1279 - - 364 HCM Lane V/C Ratio 0.314 0.089 - - 0.002 - - 0.205 HCM Control Delay (s) 30.7 8.8 - - 7.8 0 - 17.4 HCM Lane LOS D A - - A A - C HCM 95th %tile Q(veh) 1.3 0.3 - - 0 - - 0.8 HCM 6th Edition TWSC-Pedestrians 4: Iowa Dr & Custer Dr 05/03/2021 Short-term (2024) BUILD AM Peak Hour 04/30/2021 Synchro 10 Light Report Page 5 Approach Approach Direction EB Median Present? No Approach Delay(s) 20.8 Level of Service D Crosswalk Length (ft) 44 Lanes Crossed 2 Veh Vol Crossed 349 Ped Vol Crossed 0 Yield Rate(%) 0 Ped Platooning No Critical Headway (s) 15.57 Prob of Delayed X-ing 0.78 Prob of Blocked Lane 0.53 Delay for adq Gap 26.68 Avg Ped Delay (s) 20.79 Approach Approach Direction WB Median Present? Yes Approach Delay(s) 2.5 Level of Service A Crosswalk Length (ft) 11 17 Lanes Crossed 1 1 Veh Vol Crossed 227 122 Ped Vol Crossed 0 0 Yield Rate(%) 0 0 Ped Platooning No No Critical Headway (s) 6.14 7.86 Prob of Delayed X-ing 0.32 0.23 Prob of Blocked Lane 0.32 0.23 Delay for adq Gap 4.23 4.90 Avg Ped Delay (s) 1.36 1.15 HCM 6th TWSC 5: Illinois Dr & Custer Dr 05/03/2021 Short-term (2024) BUILD AM Peak Hour 04/30/2021 Synchro 10 Light Report Page 6 Intersection Int Delay, s/veh 2.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 57 171 12 1 258 13 8 0 0 5 5 24 Future Vol, veh/h 57 171 12 1 258 13 8 0 0 5 5 24 Conflicting Peds, #/hr 0 0 0 0 0 0 1 0 0 0 0 1 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 160 - - 70 - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 54 54 54 54 54 54 54 54 54 54 54 54 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 106 317 22 2 478 24 15 0 0 9 9 44 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 502 0 0 339 0 0 1062 1046 328 1034 1045 491 Stage 1 - - - - - - 540 540 - 494 494 - Stage 2 - - - - - - 522 506 - 540 551 - 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 1062 - - 1220 - - 201 228 713 210 229 578 Stage 1 - - - - - - 526 521 - 557 546 - Stage 2 - - - - - - 538 540 - 526 515 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1062 - - 1220 - - 165 205 713 194 206 577 Mov Cap-2 Maneuver - - - - - - 165 205 - 194 206 - Stage 1 - - - - - - 473 469 - 501 545 - Stage 2 - - - - - - 487 539 - 473 464 - Approach EB WB NB SB HCM Control Delay, s 2.1 0 29 16.7 HCM LOS D C Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 165 1062 - - 1220 - - 371 HCM Lane V/C Ratio 0.09 0.099 - - 0.002 - - 0.17 HCM Control Delay (s) 29 8.8 - - 8 - - 16.7 HCM Lane LOS D A - - A - - C HCM 95th %tile Q(veh) 0.3 0.3 - - 0 - - 0.6 HCM 6th Edition TWSC-Pedestrians 5: Illinois Dr & Custer Dr 05/03/2021 Short-term (2024) BUILD AM Peak Hour 04/30/2021 Synchro 10 Light Report Page 7 Approach Approach Direction EB Median Present? No Approach Delay(s) 29.7 Level of Service D Crosswalk Length (ft) 44 Lanes Crossed 2 Veh Vol Crossed 429 Ped Vol Crossed 0 Yield Rate(%) 0 Ped Platooning No Critical Headway (s) 15.57 Prob of Delayed X-ing 0.84 Prob of Blocked Lane 0.60 Delay for adq Gap 35.21 Avg Ped Delay (s) 29.71 Approach Approach Direction WB Median Present? No Approach Delay(s) 29.7 Level of Service D Crosswalk Length (ft) 44 Lanes Crossed 2 Veh Vol Crossed 429 Ped Vol Crossed 0 Yield Rate(%) 0 Ped Platooning No Critical Headway (s) 15.57 Prob of Delayed X-ing 0.84 Prob of Blocked Lane 0.60 Delay for adq Gap 35.21 Avg Ped Delay (s) 29.71 HCM 6th TWSC 6: Timberline Rd & Site Access 05/03/2021 Short-term (2024) BUILD AM Peak Hour 04/30/2021 Synchro 10 Light Report Page 8 Intersection Int Delay, s/veh 0.3 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 11 15 1557 4 5 1377 Future Vol, veh/h 11 15 1557 4 5 1377 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 - - - 50 - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 91 91 91 91 91 91 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 12 16 1711 4 5 1513 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 2480 858 0 0 1715 0 Stage 1 1713 - - - - - Stage 2 767 - - - - - Critical Hdwy 6.84 6.94 - - 4.14 - Critical Hdwy Stg 1 5.84 - - - - - Critical Hdwy Stg 2 5.84 - - - - - Follow-up Hdwy 3.52 3.32 - - 2.22 - Pot Cap-1 Maneuver 24 300 - - 366 - Stage 1 131 - - - - - Stage 2 419 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 24 300 - - 366 - Mov Cap-2 Maneuver 99 - - - - - Stage 1 131 - - - - - Stage 2 413 - - - - - Approach WB NB SB HCM Control Delay, s 32.1 0 0.1 HCM LOS D Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 161 366 - HCM Lane V/C Ratio - - 0.177 0.015 - HCM Control Delay (s) - - 32.1 15 - HCM Lane LOS - - D B - HCM 95th %tile Q(veh) - - 0.6 0 - HCM 6th Signalized Intersection Summary 1: Timberline Rd & Drake Rd 05/03/2021 Short-term (2024) BUILD PM Peak Hour 04/30/2021 Synchro 10 Light Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 283 505 287 49 454 290 511 1180 67 506 1136 267 Future Volume (veh/h) 283 505 287 49 454 290 511 1180 67 506 1136 267 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 301 537 305 52 483 309 544 1255 71 538 1209 284 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 307 819 365 152 608 549 523 1580 490 605 1145 511 Arrive On Green 0.09 0.23 0.23 0.04 0.17 0.17 0.05 0.10 0.10 0.18 0.32 0.32 Sat Flow, veh/h 3456 3554 1585 1781 3554 1585 3456 5106 1585 3456 3554 1585 Grp Volume(v), veh/h 301 537 305 52 483 309 544 1255 71 538 1209 284 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1781 1777 1585 1728 1702 1585 1728 1777 1585 Q Serve(g_s), s 7.8 12.3 10.4 2.3 11.7 8.2 13.6 21.6 3.7 13.7 29.0 13.3 Cycle Q Clear(g_c), s 7.8 12.3 10.4 2.3 11.7 8.2 13.6 21.6 3.7 13.7 29.0 13.3 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 307 819 365 152 608 549 523 1580 490 605 1145 511 V/C Ratio(X) 0.98 0.66 0.83 0.34 0.79 0.56 1.04 0.79 0.14 0.89 1.06 0.56 Avail Cap(c_a), veh/h 307 819 365 199 711 595 523 1580 490 614 1145 511 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.43 0.43 0.43 1.00 1.00 1.00 Uniform Delay (d), s/veh 40.9 31.4 13.1 34.9 35.8 9.3 42.8 37.6 29.6 36.3 30.5 25.2 Incr Delay (d2), s/veh 45.7 1.9 15.3 1.3 5.4 1.0 37.1 1.9 0.3 14.8 42.6 4.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.2 5.2 4.9 1.0 5.3 3.4 8.9 10.0 1.4 6.7 18.2 5.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 86.6 33.3 28.4 36.2 41.2 10.3 79.9 39.5 29.8 51.0 73.1 29.5 LnGrp LOS F C C D D B F D C D F C Approach Vol, veh/h 1143 844 1870 2031 Approach Delay, s/veh 46.0 29.6 50.8 61.2 Approach LOS D C D E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 20.8 33.8 8.6 26.8 19.6 35.0 14.0 21.4 Change Period (Y+Rc), s 5.0 6.0 5.0 6.0 6.0 * 6 6.0 * 6 Max Green Setting (Gmax), s 16.0 26.0 6.0 20.0 13.0 * 29 8.0 * 18 Max Q Clear Time (g_c+I1), s 15.7 23.6 4.3 14.3 15.6 31.0 9.8 13.7 Green Ext Time (p_c), s 0.1 1.7 0.0 2.2 0.0 0.0 0.0 1.7 Intersection Summary HCM 6th Ctrl Delay 50.4 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th Signalized Intersection Summary 2: Timberline Rd & Custer Dr 05/03/2021 Short-term (2024) BUILD PM Peak Hour 04/30/2021 Synchro 10 Light Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 2 3 7 291 6 132 19 1426 210 133 1317 11 Future Volume (veh/h) 2 3 7 291 6 132 19 1426 210 133 1317 11 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 2 3 7 310 6 140 20 1517 223 141 1401 12 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 84 124 227 419 16 367 319 1865 832 245 2024 17 Arrive On Green 0.24 0.24 0.24 0.24 0.24 0.24 0.03 0.70 0.70 0.11 1.00 1.00 Sat Flow, veh/h 158 518 945 1405 66 1530 1781 3554 1585 1781 3611 31 Grp Volume(v), veh/h 12 0 0 310 0 146 20 1517 223 141 689 724 Grp Sat Flow(s),veh/h/ln1620 0 0 1405 0 1595 1781 1777 1585 1781 1777 1865 Q Serve(g_s), s 0.0 0.0 0.0 18.7 0.0 6.9 0.5 26.8 4.7 3.3 0.0 0.0 Cycle Q Clear(g_c), s 0.5 0.0 0.0 19.2 0.0 6.9 0.5 26.8 4.7 3.3 0.0 0.0 Prop In Lane 0.17 0.58 1.00 0.96 1.00 1.00 1.00 0.02 Lane Grp Cap(c), veh/h 435 0 0 419 0 383 319 1865 832 245 996 1045 V/C Ratio(X) 0.03 0.00 0.00 0.74 0.00 0.38 0.06 0.81 0.27 0.58 0.69 0.69 Avail Cap(c_a), veh/h 460 0 0 441 0 408 379 1865 832 262 996 1045 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.33 1.33 1.33 2.00 2.00 2.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 0.28 0.28 0.28 Uniform Delay (d), s/veh 26.2 0.0 0.0 33.2 0.0 28.6 9.3 10.5 7.2 15.1 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 6.2 0.0 0.6 0.1 4.0 0.8 0.8 1.1 1.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.2 0.0 0.0 7.2 0.0 2.7 0.2 6.7 1.5 1.1 0.3 0.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 26.2 0.0 0.0 39.4 0.0 29.2 9.4 14.5 8.0 15.9 1.1 1.1 LnGrp LOS C A A D A C A B A B A A Approach Vol, veh/h 12 456 1760 1554 Approach Delay, s/veh 26.2 36.2 13.6 2.4 Approach LOS C D B A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s10.2 53.2 26.6 7.0 56.4 26.6 Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 6.0 5.0 Max Green Setting (Gmax), s6.0 45.0 23.0 5.0 46.0 23.0 Max Q Clear Time (g_c+I1), s5.3 28.8 2.5 2.5 2.0 21.2 Green Ext Time (p_c), s 0.0 10.3 0.0 0.0 12.8 0.4 Intersection Summary HCM 6th Ctrl Delay 11.8 HCM 6th LOS B HCM 6th Signalized Intersection Summary 3: Timberline Rd & Vermont Dr 05/03/2021 Short-term (2024) BUILD PM Peak Hour 04/30/2021 Synchro 10 Light Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 103 10 61 87 1 140 11 1487 93 165 1536 9 Future Volume (veh/h) 103 10 61 87 1 140 11 1487 93 165 1536 9 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 114 11 68 97 1 156 12 1652 103 183 1707 10 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 193 45 279 288 3 317 263 1890 117 234 2202 13 Arrive On Green 0.20 0.20 0.20 0.20 0.20 0.20 0.01 0.56 0.56 0.13 1.00 1.00 Sat Flow, veh/h 1230 225 1394 1041 13 1585 1781 3399 210 1781 3622 21 Grp Volume(v), veh/h 114 0 79 98 0 156 12 858 897 183 837 880 Grp Sat Flow(s),veh/h/ln1230 0 1619 1054 0 1585 1781 1777 1832 1781 1777 1867 Q Serve(g_s), s 8.3 0.0 3.7 6.0 0.0 7.9 0.3 37.3 38.3 3.9 0.0 0.0 Cycle Q Clear(g_c), s 18.0 0.0 3.7 9.7 0.0 7.9 0.3 37.3 38.3 3.9 0.0 0.0 Prop In Lane 1.00 0.86 0.99 1.00 1.00 0.11 1.00 0.01 Lane Grp Cap(c), veh/h 193 0 324 290 0 317 263 988 1019 234 1080 1135 V/C Ratio(X) 0.59 0.00 0.24 0.34 0.00 0.49 0.05 0.87 0.88 0.78 0.77 0.78 Avail Cap(c_a), veh/h 193 0 324 290 0 317 337 988 1019 294 1080 1135 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 40.9 0.0 30.3 34.3 0.0 31.9 8.4 17.2 17.4 18.7 0.0 0.0 Incr Delay (d2), s/veh 4.7 0.0 0.4 0.7 0.0 1.2 0.1 10.3 10.8 10.3 5.4 5.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln2.8 0.0 1.5 2.0 0.0 3.1 0.1 15.7 16.7 2.5 1.6 1.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 45.6 0.0 30.7 35.0 0.0 33.1 8.4 27.4 28.2 29.0 5.4 5.2 LnGrp LOS D A C D A C A C C C A A Approach Vol, veh/h 193 254 1767 1900 Approach Delay, s/veh 39.5 33.9 27.7 7.6 Approach LOS D C C A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s11.0 56.0 23.0 6.3 60.7 23.0 Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 6.0 5.0 Max Green Setting (Gmax), s9.0 47.0 18.0 5.0 51.0 18.0 Max Q Clear Time (g_c+I1), s5.9 40.3 20.0 2.3 2.0 11.7 Green Ext Time (p_c), s 0.1 5.3 0.0 0.0 19.1 0.6 Intersection Summary HCM 6th Ctrl Delay 19.3 HCM 6th LOS B HCM 6th TWSC 4: Iowa Dr & Custer Dr 05/03/2021 Short-term (2024) BUILD PM Peak Hour 04/30/2021 Synchro 10 Light Report Page 4 Intersection Int Delay, s/veh 2.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 16 131 19 4 96 5 21 7 3 5 17 25 Future Vol, veh/h 16 131 19 4 96 5 21 7 3 5 17 25 Conflicting Peds, #/hr 7 0 4 4 0 7 2 0 17 17 0 2 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 150 - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 16 135 20 4 99 5 22 7 3 5 18 26 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 111 0 0 159 0 0 315 300 166 316 308 111 Stage 1 - - - - - - 181 181 - 117 117 - Stage 2 - - - - - - 134 119 - 199 191 - 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 1479 - - 1420 - - 638 612 878 637 606 942 Stage 1 - - - - - - 821 750 - 888 799 - Stage 2 - - - - - - 869 797 - 803 742 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1469 - - 1415 - - 597 597 860 608 591 934 Mov Cap-2 Maneuver - - - - - - 597 597 - 608 591 - Stage 1 - - - - - - 809 739 - 873 791 - Stage 2 - - - - - - 822 789 - 771 731 - Approach EB WB NB SB HCM Control Delay, s 0.7 0.3 11.2 10.2 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 615 1469 - - 1415 - - 737 HCM Lane V/C Ratio 0.052 0.011 - - 0.003 - - 0.066 HCM Control Delay (s) 11.2 7.5 - - 7.6 0 - 10.2 HCM Lane LOS B A - - A A - B HCM 95th %tile Q(veh) 0.2 0 - - 0 - - 0.2 HCM 6th Edition TWSC-Pedestrians 4: Iowa Dr & Custer Dr 05/03/2021 Short-term (2024) BUILD PM Peak Hour 04/30/2021 Synchro 10 Light Report Page 5 Approach Approach Direction EB Median Present? No Approach Delay(s) 10.9 Level of Service C Crosswalk Length (ft) 44 Lanes Crossed 2 Veh Vol Crossed 227 Ped Vol Crossed 0 Yield Rate(%) 0 Ped Platooning No Critical Headway (s) 15.57 Prob of Delayed X-ing 0.63 Prob of Blocked Lane 0.39 Delay for adq Gap 17.44 Avg Ped Delay (s) 10.90 Approach Approach Direction WB Median Present? Yes Approach Delay(s) 1.8 Level of Service A Crosswalk Length (ft) 11 17 Lanes Crossed 1 1 Veh Vol Crossed 96 131 Ped Vol Crossed 0 0 Yield Rate(%) 0 0 Ped Platooning No No Critical Headway (s) 6.14 7.86 Prob of Delayed X-ing 0.15 0.25 Prob of Blocked Lane 0.15 0.25 Delay for adq Gap 3.52 4.98 Avg Ped Delay (s) 0.53 1.24 HCM 6th TWSC 5: Illinois Dr & Custer Dr 05/03/2021 Short-term (2024) BUILD PM Peak Hour 04/30/2021 Synchro 10 Light Report Page 6 Intersection Int Delay, s/veh 5.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 150 139 5 0 132 14 8 3 3 26 5 110 Future Vol, veh/h 150 139 5 0 132 14 8 3 3 26 5 110 Conflicting Peds, #/hr 5 0 3 3 0 5 8 0 2 2 0 8 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 160 - - 70 - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 160 148 5 0 140 15 9 3 3 28 5 117 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 160 0 0 156 0 0 691 634 156 629 629 161 Stage 1 - - - - - - 474 474 - 153 153 - Stage 2 - - - - - - 217 160 - 476 476 - 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 1419 - - 1424 - - 359 397 890 395 399 884 Stage 1 - - - - - - 571 558 - 849 771 - Stage 2 - - - - - - 785 766 - 570 557 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1412 - - 1420 - - 278 349 886 355 351 873 Mov Cap-2 Maneuver - - - - - - 278 349 - 355 351 - Stage 1 - - - - - - 505 493 - 749 767 - Stage 2 - - - - - - 670 762 - 499 492 - Approach EB WB NB SB HCM Control Delay, s 4 0 16 12.1 HCM LOS C B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 343 1412 - - 1420 - - 660 HCM Lane V/C Ratio 0.043 0.113 - - - - - 0.227 HCM Control Delay (s) 16 7.9 - - 0 - - 12.1 HCM Lane LOS C A - - A - - B HCM 95th %tile Q(veh) 0.1 0.4 - - 0 - - 0.9 HCM 6th Edition TWSC-Pedestrians 5: Illinois Dr & Custer Dr 05/03/2021 Short-term (2024) BUILD PM Peak Hour 04/30/2021 Synchro 10 Light Report Page 7 Approach Approach Direction EB Median Present? No Approach Delay(s) 14.0 Level of Service C Crosswalk Length (ft) 44 Lanes Crossed 2 Veh Vol Crossed 271 Ped Vol Crossed 0 Yield Rate(%) 0 Ped Platooning No Critical Headway (s) 15.57 Prob of Delayed X-ing 0.69 Prob of Blocked Lane 0.44 Delay for adq Gap 20.34 Avg Ped Delay (s) 14.04 Approach Approach Direction WB Median Present? No Approach Delay(s) 14.0 Level of Service C Crosswalk Length (ft) 44 Lanes Crossed 2 Veh Vol Crossed 271 Ped Vol Crossed 0 Yield Rate(%) 0 Ped Platooning No Critical Headway (s) 15.57 Prob of Delayed X-ing 0.69 Prob of Blocked Lane 0.44 Delay for adq Gap 20.34 Avg Ped Delay (s) 14.04 HCM 6th TWSC 6: Timberline Rd & Site Access 05/03/2021 Short-term (2024) BUILD PM Peak Hour 04/30/2021 Synchro 10 Light Report Page 8 Intersection Int Delay, s/veh 0.3 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 7 10 1719 11 15 1703 Future Vol, veh/h 7 10 1719 11 15 1703 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 - - - 50 - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 8 11 1910 12 17 1892 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 2896 961 0 0 1922 0 Stage 1 1916 - - - - - Stage 2 980 - - - - - Critical Hdwy 6.84 6.94 - - 4.14 - Critical Hdwy Stg 1 5.84 - - - - - Critical Hdwy Stg 2 5.84 - - - - - Follow-up Hdwy 3.52 3.32 - - 2.22 - Pot Cap-1 Maneuver 13 256 - - 304 - Stage 1 101 - - - - - Stage 2 324 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 12 256 - - 304 - Mov Cap-2 Maneuver 73 - - - - - Stage 1 101 - - - - - Stage 2 306 - - - - - Approach WB NB SB HCM Control Delay, s 38.5 0 0.2 HCM LOS E Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 126 304 - HCM Lane V/C Ratio - - 0.15 0.055 - HCM Control Delay (s) - - 38.5 17.5 - HCM Lane LOS - - E C - HCM 95th %tile Q(veh) - - 0.5 0.2 - LEVEL OF SERVICE CALCULATIONS YEAR 2040 CONDITIONS WITHOUT PROJECT THIS PAGE LEFT BLANK INTENTIONALLY HCM 6th Signalized Intersection Summary 1: Timberline Rd & Drake Rd 05/03/2021 Long-range (2040) NO Project AM Peak Hour 04/30/2021 Synchro 10 Light Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 393 439 296 64 488 503 470 1494 34 387 1038 304 Future Volume (veh/h) 393 439 296 64 488 503 470 1494 34 387 1038 304 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 423 472 318 69 525 541 505 1606 37 416 1116 327 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 384 943 421 266 711 528 1728 3518 1092 461 1106 493 Arrive On Green 0.11 0.27 0.27 0.05 0.20 0.20 0.17 0.23 0.23 0.13 0.31 0.31 Sat Flow, veh/h 3456 3554 1585 1781 3554 1585 3456 5106 1585 3456 3554 1585 Grp Volume(v), veh/h 423 472 318 69 525 541 505 1606 37 416 1116 327 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1781 1777 1585 1728 1702 1585 1728 1777 1585 Q Serve(g_s), s 10.0 10.1 10.8 2.7 12.5 18.0 11.5 24.4 1.6 10.7 28.0 19.5 Cycle Q Clear(g_c), s 10.0 10.1 10.8 2.7 12.5 18.0 11.5 24.4 1.6 10.7 28.0 19.5 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 384 943 421 266 711 528 1728 3518 1092 461 1106 493 V/C Ratio(X) 1.10 0.50 0.76 0.26 0.74 1.02 0.29 0.46 0.03 0.90 1.01 0.66 Avail Cap(c_a), veh/h 384 943 421 304 711 528 1728 3518 1092 461 1106 493 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.09 0.09 0.09 1.00 1.00 1.00 Uniform Delay (d), s/veh 40.0 28.0 12.9 26.7 33.8 30.0 23.6 20.2 11.4 38.4 31.0 39.4 Incr Delay (d2), s/veh 76.2 0.4 7.6 0.5 4.1 45.4 0.0 0.0 0.0 20.8 29.4 6.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 8.1 4.2 4.3 1.1 5.5 17.2 5.1 10.9 0.4 5.7 15.6 8.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 116.2 28.4 20.6 27.3 37.9 75.4 23.6 20.3 11.5 59.3 60.4 46.2 LnGrp LOS F C C C D F C C B E F D Approach Vol, veh/h 1213 1135 2148 1859 Approach Delay, s/veh 57.0 55.1 20.9 57.7 Approach LOS E E C E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 17.0 69.0 9.1 29.9 52.0 34.0 15.0 24.0 Change Period (Y+Rc), s 5.0 6.0 5.0 6.0 6.0 * 6 5.0 6.0 Max Green Setting (Gmax), s 12.0 28.0 6.0 22.0 12.0 * 28 10.0 18.0 Max Q Clear Time (g_c+I1), s 12.7 26.4 4.7 12.8 13.5 30.0 12.0 20.0 Green Ext Time (p_c), s 0.0 1.3 0.0 2.8 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 44.7 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th Signalized Intersection Summary 2: Timberline Rd & Custer Dr 05/03/2021 Long-range (2040) NO Project AM Peak Hour 04/30/2021 Synchro 10 Light Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 11 8 14 239 4 255 4 1725 129 128 1351 2 Future Volume (veh/h) 11 8 14 239 4 255 4 1725 129 128 1351 2 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 13 9 16 275 5 293 5 1983 148 147 1553 2 Peak Hour Factor 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 68 52 48 254 6 330 276 1973 880 179 2202 3 Arrive On Green 0.21 0.21 0.21 0.21 0.21 0.21 0.01 0.74 0.74 0.11 1.00 1.00 Sat Flow, veh/h 66 246 227 1386 27 1562 1781 3554 1585 1781 3642 5 Grp Volume(v), veh/h 38 0 0 275 0 298 5 1983 148 147 758 797 Grp Sat Flow(s),veh/h/ln 539 0 0 1386 0 1589 1781 1777 1585 1781 1777 1870 Q Serve(g_s), s 0.3 0.0 0.0 2.3 0.0 16.4 0.1 50.0 2.5 3.1 0.0 0.0 Cycle Q Clear(g_c), s 16.7 0.0 0.0 19.0 0.0 16.4 0.1 50.0 2.5 3.1 0.0 0.0 Prop In Lane 0.34 0.42 1.00 0.98 1.00 1.00 1.00 0.00 Lane Grp Cap(c), veh/h 168 0 0 254 0 335 276 1973 880 179 1074 1130 V/C Ratio(X) 0.23 0.00 0.00 1.08 0.00 0.89 0.02 1.00 0.17 0.82 0.71 0.71 Avail Cap(c_a), veh/h 168 0 0 254 0 335 363 1973 880 199 1074 1130 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.33 1.33 1.33 2.00 2.00 2.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 1.00 0.38 0.38 0.38 0.43 0.43 0.43 Uniform Delay (d), s/veh 29.5 0.0 0.0 39.0 0.0 34.5 8.6 11.8 5.6 20.3 0.0 0.0 Incr Delay (d2), s/veh 0.7 0.0 0.0 80.7 0.0 23.9 0.0 13.7 0.2 10.3 1.7 1.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.7 0.0 0.0 11.3 0.0 8.5 0.0 11.7 0.8 2.0 0.5 0.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 30.2 0.0 0.0 119.8 0.0 58.3 8.7 25.4 5.7 30.5 1.7 1.6 LnGrp LOS C A A F A E A F A C A A Approach Vol, veh/h 38 573 2136 1702 Approach Delay, s/veh 30.2 87.8 24.0 4.2 Approach LOS C F C A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s10.0 56.0 24.0 5.6 60.4 24.0 Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 6.0 5.0 Max Green Setting (Gmax), s6.0 49.0 19.0 5.0 50.0 19.0 Max Q Clear Time (g_c+I1), s5.1 52.0 18.7 2.1 2.0 21.0 Green Ext Time (p_c), s 0.0 0.0 0.0 0.0 15.6 0.0 Intersection Summary HCM 6th Ctrl Delay 24.7 HCM 6th LOS C HCM 6th Signalized Intersection Summary 3: Timberline Rd & Vermont Dr 05/03/2021 Long-range (2040) NO Project AM Peak Hour 04/30/2021 Synchro 10 Light Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 24 7 13 83 4 111 56 1687 48 141 1384 80 Future Volume (veh/h) 24 7 13 83 4 111 56 1687 48 141 1384 80 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 26 8 14 91 4 122 62 1854 53 155 1521 88 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 134 72 126 221 8 187 363 2294 65 238 2256 130 Arrive On Green 0.12 0.12 0.12 0.12 0.12 0.12 0.04 0.65 0.65 0.11 1.00 1.00 Sat Flow, veh/h 1265 610 1068 1213 69 1585 1781 3529 100 1781 3415 197 Grp Volume(v), veh/h 26 0 22 95 0 122 62 929 978 155 788 821 Grp Sat Flow(s),veh/h/ln1265 0 1678 1282 0 1585 1781 1777 1852 1781 1777 1835 Q Serve(g_s), s 1.8 0.0 1.1 5.7 0.0 6.6 1.0 34.6 35.2 2.6 0.0 0.0 Cycle Q Clear(g_c), s 8.6 0.0 1.1 6.8 0.0 6.6 1.0 34.6 35.2 2.6 0.0 0.0 Prop In Lane 1.00 0.64 0.96 1.00 1.00 0.05 1.00 0.11 Lane Grp Cap(c), veh/h 134 0 198 229 0 187 363 1155 1204 238 1174 1212 V/C Ratio(X) 0.19 0.00 0.11 0.41 0.00 0.65 0.17 0.80 0.81 0.65 0.67 0.68 Avail Cap(c_a), veh/h 238 0 336 345 0 317 384 1155 1204 279 1174 1212 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 0.62 0.62 0.62 Uniform Delay (d), s/veh 42.1 0.0 35.5 38.4 0.0 37.9 4.4 11.6 11.7 17.4 0.0 0.0 Incr Delay (d2), s/veh 0.7 0.0 0.2 1.2 0.0 3.8 0.2 6.0 6.0 2.6 1.9 1.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.6 0.0 0.4 2.1 0.0 2.8 0.3 12.5 13.3 2.1 0.6 0.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 42.8 0.0 35.7 39.6 0.0 41.8 4.6 17.6 17.7 20.0 1.9 1.9 LnGrp LOS D A D D A D A B B C A A Approach Vol, veh/h 48 217 1969 1764 Approach Delay, s/veh 39.5 40.8 17.2 3.5 Approach LOS D D B A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s9.9 64.5 15.6 8.9 65.5 15.6 Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 6.0 5.0 Max Green Setting (Gmax), s7.0 49.0 18.0 5.0 51.0 18.0 Max Q Clear Time (g_c+I1), s4.6 37.2 10.6 3.0 2.0 8.8 Green Ext Time (p_c), s 0.1 9.1 0.1 0.0 16.9 0.6 Intersection Summary HCM 6th Ctrl Delay 12.7 HCM 6th LOS B HCM 6th TWSC 4: Iowa Dr & Custer Dr 05/03/2021 Long-range (2040) NO Project AM Peak Hour 04/30/2021 Synchro 10 Light Report Page 4 Intersection Int Delay, s/veh 3.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 51 143 4 1 266 24 7 2 5 5 8 27 Future Vol, veh/h 51 143 4 1 266 24 7 2 5 5 8 27 Conflicting Peds, #/hr 3 0 3 3 0 3 4 0 5 5 0 4 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 150 - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 47 47 47 47 47 47 47 47 47 47 47 47 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 109 304 9 2 566 51 15 4 11 11 17 57 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 620 0 0 316 0 0 1167 1154 317 1138 1133 599 Stage 1 - - - - - - 530 530 - 599 599 - Stage 2 - - - - - - 637 624 - 539 534 - 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 960 - - 1244 - - 171 197 724 179 203 502 Stage 1 - - - - - - 533 527 - 488 490 - Stage 2 - - - - - - 465 478 - 527 524 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 957 - - 1240 - - 127 173 718 157 178 499 Mov Cap-2 Maneuver - - - - - - 127 173 - 157 178 - Stage 1 - - - - - - 471 465 - 431 488 - Stage 2 - - - - - - 395 476 - 454 463 - Approach EB WB NB SB HCM Control Delay, s 2.4 0 27.4 21.2 HCM LOS D C Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 190 957 - - 1240 - - 306 HCM Lane V/C Ratio 0.157 0.113 - - 0.002 - - 0.278 HCM Control Delay (s) 27.4 9.2 - - 7.9 0 - 21.2 HCM Lane LOS D A - - A A - C HCM 95th %tile Q(veh) 0.5 0.4 - - 0 - - 1.1 HCM 6th Edition TWSC-Pedestrians 4: Iowa Dr & Custer Dr 05/03/2021 Long-range (2040) NO Project AM Peak Hour 04/30/2021 Synchro 10 Light Report Page 5 Approach Approach Direction EB Median Present? No Approach Delay(s) 27.3 Level of Service D Crosswalk Length (ft) 44 Lanes Crossed 2 Veh Vol Crossed 409 Ped Vol Crossed 0 Yield Rate(%) 0 Ped Platooning No Critical Headway (s) 15.57 Prob of Delayed X-ing 0.83 Prob of Blocked Lane 0.59 Delay for adq Gap 32.86 Avg Ped Delay (s) 27.25 Approach Approach Direction WB Median Present? Yes Approach Delay(s) 3.0 Level of Service A Crosswalk Length (ft) 11 17 Lanes Crossed 1 1 Veh Vol Crossed 266 143 Ped Vol Crossed 0 0 Yield Rate(%) 0 0 Ped Platooning No No Critical Headway (s) 6.14 7.86 Prob of Delayed X-ing 0.36 0.27 Prob of Blocked Lane 0.36 0.27 Delay for adq Gap 4.47 5.09 Avg Ped Delay (s) 1.63 1.36 HCM 6th TWSC 5: Illinois Dr & Custer Dr 05/03/2021 Long-range (2040) NO Project AM Peak Hour 04/30/2021 Synchro 10 Light Report Page 6 Intersection Int Delay, s/veh 2.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 66 195 14 1 284 16 10 0 0 6 6 28 Future Vol, veh/h 66 195 14 1 284 16 10 0 0 6 6 28 Conflicting Peds, #/hr 0 0 0 0 0 0 1 0 0 0 0 1 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 160 - - 70 - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 54 54 54 54 54 54 54 54 54 54 54 54 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 122 361 26 2 526 30 19 0 0 11 11 52 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 556 0 0 387 0 0 1196 1178 374 1163 1176 542 Stage 1 - - - - - - 618 618 - 545 545 - Stage 2 - - - - - - 578 560 - 618 631 - 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 1015 - - 1171 - - 163 191 672 172 191 540 Stage 1 - - - - - - 477 481 - 523 519 - Stage 2 - - - - - - 501 511 - 477 474 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1015 - - 1171 - - 127 168 672 156 168 539 Mov Cap-2 Maneuver - - - - - - 127 168 - 156 168 - Stage 1 - - - - - - 420 423 - 460 518 - Stage 2 - - - - - - 442 510 - 420 417 - Approach EB WB NB SB HCM Control Delay, s 2.2 0 38.1 19.8 HCM LOS E C Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 127 1015 - - 1171 - - 317 HCM Lane V/C Ratio 0.146 0.12 - - 0.002 - - 0.234 HCM Control Delay (s) 38.1 9 - - 8.1 - - 19.8 HCM Lane LOS E A - - A - - C HCM 95th %tile Q(veh) 0.5 0.4 - - 0 - - 0.9 HCM 6th Edition TWSC-Pedestrians 5: Illinois Dr & Custer Dr 05/03/2021 Long-range (2040) NO Project AM Peak Hour 04/30/2021 Synchro 10 Light Report Page 7 Approach Approach Direction EB Median Present? No Approach Delay(s) 36.6 Level of Service E Crosswalk Length (ft) 44 Lanes Crossed 2 Veh Vol Crossed 479 Ped Vol Crossed 0 Yield Rate(%) 0 Ped Platooning No Critical Headway (s) 15.57 Prob of Delayed X-ing 0.87 Prob of Blocked Lane 0.65 Delay for adq Gap 41.86 Avg Ped Delay (s) 36.58 Approach Approach Direction WB Median Present? No Approach Delay(s) 36.6 Level of Service E Crosswalk Length (ft) 44 Lanes Crossed 2 Veh Vol Crossed 479 Ped Vol Crossed 0 Yield Rate(%) 0 Ped Platooning No Critical Headway (s) 15.57 Prob of Delayed X-ing 0.87 Prob of Blocked Lane 0.65 Delay for adq Gap 41.86 Avg Ped Delay (s) 36.58 HCM 6th Signalized Intersection Summary 1: Timberline Rd & Drake Rd 05/03/2021 Long-range (2040) NO Project PM Peak Hour 04/30/2021 Synchro 10 Light Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 332 592 332 58 533 339 596 1370 79 593 1308 313 Future Volume (veh/h) 332 592 332 58 533 339 596 1370 79 593 1308 313 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 353 630 353 62 567 361 634 1457 84 631 1391 333 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 307 911 406 158 711 599 2217 4071 1264 614 1145 511 Arrive On Green 0.09 0.26 0.26 0.04 0.20 0.20 0.21 0.26 0.26 0.18 0.32 0.32 Sat Flow, veh/h 3456 3554 1585 1781 3554 1585 3456 5106 1585 3456 3554 1585 Grp Volume(v), veh/h 353 630 353 62 567 361 634 1457 84 631 1391 333 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1781 1777 1585 1728 1702 1585 1728 1777 1585 Q Serve(g_s), s 8.0 14.4 12.6 2.7 13.7 18.0 13.9 20.9 3.6 16.0 29.0 16.2 Cycle Q Clear(g_c), s 8.0 14.4 12.6 2.7 13.7 18.0 13.9 20.9 3.6 16.0 29.0 16.2 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 307 911 406 158 711 599 2217 4071 1264 614 1145 511 V/C Ratio(X) 1.15 0.69 0.87 0.39 0.80 0.60 0.29 0.36 0.07 1.03 1.21 0.65 Avail Cap(c_a), veh/h 307 911 406 199 711 599 2217 4071 1264 614 1145 511 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.09 0.09 0.09 1.00 1.00 1.00 Uniform Delay (d), s/veh 41.0 30.3 13.8 33.1 34.3 48.3 18.2 14.4 8.0 37.0 30.5 26.2 Incr Delay (d2), s/veh 98.0 2.3 17.9 1.6 6.4 1.7 0.0 0.0 0.0 43.4 104.8 6.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 7.5 6.1 6.0 1.2 6.3 10.6 6.3 9.3 0.6 10.1 28.1 6.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 139.0 32.5 31.7 34.6 40.6 50.0 18.2 14.4 8.1 80.4 135.3 32.5 LnGrp LOS F C C C D D B B A F F C Approach Vol, veh/h 1336 990 2175 2355 Approach Delay, s/veh 60.5 43.7 15.3 106.1 Approach LOS E D B F Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 21.0 79.7 8.9 29.1 65.7 35.0 14.0 24.0 Change Period (Y+Rc), s 5.0 6.0 5.0 6.0 6.0 * 6 6.0 * 6 Max Green Setting (Gmax), s 16.0 26.0 6.0 20.0 13.0 * 29 8.0 * 18 Max Q Clear Time (g_c+I1), s 18.0 22.9 4.7 16.4 15.9 31.0 10.0 20.0 Green Ext Time (p_c), s 0.0 2.4 0.0 1.8 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 59.4 HCM 6th LOS E Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th Signalized Intersection Summary 2: Timberline Rd & Custer Dr 05/03/2021 Long-range (2040) NO Project PM Peak Hour 04/30/2021 Synchro 10 Light Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 2 4 8 337 7 149 22 1660 238 145 1527 13 Future Volume (veh/h) 2 4 8 337 7 149 22 1660 238 145 1527 13 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.98 0.99 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 2 4 9 359 7 159 23 1766 253 154 1624 14 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 74 136 248 435 17 390 278 1791 799 196 1958 17 Arrive On Green 0.26 0.26 0.26 0.26 0.26 0.26 0.03 0.67 0.67 0.13 1.00 1.00 Sat Flow, veh/h 114 533 970 1381 67 1528 1781 3554 1585 1781 3610 31 Grp Volume(v), veh/h 15 0 0 359 0 166 23 1766 253 154 799 839 Grp Sat Flow(s),veh/h/ln1617 0 0 1381 0 1595 1781 1777 1585 1781 1777 1865 Q Serve(g_s), s 0.0 0.0 0.0 22.4 0.0 7.8 0.6 43.5 6.0 3.8 0.0 0.0 Cycle Q Clear(g_c), s 0.6 0.0 0.0 23.0 0.0 7.8 0.6 43.5 6.0 3.8 0.0 0.0 Prop In Lane 0.13 0.60 1.00 0.96 1.00 1.00 1.00 0.02 Lane Grp Cap(c), veh/h 459 0 0 435 0 408 278 1791 799 196 964 1011 V/C Ratio(X) 0.03 0.00 0.00 0.82 0.00 0.41 0.08 0.99 0.32 0.79 0.83 0.83 Avail Cap(c_a), veh/h 459 0 0 435 0 408 333 1791 799 203 964 1011 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.33 1.33 1.33 2.00 2.00 2.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 1.00 0.14 0.14 0.14 0.09 0.09 0.09 Uniform Delay (d), s/veh 25.2 0.0 0.0 33.5 0.0 27.8 10.1 14.5 8.4 19.3 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 12.2 0.0 0.7 0.0 5.4 0.1 1.8 0.8 0.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.2 0.0 0.0 9.2 0.0 3.0 0.2 11.3 1.7 1.4 0.2 0.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 25.2 0.0 0.0 45.8 0.0 28.5 10.1 19.9 8.5 21.1 0.8 0.8 LnGrp LOS C A A D A C B B A C A A Approach Vol, veh/h 15 525 2042 1792 Approach Delay, s/veh 25.2 40.3 18.4 2.5 Approach LOS C D B A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s10.6 51.4 28.0 7.2 54.8 28.0 Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 6.0 5.0 Max Green Setting (Gmax), s6.0 45.0 23.0 5.0 46.0 23.0 Max Q Clear Time (g_c+I1), s5.8 45.5 2.6 2.6 2.0 25.0 Green Ext Time (p_c), s 0.0 0.0 0.0 0.0 16.8 0.0 Intersection Summary HCM 6th Ctrl Delay 14.5 HCM 6th LOS B HCM 6th Signalized Intersection Summary 3: Timberline Rd & Vermont Dr 05/03/2021 Long-range (2040) NO Project PM Peak Hour 04/30/2021 Synchro 10 Light Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 121 12 71 101 1 164 13 1723 109 193 1788 11 Future Volume (veh/h) 121 12 71 101 1 164 13 1723 109 193 1788 11 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 134 13 79 112 1 182 14 1914 121 214 1987 12 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 166 46 278 276 2 317 223 1800 113 244 2194 13 Arrive On Green 0.20 0.20 0.20 0.20 0.20 0.20 0.02 0.53 0.53 0.18 1.00 1.00 Sat Flow, veh/h 1201 229 1391 984 11 1585 1781 3397 212 1781 3621 22 Grp Volume(v), veh/h 134 0 92 113 0 182 14 991 1044 214 974 1025 Grp Sat Flow(s),veh/h/ln1201 0 1620 995 0 1585 1781 1777 1832 1781 1777 1866 Q Serve(g_s), s 6.5 0.0 4.3 7.2 0.0 9.3 0.3 47.7 47.7 6.3 0.0 0.0 Cycle Q Clear(g_c), s 18.0 0.0 4.3 11.5 0.0 9.3 0.3 47.7 47.7 6.3 0.0 0.0 Prop In Lane 1.00 0.86 0.99 1.00 1.00 0.12 1.00 0.01 Lane Grp Cap(c), veh/h 166 0 324 279 0 317 223 942 971 244 1076 1131 V/C Ratio(X) 0.81 0.00 0.28 0.41 0.00 0.57 0.06 1.05 1.07 0.88 0.90 0.91 Avail Cap(c_a), veh/h 166 0 324 279 0 317 293 942 971 258 1076 1131 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 0.43 0.43 0.43 Uniform Delay (d), s/veh 42.9 0.0 30.5 35.4 0.0 32.5 9.3 21.1 21.1 22.8 0.0 0.0 Incr Delay (d2), s/veh 24.3 0.0 0.5 0.9 0.0 2.5 0.1 44.2 51.1 13.3 6.0 5.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln4.1 0.0 1.7 2.4 0.0 3.8 0.1 28.4 31.2 4.8 1.8 1.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 67.3 0.0 31.0 36.3 0.0 35.0 9.4 65.3 72.2 36.0 6.0 5.8 LnGrp LOS E A C D A D A F F D A A Approach Vol, veh/h 226 295 2049 2213 Approach Delay, s/veh 52.5 35.5 68.5 8.8 Approach LOS D D E A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s13.3 53.7 23.0 6.5 60.5 23.0 Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 6.0 5.0 Max Green Setting (Gmax), s9.0 47.0 18.0 5.0 51.0 18.0 Max Q Clear Time (g_c+I1), s8.3 49.7 20.0 2.3 2.0 13.5 Green Ext Time (p_c), s 0.0 0.0 0.0 0.0 26.0 0.5 Intersection Summary HCM 6th Ctrl Delay 38.1 HCM 6th LOS D HCM 6th TWSC 4: Iowa Dr & Custer Dr 05/03/2021 Long-range (2040) NO Project PM Peak Hour 04/30/2021 Synchro 10 Light Report Page 4 Intersection Int Delay, s/veh 2.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 19 153 4 5 112 6 14 7 4 6 18 29 Future Vol, veh/h 19 153 4 5 112 6 14 7 4 6 18 29 Conflicting Peds, #/hr 7 0 4 4 0 7 2 0 17 17 0 2 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 150 - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 20 158 4 5 115 6 14 7 4 6 19 30 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 128 0 0 166 0 0 359 342 181 358 341 127 Stage 1 - - - - - - 204 204 - 135 135 - Stage 2 - - - - - - 155 138 - 223 206 - 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 1458 - - 1412 - - 596 580 862 597 581 923 Stage 1 - - - - - - 798 733 - 868 785 - Stage 2 - - - - - - 847 782 - 780 731 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1448 - - 1407 - - 551 563 845 567 564 915 Mov Cap-2 Maneuver - - - - - - 551 563 - 567 564 - Stage 1 - - - - - - 784 720 - 851 776 - Stage 2 - - - - - - 795 773 - 746 718 - Approach EB WB NB SB HCM Control Delay, s 0.8 0.3 11.4 10.5 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 587 1448 - - 1407 - - 714 HCM Lane V/C Ratio 0.044 0.014 - - 0.004 - - 0.077 HCM Control Delay (s) 11.4 7.5 - - 7.6 0 - 10.5 HCM Lane LOS B A - - A A - B HCM 95th %tile Q(veh) 0.1 0 - - 0 - - 0.2 HCM 6th Edition TWSC-Pedestrians 4: Iowa Dr & Custer Dr 05/03/2021 Long-range (2040) NO Project PM Peak Hour 04/30/2021 Synchro 10 Light Report Page 5 Approach Approach Direction EB Median Present? No Approach Delay(s) 13.6 Level of Service C Crosswalk Length (ft) 44 Lanes Crossed 2 Veh Vol Crossed 265 Ped Vol Crossed 0 Yield Rate(%) 0 Ped Platooning No Critical Headway (s) 15.57 Prob of Delayed X-ing 0.68 Prob of Blocked Lane 0.44 Delay for adq Gap 19.92 Avg Ped Delay (s) 13.59 Approach Approach Direction WB Median Present? Yes Approach Delay(s) 2.1 Level of Service A Crosswalk Length (ft) 11 17 Lanes Crossed 1 1 Veh Vol Crossed 112 153 Ped Vol Crossed 0 0 Yield Rate(%) 0 0 Ped Platooning No No Critical Headway (s) 6.14 7.86 Prob of Delayed X-ing 0.17 0.28 Prob of Blocked Lane 0.17 0.28 Delay for adq Gap 3.60 5.18 Avg Ped Delay (s) 0.63 1.47 HCM 6th TWSC 5: Illinois Dr & Custer Dr 05/03/2021 Long-range (2040) NO Project PM Peak Hour 04/30/2021 Synchro 10 Light Report Page 6 Intersection Int Delay, s/veh 5.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 176 144 6 0 144 17 10 4 4 30 6 129 Future Vol, veh/h 176 144 6 0 144 17 10 4 4 30 6 129 Conflicting Peds, #/hr 5 0 3 3 0 5 8 0 2 2 0 8 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 160 - - 70 - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 187 153 6 0 153 18 11 4 4 32 6 137 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 176 0 0 162 0 0 775 709 161 703 703 175 Stage 1 - - - - - - 533 533 - 167 167 - Stage 2 - - - - - - 242 176 - 536 536 - 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 1400 - - 1417 - - 315 359 884 352 362 868 Stage 1 - - - - - - 531 525 - 835 760 - Stage 2 - - - - - - 762 753 - 529 523 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1393 - - 1413 - - 231 308 880 309 311 857 Mov Cap-2 Maneuver - - - - - - 231 308 - 309 311 - Stage 1 - - - - - - 458 453 - 720 756 - Stage 2 - - - - - - 630 749 - 451 451 - Approach EB WB NB SB HCM Control Delay, s 4.3 0 18 13.1 HCM LOS C B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 296 1393 - - 1413 - - 618 HCM Lane V/C Ratio 0.065 0.134 - - - - - 0.284 HCM Control Delay (s) 18 8 - - 0 - - 13.1 HCM Lane LOS C A - - A - - B HCM 95th %tile Q(veh) 0.2 0.5 - - 0 - - 1.2 HCM 6th Edition TWSC-Pedestrians 5: Illinois Dr & Custer Dr 05/03/2021 Long-range (2040) NO Project PM Peak Hour 04/30/2021 Synchro 10 Light Report Page 7 Approach Approach Direction EB Median Present? No Approach Delay(s) 15.4 Level of Service C Crosswalk Length (ft) 44 Lanes Crossed 2 Veh Vol Crossed 288 Ped Vol Crossed 0 Yield Rate(%) 0 Ped Platooning No Critical Headway (s) 15.57 Prob of Delayed X-ing 0.71 Prob of Blocked Lane 0.46 Delay for adq Gap 21.58 Avg Ped Delay (s) 15.37 Approach Approach Direction WB Median Present? No Approach Delay(s) 15.4 Level of Service C Crosswalk Length (ft) 44 Lanes Crossed 2 Veh Vol Crossed 288 Ped Vol Crossed 0 Yield Rate(%) 0 Ped Platooning No Critical Headway (s) 15.57 Prob of Delayed X-ing 0.71 Prob of Blocked Lane 0.46 Delay for adq Gap 21.58 Avg Ped Delay (s) 15.37 HCM 6th Signalized Intersection Summary 1: Timberline Rd & Drake Rd 05/03/2021 Long-range (2040) NO Project AM Peak Hour 04/30/2021 w 6-LANE TIMBERINE Synchro 10 Light Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 393 439 296 64 488 503 470 1494 34 387 1038 304 Future Volume (veh/h) 393 439 296 64 488 503 470 1494 34 387 1038 304 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 423 472 318 69 525 541 505 1606 37 416 1116 327 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 484 982 438 155 614 868 789 2043 634 478 1532 476 Arrive On Green 0.14 0.28 0.28 0.05 0.17 0.17 0.46 0.80 0.80 0.14 0.30 0.30 Sat Flow, veh/h 3456 3554 1585 1781 3554 2790 3456 5106 1585 3456 5106 1585 Grp Volume(v), veh/h 423 472 318 69 525 541 505 1606 37 416 1116 327 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1781 1777 1395 1728 1702 1585 1728 1702 1585 Q Serve(g_s), s 12.0 11.1 11.5 3.5 14.3 11.1 11.2 17.0 0.5 11.8 19.6 18.2 Cycle Q Clear(g_c), s 12.0 11.1 11.5 3.5 14.3 11.1 11.2 17.0 0.5 11.8 19.6 18.2 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 484 982 438 155 614 868 789 2043 634 478 1532 476 V/C Ratio(X) 0.87 0.48 0.73 0.45 0.85 0.62 0.64 0.79 0.06 0.87 0.73 0.69 Avail Cap(c_a), veh/h 484 982 438 179 640 888 789 2043 634 484 1532 476 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.57 0.57 0.57 1.00 1.00 1.00 Uniform Delay (d), s/veh 42.1 30.2 13.0 38.7 40.1 15.6 24.0 7.7 6.0 42.2 31.4 30.9 Incr Delay (d2), s/veh 16.2 0.4 5.9 2.0 10.6 1.3 1.0 1.8 0.1 15.6 3.1 7.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 6.0 4.6 4.4 1.6 7.0 3.3 3.7 3.0 0.2 5.9 8.1 7.7 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 58.3 30.6 19.0 40.7 50.8 16.9 25.0 9.5 6.1 57.8 34.4 38.8 LnGrp LOS E C B D D B C A A E C D Approach Vol, veh/h 1213 1135 2148 1859 Approach Delay, s/veh 37.2 34.0 13.1 40.4 Approach LOS D C B D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 18.8 46.1 9.7 33.6 29.0 36.0 20.0 23.3 Change Period (Y+Rc), s 5.0 6.0 5.0 6.0 6.0 * 6 6.0 * 6 Max Green Setting (Gmax), s 14.0 32.0 6.0 26.0 16.0 * 30 14.0 * 18 Max Q Clear Time (g_c+I1), s 13.8 19.0 5.5 13.5 13.2 21.6 14.0 16.3 Green Ext Time (p_c), s 0.0 8.5 0.0 3.3 0.6 5.1 0.0 1.0 Intersection Summary HCM 6th Ctrl Delay 29.4 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th Signalized Intersection Summary 2: Timberline Rd & Custer Dr 05/03/2021 Long-range (2040) NO Project AM Peak Hour 04/30/2021 w 6-LANE TIMBERINE Synchro 10 Light Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 11 8 14 239 4 255 4 1725 129 128 1351 2 Future Volume (veh/h) 11 8 14 239 4 255 4 1725 129 128 1351 2 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 13 9 16 275 5 293 5 1983 148 147 1553 2 Peak Hour Factor 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 103 77 96 351 7 437 250 2559 794 212 2915 4 Arrive On Green 0.28 0.28 0.28 0.28 0.28 0.28 0.01 0.50 0.50 0.12 1.00 1.00 Sat Flow, veh/h 196 274 342 1386 27 1562 1781 5106 1585 1781 5266 7 Grp Volume(v), veh/h 38 0 0 275 0 298 5 1983 148 147 1004 551 Grp Sat Flow(s),veh/h/ln 812 0 0 1386 0 1589 1781 1702 1585 1781 1702 1869 Q Serve(g_s), s 0.4 0.0 0.0 10.7 0.0 16.6 0.1 31.7 5.1 3.9 0.0 0.0 Cycle Q Clear(g_c), s 17.0 0.0 0.0 27.6 0.0 16.6 0.1 31.7 5.1 3.9 0.0 0.0 Prop In Lane 0.34 0.42 1.00 0.98 1.00 1.00 1.00 0.00 Lane Grp Cap(c), veh/h 276 0 0 351 0 445 250 2559 794 212 1884 1035 V/C Ratio(X) 0.14 0.00 0.00 0.78 0.00 0.67 0.02 0.77 0.19 0.69 0.53 0.53 Avail Cap(c_a), veh/h 276 0 0 351 0 445 327 2559 794 267 1884 1035 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 1.00 0.78 0.78 0.78 0.71 0.71 0.71 Uniform Delay (d), s/veh 27.3 0.0 0.0 38.0 0.0 31.9 12.2 20.3 13.7 19.6 0.0 0.0 Incr Delay (d2), s/veh 0.2 0.0 0.0 11.0 0.0 3.9 0.0 1.9 0.4 3.9 0.8 1.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.7 0.0 0.0 7.8 0.0 6.8 0.1 11.8 1.8 1.8 0.2 0.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 27.6 0.0 0.0 49.0 0.0 35.8 12.2 22.2 14.1 23.5 0.8 1.4 LnGrp LOS C A A D A D B C B C A A Approach Vol, veh/h 38 573 2136 1702 Approach Delay, s/veh 27.6 42.1 21.6 2.9 Approach LOS C D C A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s10.9 56.1 33.0 5.6 61.4 33.0 Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 6.0 5.0 Max Green Setting (Gmax), s9.0 47.0 28.0 5.0 51.0 28.0 Max Q Clear Time (g_c+I1), s5.9 33.7 19.0 2.1 2.0 29.6 Green Ext Time (p_c), s 0.1 10.4 0.1 0.0 14.8 0.0 Intersection Summary HCM 6th Ctrl Delay 17.2 HCM 6th LOS B HCM 6th Signalized Intersection Summary 3: Timberline Rd & Vermont Dr 05/03/2021 Long-range (2040) NO Project AM Peak Hour 04/30/2021 w 6-LANE TIMBERINE Synchro 10 Light Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 24 7 13 83 4 111 56 1687 48 141 1384 80 Future Volume (veh/h) 24 7 13 83 4 111 56 1687 48 141 1384 80 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 26 8 14 91 4 122 62 1854 53 155 1521 88 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 123 71 124 211 8 184 358 3444 98 275 3373 195 Arrive On Green 0.12 0.12 0.12 0.12 0.12 0.12 0.04 0.67 0.67 0.10 1.00 1.00 Sat Flow, veh/h 1265 610 1068 1210 67 1585 1781 5102 146 1781 4937 286 Grp Volume(v), veh/h 26 0 22 95 0 122 62 1236 671 155 1049 560 Grp Sat Flow(s),veh/h/ln1265 0 1678 1277 0 1585 1781 1702 1844 1781 1702 1819 Q Serve(g_s), s 2.0 0.0 1.2 6.4 0.0 7.4 1.0 18.5 18.6 2.8 0.0 0.0 Cycle Q Clear(g_c), s 9.5 0.0 1.2 7.5 0.0 7.4 1.0 18.5 18.6 2.8 0.0 0.0 Prop In Lane 1.00 0.64 0.96 1.00 1.00 0.08 1.00 0.16 Lane Grp Cap(c), veh/h 123 0 194 218 0 184 358 2297 1245 275 2325 1243 V/C Ratio(X) 0.21 0.00 0.11 0.44 0.00 0.66 0.17 0.54 0.54 0.56 0.45 0.45 Avail Cap(c_a), veh/h 205 0 302 309 0 285 391 2297 1245 419 2325 1243 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 0.83 0.83 0.83 Uniform Delay (d), s/veh 47.0 0.0 39.6 42.9 0.0 42.4 4.2 8.3 8.3 8.3 0.0 0.0 Incr Delay (d2), s/veh 0.8 0.0 0.3 1.4 0.0 4.1 0.2 0.9 1.7 1.5 0.5 1.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.7 0.0 0.5 2.3 0.0 3.1 0.3 5.8 6.6 0.8 0.2 0.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 47.8 0.0 39.9 44.3 0.0 46.4 4.4 9.2 10.0 9.8 0.5 1.0 LnGrp LOS D A D D A D A A A A A A Approach Vol, veh/h 48 217 1969 1764 Approach Delay, s/veh 44.2 45.5 9.3 1.5 Approach LOS D D A A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s9.9 73.5 16.6 9.1 74.3 16.6 Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 6.0 5.0 Max Green Setting (Gmax), s13.0 53.0 18.0 6.0 60.0 18.0 Max Q Clear Time (g_c+I1), s4.8 20.6 11.5 3.0 2.0 9.5 Green Ext Time (p_c), s 0.2 17.4 0.1 0.0 16.4 0.6 Intersection Summary HCM 6th Ctrl Delay 8.2 HCM 6th LOS A HCM 6th Signalized Intersection Summary 1: Timberline Rd & Drake Rd 05/03/2021 Long-range (2040) NO Project PM Peak Hour 04/30/2021 w 6-LANE TIMBERLINE Synchro 10 Light Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 332 592 332 58 533 339 596 1370 79 593 1308 313 Future Volume (veh/h) 332 592 332 58 533 339 596 1370 79 593 1308 313 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 353 630 353 62 567 361 634 1457 84 631 1391 333 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 414 920 411 143 609 1010 1416 2822 876 658 1653 513 Arrive On Green 0.12 0.26 0.26 0.04 0.17 0.17 0.82 1.00 1.00 0.19 0.32 0.32 Sat Flow, veh/h 3456 3554 1585 1781 3554 2790 3456 5106 1585 3456 5106 1585 Grp Volume(v), veh/h 353 630 353 62 567 361 634 1457 84 631 1391 333 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1781 1777 1395 1728 1702 1585 1728 1702 1585 Q Serve(g_s), s 10.5 16.8 14.2 3.2 16.5 9.5 5.5 0.0 0.0 19.0 26.6 18.9 Cycle Q Clear(g_c), s 10.5 16.8 14.2 3.2 16.5 9.5 5.5 0.0 0.0 19.0 26.6 18.9 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 414 920 411 143 609 1010 1416 2822 876 658 1653 513 V/C Ratio(X) 0.85 0.68 0.86 0.43 0.93 0.36 0.45 0.52 0.10 0.96 0.84 0.65 Avail Cap(c_a), veh/h 428 920 411 170 609 1010 1416 2822 876 658 1653 513 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.58 0.58 0.58 1.00 1.00 1.00 Uniform Delay (d), s/veh 45.3 35.0 14.9 40.5 42.9 24.3 6.1 0.0 0.0 42.1 33.0 30.4 Incr Delay (d2), s/veh 14.9 2.1 16.6 2.1 21.1 0.2 0.1 0.4 0.1 25.2 5.4 6.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.2 7.3 6.6 1.5 8.8 3.0 1.4 0.1 0.0 10.1 11.2 7.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 60.2 37.2 31.6 42.6 64.0 24.5 6.2 0.4 0.1 67.3 38.4 36.6 LnGrp LOS E D C D E C A A A E D D Approach Vol, veh/h 1336 990 2175 2355 Approach Delay, s/veh 41.8 48.3 2.1 45.9 Approach LOS D D A D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 25.0 64.6 9.4 33.2 49.6 40.0 18.6 24.0 Change Period (Y+Rc), s 5.0 6.0 5.0 6.0 6.0 * 6 6.0 * 6 Max Green Setting (Gmax), s 20.0 32.0 6.0 25.0 18.0 * 34 13.0 * 18 Max Q Clear Time (g_c+I1), s 21.0 2.0 5.2 18.8 7.5 28.6 12.5 18.5 Green Ext Time (p_c), s 0.0 12.8 0.0 2.8 1.8 4.1 0.1 0.0 Intersection Summary HCM 6th Ctrl Delay 31.5 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th Signalized Intersection Summary 2: Timberline Rd & Custer Dr 05/03/2021 Long-range (2040) NO Project PM Peak Hour 04/30/2021 w 6-LANE TIMBERLINE Synchro 10 Light Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 2 4 8 337 7 149 22 1660 238 145 1527 13 Future Volume (veh/h) 2 4 8 337 7 149 22 1660 238 145 1527 13 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.99 0.99 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 2 4 9 359 7 159 23 1766 253 154 1624 14 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 75 146 273 461 19 431 264 2575 799 215 2830 24 Arrive On Green 0.28 0.28 0.28 0.28 0.28 0.28 0.01 0.17 0.17 0.12 1.00 1.00 Sat Flow, veh/h 129 516 967 1383 67 1528 1781 5106 1585 1781 5221 45 Grp Volume(v), veh/h 15 0 0 359 0 166 23 1766 253 154 1059 579 Grp Sat Flow(s),veh/h/ln1612 0 0 1383 0 1595 1781 1702 1585 1781 1702 1862 Q Serve(g_s), s 0.0 0.0 0.0 25.5 0.0 8.8 0.7 34.2 14.7 4.4 0.0 0.0 Cycle Q Clear(g_c), s 0.7 0.0 0.0 26.2 0.0 8.8 0.7 34.2 14.7 4.4 0.0 0.0 Prop In Lane 0.13 0.60 1.00 0.96 1.00 1.00 1.00 0.02 Lane Grp Cap(c), veh/h 494 0 0 461 0 450 264 2575 799 215 1845 1009 V/C Ratio(X) 0.03 0.00 0.00 0.78 0.00 0.37 0.09 0.69 0.32 0.72 0.57 0.57 Avail Cap(c_a), veh/h 589 0 0 545 0 547 308 2575 799 276 1845 1009 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 0.33 0.33 0.33 2.00 2.00 2.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 1.00 0.67 0.67 0.67 0.56 0.56 0.56 Uniform Delay (d), s/veh 27.3 0.0 0.0 36.4 0.0 30.2 12.1 35.9 27.8 20.4 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 6.0 0.0 0.5 0.1 1.0 0.7 3.5 0.7 1.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.3 0.0 0.0 9.6 0.0 3.4 0.3 15.7 6.4 1.9 0.2 0.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 27.3 0.0 0.0 42.4 0.0 30.7 12.2 37.0 28.5 23.9 0.7 1.3 LnGrp LOS C A A D A C B D C C A A Approach Vol, veh/h 15 525 2042 1792 Approach Delay, s/veh 27.3 38.7 35.6 2.9 Approach LOS C D D A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s11.4 58.9 34.6 7.4 62.9 34.6 Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 6.0 5.0 Max Green Setting (Gmax), s10.0 43.0 36.0 5.0 48.0 36.0 Max Q Clear Time (g_c+I1), s6.4 36.2 2.7 2.7 2.0 28.2 Green Ext Time (p_c), s 0.1 5.6 0.0 0.0 15.9 1.5 Intersection Summary HCM 6th Ctrl Delay 22.6 HCM 6th LOS C HCM 6th Signalized Intersection Summary 3: Timberline Rd & Vermont Dr 05/03/2021 Long-range (2040) NO Project PM Peak Hour 04/30/2021 w 6-LANE TIMBERLINE Synchro 10 Light Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 121 12 71 101 1 164 13 1723 109 193 1788 11 Future Volume (veh/h) 121 12 71 101 1 164 13 1723 109 193 1788 11 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 134 13 79 112 1 182 14 1914 121 214 1987 12 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 195 52 318 304 2 362 214 2670 168 255 3158 19 Arrive On Green 0.23 0.23 0.23 0.23 0.23 0.23 0.02 0.54 0.54 0.15 1.00 1.00 Sat Flow, veh/h 1201 229 1391 1033 11 1585 1781 4909 309 1781 5237 32 Grp Volume(v), veh/h 134 0 92 113 0 182 14 1325 710 214 1291 708 Grp Sat Flow(s),veh/h/ln1201 0 1620 1043 0 1585 1781 1702 1815 1781 1702 1865 Q Serve(g_s), s 11.0 0.0 4.9 8.1 0.0 10.5 0.4 30.5 30.8 5.5 0.0 0.0 Cycle Q Clear(g_c), s 24.0 0.0 4.9 13.0 0.0 10.5 0.4 30.5 30.8 5.5 0.0 0.0 Prop In Lane 1.00 0.86 0.99 1.00 1.00 0.17 1.00 0.02 Lane Grp Cap(c), veh/h 195 0 370 307 0 362 214 1851 987 255 2053 1125 V/C Ratio(X) 0.69 0.00 0.25 0.37 0.00 0.50 0.07 0.72 0.72 0.84 0.63 0.63 Avail Cap(c_a), veh/h 195 0 370 307 0 362 271 1851 987 409 2053 1125 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 0.74 0.74 0.74 Uniform Delay (d), s/veh 47.3 0.0 33.1 38.4 0.0 35.3 10.3 17.9 17.9 19.3 0.0 0.0 Incr Delay (d2), s/veh 9.8 0.0 0.3 0.7 0.0 1.1 0.1 2.4 4.5 6.4 1.1 2.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln4.1 0.0 2.0 2.7 0.0 4.2 0.1 11.4 12.8 3.0 0.3 0.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 57.1 0.0 33.5 39.1 0.0 36.4 10.4 20.3 22.4 25.7 1.1 2.0 LnGrp LOS E A C D A D B C C C A A Approach Vol, veh/h 226 295 2049 2213 Approach Delay, s/veh 47.5 37.4 21.0 3.8 Approach LOS D D C A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s12.9 63.1 29.0 6.7 69.3 29.0 Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 6.0 5.0 Max Green Setting (Gmax), s17.0 48.0 24.0 5.0 60.0 24.0 Max Q Clear Time (g_c+I1), s7.5 32.8 26.0 2.4 2.0 15.0 Green Ext Time (p_c), s 0.4 11.3 0.0 0.0 24.2 0.9 Intersection Summary HCM 6th Ctrl Delay 15.3 HCM 6th LOS B LEVEL OF SERVICE CALCULATIONS YEAR 2040 CONDITIONS WITH ODP BUILD OUT PROJECT THIS PAGE LEFT BLANK INTENTIONALLY HCM 6th Signalized Intersection Summary 1: Timberline Rd & Drake Rd 06/29/2021 Long-range (2040) BUILD AM Peak Hour 04/30/2021 w 6-LANE TIMBERINE Synchro 10 Light Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 393 441 302 67 489 503 477 1525 35 387 1075 304 Future Volume (veh/h) 393 441 302 67 489 503 477 1525 35 387 1075 304 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 423 474 325 72 526 541 513 1640 38 416 1156 327 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 484 975 435 158 615 869 826 2097 651 478 1532 476 Arrive On Green 0.14 0.27 0.27 0.05 0.17 0.17 0.48 0.82 0.82 0.14 0.30 0.30 Sat Flow, veh/h 3456 3554 1585 1781 3554 2790 3456 5106 1585 3456 5106 1585 Grp Volume(v), veh/h 423 474 325 72 526 541 513 1640 38 416 1156 327 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1781 1777 1395 1728 1702 1585 1728 1702 1585 Q Serve(g_s), s 12.0 11.2 11.8 3.6 14.4 11.3 11.0 16.1 0.5 11.8 20.5 18.2 Cycle Q Clear(g_c), s 12.0 11.2 11.8 3.6 14.4 11.3 11.0 16.1 0.5 11.8 20.5 18.2 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 484 975 435 158 615 869 826 2097 651 478 1532 476 V/C Ratio(X) 0.87 0.49 0.75 0.45 0.86 0.62 0.62 0.78 0.06 0.87 0.75 0.69 Avail Cap(c_a), veh/h 484 975 435 179 640 888 826 2097 651 484 1532 476 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.52 0.52 0.52 1.00 1.00 1.00 Uniform Delay (d), s/veh 42.1 30.4 13.2 38.7 40.1 16.2 22.8 6.7 5.3 42.2 31.7 30.9 Incr Delay (d2), s/veh 16.2 0.4 7.0 2.0 10.7 1.3 0.8 1.6 0.1 15.6 3.5 7.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 6.0 4.6 4.7 1.6 7.0 3.4 3.6 2.7 0.2 5.9 8.5 7.7 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 58.3 30.7 20.2 40.7 50.9 17.5 23.5 8.3 5.4 57.8 35.2 38.8 LnGrp LOS E C C D D B C A A E D D Approach Vol, veh/h 1222 1139 2191 1899 Approach Delay, s/veh 37.5 34.4 11.8 40.7 Approach LOS D C B D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 18.8 47.2 9.9 33.4 30.0 36.0 20.0 23.3 Change Period (Y+Rc), s 5.0 6.0 5.0 6.0 6.0 * 6 6.0 * 6 Max Green Setting (Gmax), s 14.0 32.0 6.0 26.0 16.0 * 30 14.0 * 18 Max Q Clear Time (g_c+I1), s 13.8 18.1 5.6 13.8 13.0 22.5 14.0 16.4 Green Ext Time (p_c), s 0.0 9.1 0.0 3.3 0.6 4.8 0.0 0.9 Intersection Summary HCM 6th Ctrl Delay 29.2 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th Signalized Intersection Summary 2: Timberline Rd & Custer Dr 06/29/2021 Long-range (2040) BUILD AM Peak Hour 04/30/2021 w 6-LANE TIMBERINE Synchro 10 Light Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 11 8 14 254 4 263 4 1756 131 143 1382 2 Future Volume (veh/h) 11 8 14 254 4 263 4 1756 131 143 1382 2 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 13 9 16 292 5 302 5 2018 151 164 1589 2 Peak Hour Factor 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 100 74 92 345 7 438 242 2530 786 217 2915 4 Arrive On Green 0.28 0.28 0.28 0.28 0.28 0.28 0.01 0.50 0.50 0.13 1.00 1.00 Sat Flow, veh/h 185 266 328 1386 26 1563 1781 5106 1585 1781 5267 7 Grp Volume(v), veh/h 38 0 0 292 0 307 5 2018 151 164 1027 564 Grp Sat Flow(s),veh/h/ln 778 0 0 1386 0 1589 1781 1702 1585 1781 1702 1869 Q Serve(g_s), s 0.4 0.0 0.0 10.4 0.0 17.2 0.1 33.0 5.3 4.4 0.0 0.0 Cycle Q Clear(g_c), s 17.6 0.0 0.0 28.0 0.0 17.2 0.1 33.0 5.3 4.4 0.0 0.0 Prop In Lane 0.34 0.42 1.00 0.98 1.00 1.00 1.00 0.00 Lane Grp Cap(c), veh/h 266 0 0 345 0 445 242 2530 786 217 1884 1035 V/C Ratio(X) 0.14 0.00 0.00 0.85 0.00 0.69 0.02 0.80 0.19 0.76 0.55 0.55 Avail Cap(c_a), veh/h 266 0 0 345 0 445 320 2530 786 263 1884 1035 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 0.68 0.68 0.68 Uniform Delay (d), s/veh 27.4 0.0 0.0 38.9 0.0 32.1 12.4 21.0 14.1 19.9 0.0 0.0 Incr Delay (d2), s/veh 0.2 0.0 0.0 17.3 0.0 4.5 0.0 2.7 0.5 6.8 0.8 1.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.7 0.0 0.0 8.9 0.0 7.1 0.1 12.5 1.9 2.1 0.2 0.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 27.7 0.0 0.0 56.3 0.0 36.6 12.5 23.8 14.6 26.7 0.8 1.4 LnGrp LOS C A A E A D B C B C A A Approach Vol, veh/h 38 599 2174 1755 Approach Delay, s/veh 27.7 46.2 23.1 3.4 Approach LOS C D C A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s11.4 55.6 33.0 5.6 61.4 33.0 Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 6.0 5.0 Max Green Setting (Gmax), s9.0 47.0 28.0 5.0 51.0 28.0 Max Q Clear Time (g_c+I1), s6.4 35.0 19.6 2.1 2.0 30.0 Green Ext Time (p_c), s 0.1 9.7 0.1 0.0 15.3 0.0 Intersection Summary HCM 6th Ctrl Delay 18.6 HCM 6th LOS B HCM 6th Signalized Intersection Summary 3: Timberline Rd & Vermont Dr 06/29/2021 Long-range (2040) BUILD AM Peak Hour 04/30/2021 w 6-LANE TIMBERINE Synchro 10 Light Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 24 7 13 83 4 111 56 1721 48 141 1412 80 Future Volume (veh/h) 24 7 13 83 4 111 56 1721 48 141 1412 80 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 26 8 14 91 4 122 62 1891 53 155 1552 88 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 123 71 124 211 8 184 351 3446 96 270 3377 191 Arrive On Green 0.12 0.12 0.12 0.12 0.12 0.12 0.04 0.67 0.67 0.10 1.00 1.00 Sat Flow, veh/h 1265 610 1068 1210 67 1585 1781 5106 143 1781 4944 280 Grp Volume(v), veh/h 26 0 22 95 0 122 62 1260 684 155 1069 571 Grp Sat Flow(s),veh/h/ln1265 0 1678 1277 0 1585 1781 1702 1845 1781 1702 1820 Q Serve(g_s), s 2.0 0.0 1.2 6.4 0.0 7.4 1.0 19.1 19.2 2.8 0.0 0.0 Cycle Q Clear(g_c), s 9.5 0.0 1.2 7.5 0.0 7.4 1.0 19.1 19.2 2.8 0.0 0.0 Prop In Lane 1.00 0.64 0.96 1.00 1.00 0.08 1.00 0.15 Lane Grp Cap(c), veh/h 123 0 194 218 0 184 351 2297 1245 270 2325 1243 V/C Ratio(X) 0.21 0.00 0.11 0.44 0.00 0.66 0.18 0.55 0.55 0.57 0.46 0.46 Avail Cap(c_a), veh/h 205 0 302 309 0 285 385 2297 1245 413 2325 1243 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 47.0 0.0 39.6 42.9 0.0 42.4 4.2 8.4 8.4 8.9 0.0 0.0 Incr Delay (d2), s/veh 0.8 0.0 0.3 1.4 0.0 4.1 0.2 0.9 1.7 1.9 0.7 1.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.7 0.0 0.5 2.3 0.0 3.1 0.3 6.0 6.8 1.0 0.2 0.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 47.8 0.0 39.9 44.3 0.0 46.4 4.4 9.3 10.1 10.8 0.7 1.2 LnGrp LOS D A D D A D A A B B A A Approach Vol, veh/h 48 217 2006 1795 Approach Delay, s/veh 44.2 45.5 9.5 1.7 Approach LOS D D A A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s9.9 73.5 16.6 9.1 74.3 16.6 Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 6.0 5.0 Max Green Setting (Gmax), s13.0 53.0 18.0 6.0 60.0 18.0 Max Q Clear Time (g_c+I1), s4.8 21.2 11.5 3.0 2.0 9.5 Green Ext Time (p_c), s 0.2 17.7 0.1 0.0 16.9 0.6 Intersection Summary HCM 6th Ctrl Delay 8.4 HCM 6th LOS A HCM 6th TWSC 4: Iowa Dr & Custer Dr 06/29/2021 Long-range (2040) BUILD AM Peak Hour 04/30/2021 w 6-LANE TIMBERINE Synchro 10 Light Report Page 4 Intersection Int Delay, s/veh 4.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 51 143 8 1 266 24 21 4 5 5 9 27 Future Vol, veh/h 51 143 8 1 266 24 21 4 5 5 9 27 Conflicting Peds, #/hr 3 0 3 3 0 3 4 0 5 5 0 4 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 150 - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 47 47 47 47 47 47 47 47 47 47 47 47 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 109 304 17 2 566 51 45 9 11 11 19 57 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 620 0 0 324 0 0 1172 1158 321 1145 1141 599 Stage 1 - - - - - - 534 534 - 599 599 - Stage 2 - - - - - - 638 624 - 546 542 - 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 960 - - 1236 - - 169 196 720 177 201 502 Stage 1 - - - - - - 530 524 - 488 490 - Stage 2 - - - - - - 465 478 - 522 520 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 957 - - 1232 - - 124 172 715 152 177 499 Mov Cap-2 Maneuver - - - - - - 124 172 - 152 177 - Stage 1 - - - - - - 469 463 - 431 488 - Stage 2 - - - - - - 393 476 - 445 459 - Approach EB WB NB SB HCM Control Delay, s 2.3 0 45.7 22.1 HCM LOS E C Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 150 957 - - 1232 - - 297 HCM Lane V/C Ratio 0.426 0.113 - - 0.002 - - 0.294 HCM Control Delay (s) 45.7 9.2 - - 7.9 0 - 22.1 HCM Lane LOS E A - - A A - C HCM 95th %tile Q(veh) 1.9 0.4 - - 0 - - 1.2 HCM 6th Edition TWSC-Pedestrians 4: Iowa Dr & Custer Dr 06/29/2021 Long-range (2040) BUILD AM Peak Hour 04/30/2021 w 6-LANE TIMBERINE Synchro 10 Light Report Page 5 Approach Approach Direction EB Median Present? No Approach Delay(s) 27.3 Level of Service D Crosswalk Length (ft) 44 Lanes Crossed 2 Veh Vol Crossed 409 Ped Vol Crossed 0 Yield Rate(%) 0 Ped Platooning No Critical Headway (s) 15.57 Prob of Delayed X-ing 0.83 Prob of Blocked Lane 0.59 Delay for adq Gap 32.86 Avg Ped Delay (s) 27.25 Approach Approach Direction WB Median Present? Yes Approach Delay(s) 3.0 Level of Service A Crosswalk Length (ft) 11 17 Lanes Crossed 1 1 Veh Vol Crossed 266 143 Ped Vol Crossed 0 0 Yield Rate(%) 0 0 Ped Platooning No No Critical Headway (s) 6.14 7.86 Prob of Delayed X-ing 0.36 0.27 Prob of Blocked Lane 0.36 0.27 Delay for adq Gap 4.47 5.09 Avg Ped Delay (s) 1.63 1.36 HCM 6th TWSC 5: Illinois Dr & Custer Dr 06/29/2021 Long-range (2040) BUILD AM Peak Hour 04/30/2021 w 6-LANE TIMBERINE Synchro 10 Light Report Page 6 Intersection Int Delay, s/veh 3.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 66 199 27 1 298 16 19 1 0 6 9 28 Future Vol, veh/h 66 199 27 1 298 16 19 1 0 6 9 28 Conflicting Peds, #/hr 0 0 0 0 0 0 1 0 0 0 0 1 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 160 - - 70 - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 54 54 54 54 54 54 54 54 54 54 54 54 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 122 369 50 2 552 30 35 2 0 11 17 52 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 582 0 0 419 0 0 1245 1224 394 1210 1234 568 Stage 1 - - - - - - 638 638 - 571 571 - Stage 2 - - - - - - 607 586 - 639 663 - 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 992 - - 1140 - - 151 179 655 159 177 522 Stage 1 - - - - - - 465 471 - 506 505 - Stage 2 - - - - - - 483 497 - 464 459 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 992 - - 1140 - - 113 157 655 143 155 522 Mov Cap-2 Maneuver - - - - - - 113 157 - 143 155 - Stage 1 - - - - - - 408 413 - 444 504 - Stage 2 - - - - - - 419 496 - 405 403 - Approach EB WB NB SB HCM Control Delay, s 2.1 0 50.5 22.9 HCM LOS F C Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 115 992 - - 1140 - - 280 HCM Lane V/C Ratio 0.322 0.123 - - 0.002 - - 0.284 HCM Control Delay (s) 50.5 9.1 - - 8.2 - - 22.9 HCM Lane LOS F A - - A - - C HCM 95th %tile Q(veh) 1.3 0.4 - - 0 - - 1.1 HCM 6th Edition TWSC-Pedestrians 5: Illinois Dr & Custer Dr 06/29/2021 Long-range (2040) BUILD AM Peak Hour 04/30/2021 w 6-LANE TIMBERINE Synchro 10 Light Report Page 7 Approach Approach Direction EB Median Present? No Approach Delay(s) 39.4 Level of Service E Crosswalk Length (ft) 44 Lanes Crossed 2 Veh Vol Crossed 497 Ped Vol Crossed 0 Yield Rate(%) 0 Ped Platooning No Critical Headway (s) 15.57 Prob of Delayed X-ing 0.88 Prob of Blocked Lane 0.66 Delay for adq Gap 44.54 Avg Ped Delay (s) 39.35 Approach Approach Direction WB Median Present? No Approach Delay(s) 39.4 Level of Service E Crosswalk Length (ft) 44 Lanes Crossed 2 Veh Vol Crossed 497 Ped Vol Crossed 0 Yield Rate(%) 0 Ped Platooning No Critical Headway (s) 15.57 Prob of Delayed X-ing 0.88 Prob of Blocked Lane 0.66 Delay for adq Gap 44.54 Avg Ped Delay (s) 39.35 HCM 6th TWSC 6: Timberline Rd & Site Access 06/29/2021 Long-range (2040) BUILD AM Peak Hour 04/30/2021 w 6-LANE TIMBERINE Synchro 10 Light Report Page 8 Intersection Int Delay, s/veh 1.5 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 34 43 1816 41 52 1601 Future Vol, veh/h 34 43 1816 41 52 1601 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 93 93 93 93 93 93 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 37 46 1953 44 56 1722 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 2776 999 0 0 1997 0 Stage 1 1975 - - - - - Stage 2 801 - - - - - Critical Hdwy 5.74 7.14 - - 5.34 - Critical Hdwy Stg 1 6.64 - - - - - Critical Hdwy Stg 2 6.04 - - - - - Follow-up Hdwy 3.82 3.92 - - 3.12 - Pot Cap-1 Maneuver ~ 35 208 - - 125 - Stage 1 59 - - - - - Stage 2 365 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 0 208 - - 125 - Mov Cap-2 Maneuver - - - - - - Stage 1 59 - - - - - Stage 2 0 - - - - - Approach WB NB SB HCM Control Delay, s 33.3 0 1.7 HCM LOS D Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 208 125 - HCM Lane V/C Ratio - - 0.398 0.447 - HCM Control Delay (s) - - 33.3 55.3 - HCM Lane LOS - - D F - HCM 95th %tile Q(veh) - - 1.8 2 - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th TWSC 7: Timberline Rd & Rin/Rout Driveway 06/29/2021 Long-range (2040) BUILD AM Peak Hour 04/30/2021 w 6-LANE TIMBERINE Synchro 10 Light Report Page 10 Intersection Int Delay, s/veh 0.1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 10 1881 13 0 1650 Future Vol, veh/h 0 10 1881 13 0 1650 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 87 87 87 87 87 87 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 11 2162 15 0 1897 Major/Minor Minor1 Major1 Major2 Conflicting Flow All - 1089 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 0 181 - - 0 - Stage 1 0 - - - 0 - Stage 2 0 - - - 0 - Platoon blocked, % - - - Mov Cap-1 Maneuver - 181 - - - - Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach WB NB SB HCM Control Delay, s 26.2 0 0 HCM LOS D Minor Lane/Major Mvmt NBT NBRWBLn1 SBT Capacity (veh/h) - - 181 - HCM Lane V/C Ratio - - 0.064 - HCM Control Delay (s) - - 26.2 - HCM Lane LOS - - D - HCM 95th %tile Q(veh) - - 0.2 - HCM 6th Signalized Intersection Summary 1: Timberline Rd & Drake Rd 06/29/2021 Long-range (2040) BUILD PM Peak Hour 04/30/2021 w 6-LANE TIMBERLINE Synchro 10 Light Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 332 593 340 60 535 339 602 1406 81 593 1348 313 Future Volume (veh/h) 332 593 340 60 535 339 602 1406 81 593 1348 313 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 353 631 362 64 569 361 640 1496 86 631 1434 333 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 414 916 408 145 609 1010 1424 2834 880 658 1653 513 Arrive On Green 0.12 0.26 0.26 0.04 0.17 0.17 0.82 1.00 1.00 0.19 0.32 0.32 Sat Flow, veh/h 3456 3554 1585 1781 3554 2790 3456 5106 1585 3456 5106 1585 Grp Volume(v), veh/h 353 631 362 64 569 361 640 1496 86 631 1434 333 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1781 1777 1395 1728 1702 1585 1728 1702 1585 Q Serve(g_s), s 10.5 16.8 14.7 3.4 16.6 9.6 5.4 0.0 0.0 19.0 27.7 18.9 Cycle Q Clear(g_c), s 10.5 16.8 14.7 3.4 16.6 9.6 5.4 0.0 0.0 19.0 27.7 18.9 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 414 916 408 145 609 1010 1424 2834 880 658 1653 513 V/C Ratio(X) 0.85 0.69 0.89 0.44 0.93 0.36 0.45 0.53 0.10 0.96 0.87 0.65 Avail Cap(c_a), veh/h 428 916 408 170 609 1010 1424 2834 880 658 1653 513 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.51 0.51 0.51 1.00 1.00 1.00 Uniform Delay (d), s/veh 45.3 35.2 15.1 40.5 42.9 24.5 5.9 0.0 0.0 42.1 33.4 30.4 Incr Delay (d2), s/veh 14.9 2.2 20.2 2.1 21.7 0.2 0.1 0.4 0.1 25.2 6.4 6.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.2 7.3 7.2 1.5 8.9 3.0 1.4 0.1 0.0 10.1 11.9 7.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 60.2 37.4 35.4 42.6 64.6 24.7 6.0 0.4 0.1 67.3 39.8 36.6 LnGrp LOS E D D D E C A A A E D D Approach Vol, veh/h 1346 994 2222 2398 Approach Delay, s/veh 42.8 48.7 2.0 46.6 Approach LOS D D A D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 25.0 64.9 9.5 33.1 49.9 40.0 18.6 24.0 Change Period (Y+Rc), s 5.0 6.0 5.0 6.0 6.0 * 6 6.0 * 6 Max Green Setting (Gmax), s 20.0 32.0 6.0 25.0 18.0 * 34 13.0 * 18 Max Q Clear Time (g_c+I1), s 21.0 2.0 5.4 18.8 7.4 29.7 12.5 18.6 Green Ext Time (p_c), s 0.0 13.3 0.0 2.8 1.8 3.4 0.1 0.0 Intersection Summary HCM 6th Ctrl Delay 31.9 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th Signalized Intersection Summary 2: Timberline Rd & Custer Dr 06/29/2021 Long-range (2040) BUILD PM Peak Hour 04/30/2021 w 6-LANE TIMBERLINE Synchro 10 Light Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 2 4 8 352 7 153 22 1700 244 166 1556 13 Future Volume (veh/h) 2 4 8 352 7 153 22 1700 244 166 1556 13 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 0.99 0.99 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 2 4 9 374 7 163 23 1809 260 177 1655 14 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 77 150 282 475 19 447 255 2485 771 226 2779 24 Arrive On Green 0.29 0.29 0.29 0.29 0.29 0.29 0.02 0.33 0.33 0.14 1.00 1.00 Sat Flow, veh/h 131 514 966 1383 66 1529 1781 5106 1585 1781 5222 44 Grp Volume(v), veh/h 15 0 0 374 0 170 23 1809 260 177 1079 590 Grp Sat Flow(s),veh/h/ln1611 0 0 1383 0 1595 1781 1702 1585 1781 1702 1862 Q Serve(g_s), s 0.0 0.0 0.0 26.6 0.0 8.9 0.7 32.9 13.0 5.2 0.0 0.0 Cycle Q Clear(g_c), s 0.7 0.0 0.0 27.3 0.0 8.9 0.7 32.9 13.0 5.2 0.0 0.0 Prop In Lane 0.13 0.60 1.00 0.96 1.00 1.00 1.00 0.02 Lane Grp Cap(c), veh/h 509 0 0 475 0 466 255 2485 771 226 1812 991 V/C Ratio(X) 0.03 0.00 0.00 0.79 0.00 0.36 0.09 0.73 0.34 0.78 0.60 0.60 Avail Cap(c_a), veh/h 589 0 0 545 0 547 298 2485 771 273 1812 991 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 0.67 0.67 0.67 2.00 2.00 2.00 Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 0.52 0.52 0.52 Uniform Delay (d), s/veh 26.5 0.0 0.0 35.9 0.0 29.4 12.9 29.2 22.6 20.4 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 6.7 0.0 0.5 0.2 1.9 1.2 6.3 0.8 1.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln0.3 0.0 0.0 10.1 0.0 3.5 0.3 14.2 5.3 2.3 0.2 0.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 26.6 0.0 0.0 42.5 0.0 29.9 13.0 31.2 23.7 26.7 0.8 1.4 LnGrp LOS C A A D A C B C C C A A Approach Vol, veh/h 15 544 2092 1846 Approach Delay, s/veh 26.6 38.6 30.0 3.4 Approach LOS C D C A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s12.2 57.1 35.7 7.4 61.9 35.7 Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 6.0 5.0 Max Green Setting (Gmax), s10.0 43.0 36.0 5.0 48.0 36.0 Max Q Clear Time (g_c+I1), s7.2 34.9 2.7 2.7 2.0 29.3 Green Ext Time (p_c), s 0.1 6.6 0.0 0.0 16.4 1.4 Intersection Summary HCM 6th Ctrl Delay 20.1 HCM 6th LOS C HCM 6th Signalized Intersection Summary 3: Timberline Rd & Vermont Dr 06/29/2021 Long-range (2040) BUILD PM Peak Hour 04/30/2021 w 6-LANE TIMBERLINE Synchro 10 Light Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 121 12 71 101 1 164 13 1759 109 193 1820 11 Future Volume (veh/h) 121 12 71 101 1 164 13 1759 109 193 1820 11 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 134 13 79 112 1 182 14 1954 121 214 2022 12 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, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 195 52 318 304 2 362 210 2674 165 251 3159 19 Arrive On Green 0.23 0.23 0.23 0.23 0.23 0.23 0.02 0.54 0.54 0.15 1.00 1.00 Sat Flow, veh/h 1201 229 1391 1033 11 1585 1781 4916 303 1781 5238 31 Grp Volume(v), veh/h 134 0 92 113 0 182 14 1351 724 214 1314 720 Grp Sat Flow(s),veh/h/ln1201 0 1620 1043 0 1585 1781 1702 1816 1781 1702 1865 Q Serve(g_s), s 11.0 0.0 4.9 8.1 0.0 10.5 0.4 31.5 31.8 5.5 0.0 0.0 Cycle Q Clear(g_c), s 24.0 0.0 4.9 13.0 0.0 10.5 0.4 31.5 31.8 5.5 0.0 0.0 Prop In Lane 1.00 0.86 0.99 1.00 1.00 0.17 1.00 0.02 Lane Grp Cap(c), veh/h 195 0 370 307 0 362 210 1851 988 251 2053 1125 V/C Ratio(X) 0.69 0.00 0.25 0.37 0.00 0.50 0.07 0.73 0.73 0.85 0.64 0.64 Avail Cap(c_a), veh/h 195 0 370 307 0 362 267 1851 988 405 2053 1125 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 47.3 0.0 33.1 38.4 0.0 35.3 10.3 18.1 18.2 19.7 0.0 0.0 Incr Delay (d2), s/veh 9.8 0.0 0.3 0.7 0.0 1.1 0.1 2.6 4.8 9.5 1.5 2.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln4.1 0.0 2.0 2.7 0.0 4.2 0.1 11.8 13.3 3.2 0.4 0.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 57.1 0.0 33.5 39.1 0.0 36.4 10.4 20.7 23.0 29.2 1.5 2.8 LnGrp LOS E A C D A D B C C C A A Approach Vol, veh/h 226 295 2089 2248 Approach Delay, s/veh 47.5 37.4 21.4 4.6 Approach LOS D D C A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s12.9 63.1 29.0 6.7 69.3 29.0 Change Period (Y+Rc), s 5.0 6.0 5.0 5.0 6.0 5.0 Max Green Setting (Gmax), s17.0 48.0 24.0 5.0 60.0 24.0 Max Q Clear Time (g_c+I1), s7.5 33.8 26.0 2.4 2.0 15.0 Green Ext Time (p_c), s 0.4 10.8 0.0 0.0 25.0 0.9 Intersection Summary HCM 6th Ctrl Delay 15.8 HCM 6th LOS B HCM 6th TWSC 4: Iowa Dr & Custer Dr 06/29/2021 Long-range (2040) BUILD PM Peak Hour 04/30/2021 w 6-LANE TIMBERLINE Synchro 10 Light Report Page 4 Intersection Int Delay, s/veh 2.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 19 153 18 5 112 6 21 8 4 6 20 29 Future Vol, veh/h 19 153 18 5 112 6 21 8 4 6 20 29 Conflicting Peds, #/hr 7 0 4 4 0 7 2 0 17 17 0 2 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 150 - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 20 158 19 5 115 6 22 8 4 6 21 30 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 128 0 0 181 0 0 368 350 189 366 356 127 Stage 1 - - - - - - 212 212 - 135 135 - Stage 2 - - - - - - 156 138 - 231 221 - 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 1458 - - 1394 - - 588 574 853 590 570 923 Stage 1 - - - - - - 790 727 - 868 785 - Stage 2 - - - - - - 846 782 - 772 720 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1448 - - 1389 - - 542 557 836 559 553 915 Mov Cap-2 Maneuver - - - - - - 542 557 - 559 553 - Stage 1 - - - - - - 776 714 - 851 776 - Stage 2 - - - - - - 792 773 - 737 707 - Approach EB WB NB SB HCM Control Delay, s 0.8 0.3 11.7 10.6 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 570 1448 - - 1389 - - 700 HCM Lane V/C Ratio 0.06 0.014 - - 0.004 - - 0.081 HCM Control Delay (s) 11.7 7.5 - - 7.6 0 - 10.6 HCM Lane LOS B A - - A A - B HCM 95th %tile Q(veh) 0.2 0 - - 0 - - 0.3 HCM 6th Edition TWSC-Pedestrians 4: Iowa Dr & Custer Dr 06/29/2021 Long-range (2040) BUILD PM Peak Hour 04/30/2021 w 6-LANE TIMBERLINE Synchro 10 Light Report Page 5 Approach Approach Direction EB Median Present? No Approach Delay(s) 13.6 Level of Service C Crosswalk Length (ft) 44 Lanes Crossed 2 Veh Vol Crossed 265 Ped Vol Crossed 0 Yield Rate(%) 0 Ped Platooning No Critical Headway (s) 15.57 Prob of Delayed X-ing 0.68 Prob of Blocked Lane 0.44 Delay for adq Gap 19.92 Avg Ped Delay (s) 13.59 Approach Approach Direction WB Median Present? Yes Approach Delay(s) 2.1 Level of Service A Crosswalk Length (ft) 11 17 Lanes Crossed 1 1 Veh Vol Crossed 112 153 Ped Vol Crossed 0 0 Yield Rate(%) 0 0 Ped Platooning No No Critical Headway (s) 6.14 7.86 Prob of Delayed X-ing 0.17 0.28 Prob of Blocked Lane 0.17 0.28 Delay for adq Gap 3.60 5.18 Avg Ped Delay (s) 0.63 1.47 HCM 6th TWSC 5: Illinois Dr & Custer Dr 06/29/2021 Long-range (2040) BUILD PM Peak Hour 04/30/2021 w 6-LANE TIMBERLINE Synchro 10 Light Report Page 6 Intersection Int Delay, s/veh 6.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 176 158 19 0 151 17 22 7 4 30 8 129 Future Vol, veh/h 176 158 19 0 151 17 22 7 4 30 8 129 Conflicting Peds, #/hr 5 0 3 3 0 5 8 0 2 2 0 8 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 160 - - 70 - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 187 168 20 0 161 18 23 7 4 32 9 137 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 184 0 0 191 0 0 806 739 183 735 740 183 Stage 1 - - - - - - 555 555 - 175 175 - Stage 2 - - - - - - 251 184 - 560 565 - 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 1391 - - 1383 - - 300 345 859 335 345 859 Stage 1 - - - - - - 516 513 - 827 754 - Stage 2 - - - - - - 753 747 - 513 508 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1384 - - 1379 - - 218 296 855 291 296 848 Mov Cap-2 Maneuver - - - - - - 218 296 - 291 296 - Stage 1 - - - - - - 445 442 - 712 750 - Stage 2 - - - - - - 619 743 - 433 438 - Approach EB WB NB SB HCM Control Delay, s 4 0 21.4 13.7 HCM LOS C B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h) 255 1384 - - 1379 - - 592 HCM Lane V/C Ratio 0.138 0.135 - - - - - 0.3 HCM Control Delay (s) 21.4 8 - - 0 - - 13.7 HCM Lane LOS C A - - A - - B HCM 95th %tile Q(veh) 0.5 0.5 - - 0 - - 1.3 HCM 6th Edition TWSC-Pedestrians 5: Illinois Dr & Custer Dr 06/29/2021 Long-range (2040) BUILD PM Peak Hour 04/30/2021 w 6-LANE TIMBERLINE Synchro 10 Light Report Page 7 Approach Approach Direction EB Median Present? No Approach Delay(s) 17.1 Level of Service C Crosswalk Length (ft) 44 Lanes Crossed 2 Veh Vol Crossed 309 Ped Vol Crossed 0 Yield Rate(%) 0 Ped Platooning No Critical Headway (s) 15.57 Prob of Delayed X-ing 0.74 Prob of Blocked Lane 0.49 Delay for adq Gap 23.22 Avg Ped Delay (s) 17.12 Approach Approach Direction WB Median Present? No Approach Delay(s) 17.1 Level of Service C Crosswalk Length (ft) 44 Lanes Crossed 2 Veh Vol Crossed 309 Ped Vol Crossed 0 Yield Rate(%) 0 Ped Platooning No Critical Headway (s) 15.57 Prob of Delayed X-ing 0.74 Prob of Blocked Lane 0.49 Delay for adq Gap 23.22 Avg Ped Delay (s) 17.12 HCM 6th TWSC 6: Timberline Rd & Site Access 06/29/2021 Long-range (2040) BUILD PM Peak Hour 04/30/2021 w 6-LANE TIMBERLINE Synchro 10 Light Report Page 8 Intersection Int Delay, s/veh 15.3 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 41 52 2001 43 53 1983 Future Vol, veh/h 41 52 2001 43 53 1983 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 - - - 50 - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 46 58 2223 48 59 2203 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 3246 1136 0 0 2271 0 Stage 1 2247 - - - - - Stage 2 999 - - - - - Critical Hdwy 5.74 7.14 - - 5.34 - Critical Hdwy Stg 1 6.64 - - - - - Critical Hdwy Stg 2 6.04 - - - - - Follow-up Hdwy 3.82 3.92 - - 3.12 - Pot Cap-1 Maneuver ~ 19 168 - - 91 - Stage 1 ~ 39 - - - - - Stage 2 286 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver ~ 7 168 - - 91 - Mov Cap-2 Maneuver ~ 28 - - - - - Stage 1 ~ 39 - - - - - Stage 2 101 - - - - - Approach WB NB SB HCM Control Delay, s$ 629.9 0 2.6 HCM LOS F Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 52 91 - HCM Lane V/C Ratio - - 1.987 0.647 - HCM Control Delay (s) - -$ 629.9 98.7 - HCM Lane LOS - - F F - HCM 95th %tile Q(veh) - - 10.2 3.1 - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th TWSC 7: Timberline Rd & Rin/Rout Driveway 06/29/2021 Long-range (2040) BUILD PM Peak Hour 04/30/2021 w 6-LANE TIMBERLINE Synchro 10 Light Report Page 10 Intersection Int Delay, s/veh 0.1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 13 1953 12 0 1917 Future Vol, veh/h 0 13 1953 12 0 1917 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 94 94 94 94 94 94 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 14 2078 13 0 2039 Major/Minor Minor1 Major1 Major2 Conflicting Flow All - 1046 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 0 193 - - 0 - Stage 1 0 - - - 0 - Stage 2 0 - - - 0 - Platoon blocked, % - - - Mov Cap-1 Maneuver - 193 - - - - Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach WB NB SB HCM Control Delay, s 25.1 0 0 HCM LOS D Minor Lane/Major Mvmt NBT NBRWBLn1 SBT Capacity (veh/h) - - 193 - HCM Lane V/C Ratio - - 0.072 - HCM Control Delay (s) - - 25.1 - HCM Lane LOS - - D - HCM 95th %tile Q(veh) - - 0.2 -