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KING SOOPERS #146, MIDTOWN GARDENS MARKETPLACE - FDP210001 - - TRAFFIC STUDY
Traffic Impact Study King Soopers #146 Fort Collins, Colorado Prepared for: Galloway & Company, Inc. King Soopers #1 46 Traffic Impact Study PREPARED FOR Galloway & Company, Inc. 6162 S. Willow Drive Suite 320 Greenwood Village, Colorado 80111 Prepared By: 4582 South Ulster Street, Suite 1500 Denver, Colorado 80237 (303) 228-2300 SEPTEMBE R 2020 This document, together with the concepts and designs presented herein, as an instrument of service, is intended only for the specific purpose and client for which it was prepared. Reuse of and improper reliance on this document without written authorization and adaptation by Kimley-Horn and Associates, Inc. shall be without liability to Kimley-Horn and Associates, Inc. 09/29/2020 King Soopers #146 / 096083122 September 2020 i C ontents 1.0 Executive Summary .............................................................................................................. 1 2.0 Introduction ........................................................................................................................... 4 3.0 Existing and Future Conditions.............................................................................................. 7 3.1 Existing and Future Roadway Network .................................................................................. 7 3.2 Existing Study Area ............................................................................................................... 9 3.3 Existing Traffic Volumes ........................................................................................................ 9 3.4 Unspecified Development Traffic Growth ............................................................................... 9 4.0 Project Traffic Characteristics.............................................................................................. 14 4.1 Trip Generation ................................................................................................................... 14 4.2 Trip Distribution ................................................................................................................... 15 4.3 Traffic Assignment and Background Plus Project Traffic ...................................................... 15 5.0 Traffic Operations Analysis ................................................................................................. 23 5.1 Analysis Methodology ......................................................................................................... 23 5.2 Key Intersection Operational Analysis.................................................................................. 24 5.3 Bicycle and Pedestrian Access ............................................................................................ 34 5.4 Queuing Analysis ................................................................................................................ 36 5.5 CDOT Turn Bay length Analysis .......................................................................................... 38 5.6 Two Access Scenario Evaluation ......................................................................................... 38 5.7 Improvement Summary ....................................................................................................... 39 6.0 Conclusions and Recommendations ................................................................................... 42 Appendices ............................................................................................................................... 44 ii King Soopers #146 / 096083122 September 2020 APPENDICES Appendix A – Base Assumptions Form and Checklist Appendix B – Intersection Count Sheets Appendix C – Background Traffic Information Appendix D – Trip Generation Worksheets Appendix E – Intersection Analysis Worksheets Appendix F – Queue Analysis Worksheets Appendix G – Conceptual Site Plan TABLES Table 1. King Soopers #146 Traffic Generation ........................................................................15 Table 2. Level of Service Definitions ........................................................................................23 Table 3. College Avenue (US-287) & Columbia Road LOS Results .........................................24 Table 4. Drake Road and McClelland Drive LOS Results .........................................................27 Table 5. Drake Road and College Avenue LOS Results ..........................................................29 Table 6. College Avenue Full Movement Access LOS Results .................................................32 Table 7. Drake Road Right-In/Right-Out Access LOS Results .................................................33 Table 8. Drake Road Three-Quarter Movement Access LOS Results ......................................34 Table 9. Turn Lane Queuing Results ........................................................................................36 King Soopers #146 / 096083122 September 2020 iii FIGURES Figure 1. Vicinity Map.................................................................................................................. 5 Figure 2. Site Area ...................................................................................................................... 6 Figure 3. Existing Lanes and Control .......................................................................................... 8 Figure 4. Existing Traffic Volumes ............................................................................................. 10 Figure 5. 2020 Adjusted Existing Traffic Volumes ..................................................................... 11 Figure 6. 2022 Background Traffic Volumes ............................................................................. 12 Figure 7. 2040 Background Traffic Volumes ............................................................................. 13 Figure 8. Non Pass-By Trip Distribution .................................................................................... 16 Figure 9. AM Pass-By Trip Distribution...................................................................................... 17 Figure 10. PM Pass-By Trip Distribution.................................................................................... 18 Figure 11. Non Pass-By Traffic Assignment .............................................................................. 19 Figure 12. Pass-By Traffic Assignment ..................................................................................... 20 Figure 13. 2022 Background Plus Project Traffic Volumes ........................................................ 21 Figure 14. 2040 Background Plus Project Traffic Volumes ........................................................ 22 Figure 15. 2022 Recommended Lane Configurations and Control ............................................ 40 Figure 16. 2040 Recommended Lane Configurations and Control ............................................ 41 King Soopers #146 / 096083122 September 2020 1 1.0 EXECUTIVE SUMMARY King Soopers is proposing a grocery store redevelopment project, King Soopers #146, on the northwest corner of the College Avenue (US-287) and Drake Road intersection in Fort Collins, Colorado. The King Soopers #146 project is anticipated to include an approximate 123,722 square foot grocery store marketplace, 5,000 square feet of fast casual restaurant, and a 14 fueling position Gas Station with Convenience Market. The grocery store marketplace is proposed to replace the previous approximate 110,000 square foot K-Mart discount superstore. It is expected that the redevelopment project will be completed in 2022. Analysis was therefore completed for the 2022 short term and 2040 long term horizons per City of Fort Collins and State of Colorado Department of Transportation (CDOT) requirements. The purpose of this study is to identify redevelopment project traffic generation characteristics, to identify potential project traffic related impacts on the local street system, and to develop mitigation measures required for identified impacts. The following intersections were incorporated into this traffic study based on the City of Fort Collins requested scope: • Columbia Road and College Avenue (US-287) • Drake Road and McClelland Drive • Drake Road and College Avenue (US-287) In addition, three existing access driveways along College Avenue and Drake Road were also included for evaluation. Regional access to the commercial site is provided by US-287 and I-25. Primary access is proposed via College Avenue (US-287) and Drake Road. Direct access to this area of the existing commercial development occurs primarily from three access driveways. An existing right-in/right-out is located along Drake Road at the west edge of the property. In addition, an existing full movement access to be converted to three-quarter movements is located along Drake Road, approximately 400 feet (measured center to center) west of College Avenue. Along College Avenue, a full movement access is located approximately 650 feet north of Drake Road. Since left turn exiting movements at this unsignalized access intersection along College Avenue may be difficult during the peak hours, this access was studied for two different scenarios, Scenario 1 is a High T intersection and Scenario 2 is a three-quarter access. A High T intersection provides for two-stage left turns with an acceleration/refuge lane along northbound College Avenue for the eastbound left turn. Further, traffic may also use the existing signalized full movement access intersection further north that aligns with Columbia Road for left turn egress movements. The King Soopers #146 redevelopment project is expected to generate approximately 10,724 daily weekday trips. Of these, 414 trips are expected to occur during the morning peak hour and 803 trips are anticipated during the afternoon peak hour. Since the project is a commercial development, pass-by trips are expected. These pass-by trips are vehicles already on the street network that will be attracted to the grocery marketplace store. With pass-by, expected net new trips to the surrounding street network results in an anticipated 7,296 weekday daily trips, of which 240 trips are anticipated to be new (non pass-by) during the weekday morning peak and 538 trips are anticipated to be new during the afternoon peak hour. 2 King Soopers #146 / 096083122 September 2020 Distribution of project traffic on the street system was based on the area street system characteristics, existing traffic patterns and volumes, demographic information, and the access system for the project. Assignment of project traffic was based upon the trip generation described previously and the distributions developed. Based on the analysis presented in this report, Kimley-Horn believes the proposed King Soopers #146 Project will be successfully incorporated into the existing and future roadway network. The proposed project development resulted in the following recommendations and conclusions: 2022 Improvements: • With project development, the existing full movement access along Drake Road will be converted to a three-quarter movement access with the southbound left turn restricted. A westbound right turn lane with 100-feet of length is recommended at the three-quarter movement access along Drake Road. • It is recommended that the full movement access along College Avenue remain with the redevelopment. To improve operations for left turn exiting movements at this unsignalized full movement access intersection along College Avenue, it is recommended that the access intersection include a channelized High T configuration with an acceleration/refuge lane along northbound College Avenue to accept vehicles from the eastbound left turn. This will allow for left turn egress to occur with a two-stage left turn. To meet CDOT standards for acceleration lane length at 35 miles per hour, it is recommended that the northbound left turn acceleration lane provide a length of 150 feet with 120-foot taper. • It is recommended that the eastbound left turn lane for exiting traffic from the commercial center be considered for extension at the Columbia Road and College Avenue intersection. The existing 100- foot eastbound left turn lane at the Columbia Road and College Avenue intersections was found to require the maximum allowable 225 feet of storage Scenario 1 (full access along US-287) and 250 feet (25 feet beyond the maximum allowable left turn storage) for Scenario 2 (without full access along US-287). Eastbound left turn vehicles queues are expected to be approximately 40 feet longer at this intersection for Scenario 2 compared to Scenario 1, which demonstrates full movement access along College Avenue (US-287) is preferred. It is believed that this left turn lane extension is possible with striping two eastbound lanes within the center. If the lane width is too narrow, a slight median modification to include removal of some of the landscaped area may be needed. The existing eastbound access width is approximately 17 feet wide, which is about three feet from providing two 10-foot eastbound lanes so that eastbound through and right turning traffic can reach the College Avenue intersection even when the left turn queue extends beyond the left turn lane length. At a minimum the improvements could consider this 3-foot widening modification within the median with minimal disruption to the existing landscaping to provide two eastbound lanes of traffic on the access approach to the College Avenue signalized intersection. It is recommended that the project team coordinate with the owner of the retail center to consider this modification. • A designated pedestrian connection is recommended through the project site connecting College Avenue to the MAX BRT station located to the west of the property. This should include designated crosswalks and pedestrian crossing signs of the drive aisles. In addition, sidewalk is proposed along project frontages of College Avenue (US-287) and Drake Road. Bicycle parking areas are proposed adjacent to the new King Soopers building. King Soopers #146 / 096083122 September 2020 3 • The existing 225-foot eastbound left turn lane at the Drake Road and College Avenue intersection may have queues of approximately 300 feet during the weekday afternoon peak hour. However, it isn’t possible to extend this left turn lane without removing the westbound left turn lane for access into the car dealership on the south side of Drake Road. • The eastbound left turn lane at the Drake Road three-quarter movement access is recommended to be extended by 2040 but should be implemented at buildout as directed by the City of Fort Collins. The existing 75-foot left turn lane may not accommodate the projected queues. It is believed that the existing back-to-back 125-foot westbound left turn lane at Drake Road and McClelland Drive could be reduced to 100 feet if needed so that this additional lane length could be constructed for the Drake Road access. • Right turn overlap phasing may be beneficial on all approaches to the Drake Road and College Avenue intersection. With right turn overlap phasing, U-Turn movements may need to be restricted on the approaches. Since Drake Road provides only two through lanes in each direction, U-Turns aren’t likely occurring. To restrict U-Turns along College Avenue, it will be important that alternate access is available for the developments on the northeast and southwest corners of the intersection. 2040 Improvements: • The existing 200-foot northbound left turn lane at the Drake Road and McClelland Drive intersection may need to be extended to 300 feet by 2040. It is recommended that the City of Fort Collins consider this improvement if needed in the future. It should be noted that project traffic does not contribute to this movement. General Improvements: • All on-site improvements should be incorporated into the Civil Drawings and conform to standards of the City of Fort Collins and CDOT, as applicable, as well as the Manual on Traffic Control Devices (MUTCD) – 2009 Edition. 4 King Soopers #146 / 096083122 September 2020 2.0 INTRODUCTION Kimley-Horn and Associates, Inc. has prepared this report to document the results of a Traffic Impact Study of future traffic conditions associated with the King Soopers #146 redevelopment project proposed on the northwest corner of the College Avenue (US-287) and Drake Road intersection in Fort Collins, Colorado. The vicinity map illustrating the project site location is shown in Figure 1. The area and roadway network surrounding the project site are shown within the aerial of Figure 2. The King Soopers #146 project is anticipated to include an approximate 123,722 square foot grocery store marketplace, 5,000 square feet of fast casual restaurant, and a 14 fueling position Gas Station with Convenience Market. The grocery store marketplace is proposed to replace the previous approximate 110,000 square foot K-Mart discount superstore. A conceptual site plan illustrating the project and access locations is shown in Appendix G. It is expected that the redevelopment project will be completed in 2022. Analysis was therefore completed for the 2022 short term and 2040 long term horizons per City of Fort Collins and State of Colorado Department of Transportation (CDOT) requirements. The City of Fort Collins required Transportation Impact Study Base Assumptions are included in Appendix A. The purpose of this study is to identify redevelopment project traffic generation characteristics, to identify potential project traffic related impacts on the local street system, and to develop mitigation measures required for identified impacts. The following intersections were incorporated into this traffic study based on the City of Fort Collins requested scope: • Columbia Road and College Avenue (US-287) • Drake Road and McClelland Drive • Drake Road and College Avenue (US-287) In addition, three existing access driveways along College Avenue and Drake Road were also included for evaluation. Regional access to the commercial site is provided by US-287 and I-25. Primary access is proposed via College Avenue (US-287) and Drake Road. Direct access to this area of the existing commercial development occurs primarily from three access driveways. An existing right-in/right-out is located along Drake Road at the west edge of the property. In addition, an existing full movement access to be converted to three-quarter movements is located along Drake Road, approximately 400 feet (measured center to center) west of College Avenue. Along College Avenue, a full movement access is located approximately 650 feet north of Drake Road. Since left turn exiting movements at this unsignalized access intersection along College Avenue may be difficult during the peak hours, this access was studied for two different scenarios, Scenario 1 is a High T intersection and Scenario 2 is a three-quarter access. A High T intersection provides for two-stage left turns with an acceleration/refuge lane along northbound College Avenue for the eastbound left turn. Further, traffic may also use the existing signalized full movement access intersection further north that aligns with Columbia Road for left turn egress movements. King Soopers #146 / 096083122 September 2020 7 3.0 EXISTING AND FUTURE CONDITIONS 3.1 EXISTING AND FUTURE ROA DWAY NETWORK Within the study area, College Avenue (US-287) is a six lane divided highway, providing three through lanes of travel northbound and southbound with a 40 mile per hour speed limit. Drake Road provides two through lanes of travel each direction, eastbound and westbound, with a 35 mile per hour posted speed limit. Drake Road provides designated bike lanes in both directions. The intersection of College Avenue and Columbia Road is signalized and operates with protected- permitted left turn phasing northbound and southbound. The eastbound and westbound approaches operate with permitted only phasing. The northbound approach includes a separate left turn lane and three through lanes. The southbound approach a left turn lane, three through lanes, and a right turn lane. The eastbound approach exiting the commercial center includes separate left turn, through, and right turn lanes. The westbound Columbia Road approach includes a shared left turn/through lane and separate right turn lane. The existing full movement access along College Avenue is an unsignalized T-intersection with stop control on the eastbound exiting approach. Separate northbound left turn and southbound right turn lanes exist for movements turning into the property from College Avenue. The eastbound approach exiting the retail center includes separate left turn and right turn lanes. Since left turn exiting movements at this unsignalized access intersection along College Avenue may be difficult during the peak hours, this access is proposed to be converted to a channelized High T intersection with an acceleration lane along northbound College Avenue to accept eastbound left turn egressing vehicles from the retail center or be restricted to a three-quarter access. The intersection of Drake Road and McClelland Drive is also a signalized T-intersection for public movements. The north leg of the intersection is the Mason Corridor Transitway (MAX). Therefore, only bus movements northbound and southbound occur through this intersection to and from the north leg. The northbound approach includes separate left turn and right turn lanes for public traffic. The eastbound approach includes two through lanes, while the westbound approach includes a left turn lane and three through lanes, with the inside through lane becoming the left turn lane for the downstream Redwing Road intersection. The full movement access intersection along Drake Road operates with stop control on the southbound exiting approach. This driveway aligns with an access to the existing auto dealership along the south side of Drake Road. Both the eastbound and westbound approaches to this full movement access intersection include separate left turn lanes. This access is proposed to be converted to a three-quarter movement access restricting exiting northbound and southbound left turn and through movements. The existing intersection of Drake Road with College Avenue (US-287) is signalized that operates with protected-permitted left turn phasing eastbound and westbound and protected only dual left turn lanes northbound and southbound. The eastbound and westbound approaches consist of a left turn lane, two through lanes, and a right turn lane. The northbound and southbound approaches consist of dual left turn lanes, three through lanes, and a right turn lane. The intersection lane configuration and control for the study area intersections are shown in Figure 3. King Soopers #146 / 096083122 September 2020 9 3.2 EXISTING STUDY AREA The existing site is a vacant K-Mart discount superstore. To the north and south of the proposed redevelopment project are additional retail and service businesses. To the east and southwest are residential communities, with Colorado State University bordering to the west and northwest. The Mason Corridor Transitway (MAX) runs adjacent to the western property line. 3.3 EXISTING TRAFFIC VO LUMES Due to the COVID-19 pandemic impacting normal traffic conditions, existing turning movement counts were obtained from City of Fort Collins staff from counts conducted in 2018 and 2019. As such, traffic counts from 2018 and 2019 were grown to year 2020 and used for this study as adjusted existing traffic volumes. Existing peak hour turning movement counts were conducted at the intersection of Drake Road and College Avenue on Tuesday, May 29, 2018, the intersection of Columbia Road and College Avenue on Thursday, May 31, 2018, and at the intersection of Drake Road and McClelland Drive on Tuesday, July 23, 2019 during the morning and afternoon peak hours. Existing turning movement counts were grown 0.5 percent annually based on data obtained from CDOT in order to account for adjusted existing traffic volumes. The weekday counts were conducted in 15-minute intervals during the AM and PM peak hours of adjacent street traffic from 7:00 AM to 9:00 AM and 4:00 PM to 6:00 PM. The existing 2018 and 2019 counts obtained from the City are shown in Figure 4 while the adjusted 2020 existing turning movement counts are shown in Figure 5 with count sheets provided in Appendix B. 3.4 UNSPECIFIED DEVELOPMENT TRAFFIC GROWTH According to information provided on the website for the Colorado Department of Transportation (CDOT), the 20-year growth factor along US-287 is 1.08 for College Avenue north of Drake Road. This value equates to annual growth rate of approximately 0.39 percent. Traffic information from the CDOT Online Transportation Information System (OTIS) website is included in Appendix C. An annual 0.5 percent growth rate was used to estimate near term 2022 and long term 2040 traffic volume projections at the key intersections without construction of the project. This equates to a twenty-year factor of 1.10, meaning traffic volumes will grow by 10 percent in the next twenty years. Background traffic for 2022 and 2040 are shown in Figures 6 and 7, respectively. 25(88)1319(1472)14(36)31(119)967(1967)25(52)54(126) 19(44) 9(66) 43(36) 25(30) 32(29)84(166)6(7)58(103)0(1)8(12)0(1) 764(1015) 61(101) 0(2) 837(937) 16(67)186(339)1090(1275)125(158)161(302)739(1735)76(238)169(207) 536(655) 152(237) 164(183) 625(705) 112(163) 25(89)1332(1487)14(36)31(120)977(1987)25(53)55(127) 19(44) 9(67) 43(36) 25(30) 32(29)84(167)6(7)58(104)0(1)8(12)0(1) 768(1020) 61(102) 0(2) 841(942) 16(67)188(342)1101(1288)126(160)163(305)746(1752)77(240)171(209) 541(662) 154(239) 166(185) 631(712) 113(165) 30(90)1350(1505)15(40)35(125)990(2010)30(55)60(130) 20(45) 10(70) 45(40) 30(35) 35(30)90(170)10(10)60(105)0(1)10(15)0(1) 780(1035) 65(105) 0(2) 850(955) 20(70)190(350)1115(1305)130(165)165(310)755(1770)80(245)175(215) 550(670) 160(245) 170(190) 640(720) 115(170) 30(100)1475(1645)20(45)35(135)1080(2200)30(60)65(145) 25(50) 15(75) 50(45) 30(35) 40(35)95(185)10(10)65(115)0(1)10(15)0(1) 850(1130) 70(115) 0(2) 930(1045) 20(75)210(380)1220(1425)140(180)180(340)825(1940)85(270)190(235) 600(735) 170(265) 185(205) 700(790) 125(185) 14 King Soopers #146 / 096083122 September 2020 4.0 PROJECT TRAFFIC CHARACTERISTICS 4.1 TRIP GENERATION Site-generated traffic estimates are determined through a process known as trip generation. Rates and equations are applied to the proposed land use to estimate traffic generated by the development during a specific time interval. The acknowledged source for trip generation rates is the Trip Generation Manual1 published by the Institute of Transportation Engineers (ITE). ITE has established trip rates in nationwide studies of similar land uses. For this study, the ITE Trip Generation average trip rates that apply to Free Standing Discount Superstore (ITE Code 813), Fast Casual Restaurant (ITE Code 930), and Gasoline Station with Convenience Market (ITE Code 945) were used to estimate traffic generated by the proposed development. The Discount Superstore trip generation rates were used to estimate the traffic generated by the new King Soopers due to it being the larger marketplace, including sales of grocery items as well as dry goods and merchandise. The King Soopers #146 redevelopment project is expected to generate approximately 10,724 daily weekday trips. Of these, 414 trips are expected to occur during the morning peak hour and 803 trips are anticipated during the afternoon peak hour. Since the project is a commercial development, pass-by trips are expected. These pass-by trips are vehicles already on the street network that will be attracted to the grocery marketplace store and gas station. With pass-by, expected net new trips to the surrounding street network results in an anticipated 7,296 weekday daily trips, of which 240 trips are anticipated to be new (non pass-by) during the weekday morning peak and 538 trips are anticipated to be new during the afternoon peak hour. It is important to note that the redevelopment includes removal of the previous 110,000 square foot K- Mart discount superstore. Therefore, it is important to recognize that this project isn’t significantly increasing traffic volumes over what was previously contained onsite. In addition, the existing King Soopers #18 grocery store will be vacated with this redevelopment project. It is likely that this old store space will be leased by a less intense traffic generating use. Therefore, the trips for the overall center will either likely remain the same or decrease somewhat over the previous with this redevelopment project. Due to K-Mart being closed when the counts were conducted, the entire project trip generation of the redevelopment project was added to the street network. This makes the assumption then that the old grocery store space traffic will also be replaced in kind by another user. The pass-by percentages for the discount superstore use were obtained from the ITE “Trip Generation Manual, Tenth Edition Volume 1, Users Guide and Handbook” 2017. Of note, the afternoon peak hour pass-by rates were applied to the morning peak hour and daily for the Free Standing Discount Superstore (ITE Code 813) land use as data wasn’t available. These rates are anticipated to be similar throughout the day. Table 1 summarizes the estimated traffic generation for the proposed development. Trip generation worksheets are included in Appendix D. These calculations illustrate the equations used and directional distribution of trips based on the published ITE Trip Generation Manual. 1 Institute of Transportation Engineers, Tr ip Generation Manual, Tenth Edition, Washington DC, 2017. King Soopers #146 / 096083122 September 2020 15 Table 1. King Soopers #146 Traffic Generation Land Use Quantity Weekday Daily Vehicles Trips AM Peak Hour PM Peak Hour In Out Total In Out Total Non Pass-By Trips Free Standing Discount Super Store (ITE 813) 123,722 SF 4,454 91 72 163 187 194 381 Fast Casual Restaurant (ITE 930) 5,000 SF 1,576 7 3 10 39 32 71 Gas Station w/ Market (ITE 945) 14 FP 1,266 34 33 67 44 42 86 Total Non Pass-By Trips 7,296 132 108 240 270 268 538 Pass-By Trips Free Standing Discount Super Store (ITE 813) 123,722 SF 1,818 37 29 66 76 79 155 Gas Station w/ Market (ITE 945) 14 FP 1,610 55 53 108 56 54 110 Total Pass-By Trips 3,428 92 82 174 132 133 265 Total Trips 10,724 224 190 414 402 401 803 4.2 TRIP DISTRIBUT ION Distribution of project traffic on the street system was based on the area street system characteristics, existing traffic patterns and volumes, demographic information, and the access system for the project. Assignment of project traffic was based upon the trip generation described previously and the distributions developed. Figure 8 illustrates the expected non pass-by trip distribution for the site upon anticipated completion in 2022. Of note, based on discussions with City of Fort Collins staff, a 20 percent internal capture rate was used for this redevelopment project to the rest of the retail center. Application of this 20 percent rate is consistent with the ITE published internal capture rates for retail uses. Since this project contains commercial uses, traffic passing by the site is anticipated to be attracted, whether on a random trip or captured from a typical commute trip. Pass-by distribution of traffic is a means to quantify the percentage of project generated traffic that approaches the site from a given direction that then departs the site continuing in that same original direction. The expected morning and afternoon peak hour pass-by trip distributions were calculated based on actual traffic volumes, as shown in Figures 9 and 10, respectively, to illustrate the anticipated pass-by trip distribution. 4.3 TRAFFIC ASSIGNME NT AND BACKGROUND PL US PROJECT TRAFFIC Traffic assignment was obtained by applying the project trip distribution to the estimated traffic generation of the development shown in Table 1. Project traffic assignment for the project for the non pass-by condition during the peak hours studied is shown in Figure 11. Project traffic assignment for the project for the pass-by condition is shown in Figure 12. Project traffic volumes were added to the background volumes to represent estimated traffic conditions for the short term 2022 horizon and long term 2040 horizon. These background plus project (total) traffic volumes for the project are illustrated for the 2022 and 2040 horizon years in Figures 13 and 14, respectively. [2%][3%] 4% 1%[8%]14%1%[7%]10%18%[10%] [35%][15%]10% 5%5%15%[20%]2% 23%[20%]25% 25% [20%] 2%[5%]5%20% [5%] [20%] [5%] 4% 1%14%1%[15%]10%18%[35%] High-T Access 3/4 Access High-T at Access to the South 3/ 4 Movements at Access to the South -17%[17%]33%24%[47%][+16%][-13%]-3%+3%-19% 22%[19%]21% 22% [18%]24%[34%]-24%-26%[-2%][23%] 21% -21%[25%]33%[-4%] [-4%] -3% +3%[+7%]-34%[34%]33%24%[47%]-24%-26%[-2%][17%] High-T Access 3/4 Access High-T at Access to the South 3/ 4 Movements at Access to the South -13%[13%] 17% [17%]37%[27%][23%] 17%[33%]29%26%37%[55%][+13%][-11%]-2%+2%-18% 20%[18%]17%-37%-24%[-3%]-17% [-3%] [-3%] -2% +2%[+5%]26%37%[55%]-37%-24%[-3%][14%]-27%[27%] High-T Access 3/4 Access High-T at Access to the South 3/ 4 Movements at Access to the South 9(21)2(5)1(3)18(38)8(19) 3(8) 1(3) 5(11)7(14)26(54) 22(54) 5(13)20(41)7(14)22(54)16(40)7(14) 13(27)13(27)24(49)11(27) 38(94)5(13)33(68) 3(5) 22(54)22(54)33(68) 30(62) 3(5)1(3)18(38)16(40) 5(13) 1(3) 5(11)13(27)24(49)38(94) High-T Access 3/4 Access High-T at Access to the South 3/ 4 Movements at Access to the South -16(-17)14(17)3(3)-3(-3)6(7)13(17)-3(-4) -11(-15) -3(-4) 3(3) -3(-3)30(34)-26(-36)22(49)-22(-49)14(19) 39(73)16(24)19(22) -19(-22) 20(26) -17(-24)-31(-36)28(36)30(34)-26(-36)22(49)-22(-49)39(73) High-T Access 3/4 Access High-T at Access to the South 3/ 4 Movements at Access to the South 30(90)1345(1510)20(45)40(130)1010(2050)30(55)85(170) 25(55) 10(70) 45(40) 35(40) 40(45)90(170)10(10)70(120)0(1)10(15)0(1) 810(1090) 65(105) 0(2) 875(1010) 25(85)210(395)1125(1325)130(165)165(310)785(1835)110(305)175(215) 540(655) 160(245) 180(205) 660(750) 115(170)60(90)1430(1665)60(115)1010(2060)30(50) 115(225)20(35)875(1215) 10(15) 1020(1430)120(200)140(225) 825(1125) 95(155) 985(1360)30(90)1320(1470)15(40)40(130)1010(2050)30(55)105(210) 25(60) 10(70) 45(40) 35(40) 40(45)65(95)1430(1665)65(120)1010(2060)120(230) High-T Access 3/4 Access High-T at Access to the South 3/ 4 Movements at Access to the South 30(100)1470(1650)25(50)40(140)1100(2240)30(60)90(185) 30(60) 15(75) 50(45) 35(40) 45(50)95(185)10(10)75(130)0(1)10(15)0(1) 880(1185) 70(115) 0(2) 955(1100) 25(90)230(425)1230(1445)140(180)180(340)855(2005)115(330)190(235) 590(720) 170(265) 195(220) 720(820) 125(185)60(90)1565(1825)60(115)1105(2260)30(50) 115(225)20(35)955(1320) 10(15) 1110(1560)120(200)140(225) 905(1230) 95(155) 1075(1490)30(100)1445(1610)20(45)40(140)1100(2240)30(60)110(225) 30(65) 15(75) 50(45) 35(40) 45(50)65(95)1565(1825)65(120)1105(2260)125(235) High-T Access 3/4 Access High-T at Access to the South 3/ 4 Movements at Access to the South King Soopers #146 / 096083122 September 2020 23 5.0 TRAFFIC OPERATIONS ANALYSIS Kimley-Horn’s analysis of traffic operations in the site vicinity was conducted to determine potential capacity deficiencies in the 2022 and 2040 development horizons at the identified key intersections. The acknowledged source for determining overall capacity is the Highway Capacity Manual2. 5.1 ANALYSIS METHODO LOGY Capacity analysis results are listed in terms of Level of Service (LOS). LOS is a qualitative term describing operating conditions a driver will experience while traveling on a particular street or highway during a specific time interval. It ranges from A (very little delay) to F (long delays and congestion). For intersections and roadways in this study area, Larimer County standard for the City of Fort Collins identifies overall intersection LOS D and approach LOS E as the minimum thresholds for acceptable operations for signalized intersections. LOS E is the minimum threshold for movements at unsignalized intersections. Table 2 shows the definition of level of service for signalized and unsignalized intersections. Table 2. Level of Service Definitions Level of Service Signalized Intersection Average Total Delay (sec/veh) Unsignalized Intersection Average Total Delay (sec/veh) A ≤ 10 ≤ 10 B > 10 and ≤ 20 > 10 and ≤ 15 C > 20 and ≤ 35 > 15 and ≤ 25 D > 35 and ≤ 55 > 25 and ≤ 35 E > 55 and ≤ 80 > 35 and ≤ 50 F > 80 > 50 Highway Capacity Manual, Sixth Edition, Transportation Research Board, 2016. Study area intersections were analyzed based on average total delay analysis for signalized and unsignalized intersections. Under the unsignalized analysis, the level of service (LOS) for a two-way stop controlled intersection is determined by the computed or measured control delay and is defined for each minor movement. Level of service for a two-way stop-controlled intersection is not defined for the intersection as a whole. Level of service for a signalized and all-way stop controlled intersection is defined for each approach and for the intersection. 2 Transportation Research Board, Highway Capacity Manual, Sixth Edition, Washington DC, 2016. 24 King Soopers #146 / 096083122 September 2020 5.2 KEY INTERSECTION OPERATIONAL ANALYSI S Calculations for the level of service at the key intersections identified for study are provided in Appendix E. The existing and background traffic analyses are based on the lane geometry and intersection control shown in Figure 3. The signalized intersection analysis utilizes the observed cycle lengths with existing phasing and timing. Based on national attention given on appropriate yellow and all-red clearance intervals to improve intersection safety, these have been calculated and are applied for the approaches to the signalized intersections. The increase in the yellow and all red time sacrifices intersection capacity for improved safety. Existing peak hour factors were used for the existing and 2022 conditions. The standardized peak hour factor of 0.92 was used 2040 conditions. Synchro traffic analysis software was used to analyze the study area intersections and access drives for level of service. The Synchro Highway Capacity Manual (HCM) methodology reports were used to analyze intersection delay and level of service. COLLEGE AVENUE (US -287) & COLUMBIA ROAD The existing intersection of College Avenue and Columbia Road is signalized and operates with protected-permitted left turn phasing northbound and southbound. With existing conditions, this intersection operates with a LOS C or better during the morning and afternoon peak hours. Due to the two different scenarios at the College Avenue Access (Scenario 1: High-T Intersection and Scenario 2: Three- Quarter Access) the project volumes at this intersection were different for both scenarios. With or without the addition of project traffic and during both scenarios, the intersection continues to operate acceptably with LOS C or better throughout the 2040 horizon. For the purposes of improving vehicle queues, it should be noted that additional green time was allocated to the eastbound and westbound approaches during the PM peak hour as directed by the City of Fort Collins. Table 3 provides the results of the level of service. Table 3. College Avenue (US-287) & Columbia Road LOS Results Scenario AM Peak Hour PM Peak Hour Delay (sec/veh) LOS Delay (sec/veh) LOS 2020 Existing Eastbound Approach Eastbound Left Eastbound Through Eastbound Right Westbound Approach Westbound Through/Left Westbound Right Northbound Approach Northbound Left Northbound Through Northbound Through/Right Southbound Approach Southbound Left Southbound Through Southbound Right 14.8 53.1 56.6 47.2 47.2 49.1 49.2 48.9 14.8 5.1 15.1 15.3 7.0 6.7 7.1 5.5 B D E D D D D D B A B B A A A A 23.6 48.3 54.3 41.6 42.7 42.4 42.9 41.4 29.8 22.2 30.2 30.5 15.3 13.3 15.7 9.2 C D D D D D D D C C C C B B B A King Soopers #146 / 096083122 September 2020 25 Scenario AM Peak Hour PM Peak Hour Delay (sec/veh) LOS Delay (sec/veh) LOS 2022 Background Eastbound Approach Eastbound Left Eastbound Through Eastbound Right Westbound Approach Westbound Through/Left Westbound Right Northbound Approach Northbound Left Northbound Through Northbound Through/Right Southbound Approach Southbound Left Southbound Through Southbound Right 15.6 52.5 56.3 45.8 45.9 47.9 48.2 47.5 15.7 5.7 16.0 16.3 7.7 7.4 7.8 6.1 B D E D D D D D B A B B A A A A 24.3 48.2 54.6 41.1 42.2 41.9 42.4 41.0 30.5 23.6 30.9 31.2 16.0 14.0 16.4 9.6 C D D D D D D D C C C C B B B A 2022 Background Plus Project (Scenario 1) Eastbound Approach Eastbound Left Eastbound Through Eastbound Right Westbound Approach Westbound Through/Left Westbound Right Northbound Approach Northbound Left Northbound Through Northbound Through/Right Southbound Approach Southbound Left Southbound Through Southbound Right 21.9 51.0 55.1 42.5 42.4 44.5 44.9 43.7 26.9 7.3 27.5 28.0 9.5 10.3 9.6 7.6 C D E D D D D D C A C C A B A A 29.4 45.0 52.6 35.8 36.4 37.5 38.4 35.5 35.5 30.8 35.5 36.5 22.1 17.2 22.8 12.9 C D D D D D D D D C D D C B C B 2022 Background Plus Project (Scenario 2) Eastbound Approach Eastbound Left Eastbound Through Eastbound Right Westbound Approach Westbound Through/Left Westbound Right Northbound Approach Northbound Left Northbound Through Northbound Through/Right Southbound Approach Southbound Left Southbound Through Southbound Right 22.8 50.3 54.0 40.5 40.4 42.3 42.7 41.6 27.9 8.2 28.5 29.0 10.6 10.9 10.7 8.4 C D D D D D D D C A C C B B B A 32.1 45.2 53.9 33.1 33.5 34.6 35.4 32.6 37.5 33.3 37.4 38.5 26.1 18.5 27.0 14.9 C D D C C C D C D C D D C B C B 26 King Soopers #146 / 096083122 September 2020 Scenario AM Peak Hour PM Peak Hour Delay (sec/veh) LOS Delay (sec/veh) LOS 2040 Background Eastbound Approach Eastbound Left Eastbound Through Eastbound Right Westbound Approach Westbound Through/Left Westbound Right Northbound Approach Northbound Left Northbound Through Northbound Through/Right Southbound Approach Southbound Left Southbound Through Southbound Right 20.7 52.3 56.2 45.5 45.1 47.5 47.7 47.2 26.3 6.0 26.5 27.0 8.0 9.5 8.0 6.0 C D E D D D D D C A C C A A A A 27.0 48.2 55.0 40.5 41.6 40.9 41.2 40.4 34.1 35.6 33.7 34.5 18.7 17.3 19.2 10.3 C D E D D D D D C D C C B B B B 2040 Background Plus Project (Scenario 1) Eastbound Approach Eastbound Left Eastbound Through Eastbound Right Westbound Approach Westbound Through/Left Westbound Right Northbound Approach Northbound Left Northbound Through Northbound Through/Right Southbound Approach Southbound Left Southbound Through Southbound Right 22.7 50.9 54.9 42.2 41.6 44.0 44.5 43.4 28.5 7.5 28.8 29.3 9.8 10.9 9.9 7.4 C D D D D D D D C A C C A B A A 32.3 44.4 51.7 35.7 36.3 36.6 37.3 35.3 38.5 44.2 37.7 38.9 26.0 20.0 27.0 13.4 C D D D D D D D D D D D C C C B 2040 Background Plus Project (Scenario 2) Eastbound Approach Eastbound Left Eastbound Through Eastbound Right Westbound Approach Westbound Through/Left Westbound Right Northbound Approach Northbound Left Northbound Through Northbound Through/Right Southbound Approach Southbound Left Southbound Through Southbound Right 23.6 50.2 53.9 40.2 39.7 41.9 42.4 41.3 29.5 8.4 29.7 30.3 10.9 11.6 11.0 8.2 C D D D D D D D C A C C B B B A 36.5 44.3 52.6 32.8 33.2 33.6 34.3 32.3 40.8 47.7 39.8 41.2 32.5 21.4 33.9 15.6 D D D C C C C C D D D D C C C B King Soopers #146 / 096083122 September 2020 27 DRAKE ROAD & MCCLELL AND DRIVE The existing intersection of Drake Road and McClelland Drive is a signalized intersection with protected- permitted left-turn phasing on the westbound approach. The north leg is restricted to public transit vehicles only serving the Mason Corridor Transitway (MAX). With existing conditions, the intersection operates acceptably with a LOS B or better. With or without the addition of project traffic throughout 2040, this intersection is anticipated to operate acceptably during the morning and afternoon peak hours. Table 4 provides the results of the level of service at this intersection. Table 4. Drake Road and McClelland Drive LOS Results Scenario AM Peak Hour PM Peak Hour Delay (sec/veh) LOS Delay (sec/veh) LOS 2020 Existing Eastbound Approach Eastbound Through Eastbound Through/Right Westbound Approach Westbound Left Westbound Through Northbound Approach Northbound Left Northbound Through/Right Southbound Approach 10.9 12.6 12.6 12.5 0.3 8.3 0.1 57.0 71.3 38.7 47.6 B B B B A A A E E D D 16.4 17.6 17.3 17.9 1.1 11.8 0.1 62.9 81.7 40.0 52.4 B B B B A B A E F D D 2022 Background Eastbound Approach Eastbound Through Eastbound Through/Right Westbound Approach Westbound Left Westbound Through Northbound Approach Northbound Left Northbound Through/Right Southbound Approach 12.8 17.8 17.8 17.7 0.5 11.9 0.2 50.1 64.5 32.1 41.1 B B B B A B A D E C D 16.7 17.8 17.5 18.2 1.1 12.0 0.1 63.1 82.3 40.2 53.4 B B B B A B A E F D D 2022 Background Plus Project Eastbound Approach Eastbound Through Eastbound Through/Right Westbound Approach Westbound Left Westbound Through Northbound Approach Northbound Left Northbound Through/Right Southbound Approach 15.2 18.3 18.4 18.3 5.0 12.4 4.8 49.3 64.5 32.5 41.1 B B B B A B A D E C D 19.9 23.5 22.9 24.1 5.9 17.7 4.6 53.4 69.8 36.1 47.5 B C C C A B A D E D D 28 King Soopers #146 / 096083122 September 2020 Scenario AM Peak Hour PM Peak Hour Delay (sec/veh) LOS Delay (sec/veh) LOS 2040 Background Eastbound Approach Eastbound Through Eastbound Through/Right Westbound Approach Westbound Left Westbound Through Northbound Approach Northbound Left Northbound Through/Right Southbound Approach 16.1 10.8 10.9 10.8 6.2 7.2 6.2 88.6 125.2 43.5 51.0 B B B B A A A F F D D 20.0 27.2 26.5 28.1 2.2 19.8 0.5 53.4 68.7 32.9 45.7 B C C C A B A D E C D 2040 Background Plus Project Eastbound Approach Eastbound Through Eastbound Through/Right Westbound Approach Westbound Left Westbound Through Northbound Approach Northbound Left Northbound Through/Right Southbound Approach 16.2 11.2 11.2 11.1 6.3 7.4 6.2 86.5 125.2 44.4 51.0 B B B B A A A F F D D 20.7 21.6 21.1 22.3 4.5 17.5 3.1 71.2 96.6 40.8 51.7 B C C C A B A E F D D King Soopers #146 / 096083122 September 2020 29 DRAKE ROAD & COLLEGE AVENUE The existing intersection of Drake Road and College Avenue is signalized and operates with protected- permitted left turn phasing eastbound and westbound and protected only left turn phasing for the dual lefts northbound and southbound. With existing conditions, this intersection operates with a LOS D during the morning and afternoon peak hours. With or without the addition of project traffic in 2022, the intersection is anticipated to operate at LOS E during the afternoon peak hour. To improve the delay at this intersection, it is recommended that all right turns have permissive plus protected overlap phasing. With right turn overlap phasing, U-Turn movements may need to be restricted on the approaches. Since Drake Road provides only two through lanes in each direction, U-Turns aren’t likely occurring. To restrict U-Turns along College Avenue, it will be important that alternate access is available for the developments on the northeast and southwest corners of the intersection. With this improvement the intersection is anticipated to have lower delays, but still operate at LOS E during the afternoon peak hour throughout 2040. The City and CDOT should continue to monitor traffic conditions in the future to determine if and when potential improvements are needed, although the intersection is believed to be built to its full capacity today. Table 5 provides the results of the level of service. Table 5. Drake Road and College Avenue LOS Results Scenario AM Peak Hour PM Peak Hour Delay (sec/veh) LOS Delay (sec/veh) LOS 2020 Existing Eastbound Approach Eastbound Left Eastbound Through Eastbound Right Westbound Approach Westbound Left Westbound Through Westbound Right Northbound Approach Northbound Left Northbound Through Northbound Right Southbound Approach Southbound Left Southbound Through Southbound Right 40.4 49.9 42.4 52.7 47.6 42.8 35.9 51.1 16.5 28.8 42.2 27.5 22.6 46.7 62.9 48.9 28.3 D D D D D D D D B C D C C D E D C 54.7 77.8 167.7 56.9 46.8 49.0 52.0 55.6 19.8 50.9 109.8 36.7 28.5 50.2 59.4 54.3 19.1 D E F E D D D E B D F D C D E D B 30 King Soopers #146 / 096083122 September 2020 Scenario AM Peak Hour PM Peak Hour Delay (sec/veh) LOS Delay (sec/veh) LOS 2022 Background Eastbound Approach Eastbound Left Eastbound Through Eastbound Right Westbound Approach Westbound Left Westbound Through Westbound Right Northbound Approach Northbound Left Northbound Through Northbound Right Southbound Approach Southbound Left Southbound Through Southbound Right 40.6 50.7 45.5 53.0 47.7 42.5 35.4 50.5 17.7 29.7 44.5 28.2 23.2 45.7 65.7 47.5 26.9 D D D D D D D D B C D C C D E D C 57.1 83.9 190.0 58.0 46.3 51.6 57.3 58.3 20.3 54.7 127.5 36.9 28.6 49.9 62.5 53.4 18.7 E F F E D D E E C D F D C E D B D 2022 Background Plus Project Eastbound Approach Eastbound Left Eastbound Through Eastbound Right Westbound Approach Westbound Left Westbound Through Westbound Right Northbound Approach Northbound Left Northbound Through Northbound Right Southbound Approach Southbound Left Southbound Through Southbound Right 41.6 50.2 46.0 52.2 47.4 42.9 34.6 51.3 17.3 31.4 44.4 30.0 24.5 47.8 68.8 48.8 27.7 D D D D D D C D B C D C C D E D C 67.4 97.4 274.9 57.0 54.7 61.7 88.1 67.3 20.5 61.7 140.8 40.2 30.2 60.8 62.3 67.5 21.3 E F F E D E F E C E F D C E E F C 2022 Background Plus Project # Eastbound Approach Eastbound Left Eastbound Through Eastbound Right Westbound Approach Westbound Left Westbound Through Westbound Right Northbound Approach Northbound Left Northbound Through Northbound Right Southbound Approach Southbound Left Southbound Through Southbound Right 40.0 43.5 45.3 52.3 11.7 46.2 34.6 51.3 34.8 30.4 44.0 29.6 18.6 45.5 68.8 48.8 12.9 D D D D B D C D C C D C B D E D B 64.7 81.2 231.5 57.3 18.0 54.6 60.9 61.1 24.9 65.0 151.2 42.3 25.0 61.7 56.4 71.6 12.1 E F F E B D E E C E F D C E E F B King Soopers #146 / 096083122 September 2020 31 Scenario AM Peak Hour PM Peak Hour Delay (sec/veh) LOS Delay (sec/veh) LOS 2040 Background # Eastbound Approach Eastbound Left Eastbound Through Eastbound Right Westbound Approach Westbound Left Westbound Through Westbound Right Northbound Approach Northbound Left Northbound Through Northbound Right Southbound Approach Southbound Left Southbound Through Southbound Right 39.6 43.1 46.7 50.7 12.1 46.4 33.8 51.5 35.5 30.1 45.5 28.9 17.7 44.1 65.9 48.7 12.8 D D D D B D C D D C D C B D E D B 63.8 78.9 255.6 46.2 13.4 54.3 85.0 54.3 28.1 59.3 161.0 36.9 21.9 64.4 64.4 73.9 12.0 E E F D B D F D C E F D C E E F B 2040 Background Plus Project # Eastbound Approach Eastbound Left Eastbound Through Eastbound Right Westbound Approach Westbound Left Westbound Through Westbound Right Northbound Approach Northbound Left Northbound Through Northbound Right Southbound Approach Southbound Left Southbound Through Southbound Right 40.3 43.0 49.5 49.8 12.2 45.0 32.9 50.1 33.9 32.1 46.6 30.9 18.9 45.5 68.3 49.2 13.0 D D D D B D C D C C D C B D E D B 76.1 102.6 316.5 62.8 21.4 21.6 73.7 53.8 26.0 77.0 221.7 41.2 22.8 74.6 64.8 87.1 12.6 E F F E C D E D C E F D C E E F B # Right Turn Overlap Phasing at All Approaches 32 King Soopers #146 / 096083122 September 2020 COLLEGE AVENUE F ULL MOVEMENT ACCESS The existing access near the northern boundary of the redevelopment project site along College Avenue is unsignalized with stop control on the eastbound driveway approach. This intersection was studied for two different scenarios, Scenario 1 is a High-T intersection and Scenario 2 is a three-quarter access. The High T-intersection provides an acceleration lane along northbound College Avenue for eastbound left turn movements. All movements at this access are anticipated to operate acceptably with the addition of project traffic throughout 2040 for both scenarios. Table 6 provides the results of the level of service at this intersection. Table 6. College Avenue Full Movement Access LOS Results Scenario AM Peak Hour PM Peak Hour Delay (sec/veh) LOS Delay (sec/veh) LOS 2022 Background Plus Project (Scenario 1) Northbound Left Eastbound Left Eastbound Right 10.8 12.8 11.4 B B B 19.7 25.8 25.1 C D D 2022 Background Plus Project (Scenario 2) Northbound Left Eastbound Right 11.0 11.5 B B 20.4 25.7 C D 2040 Background Plus Project (Scenario 1) Northbound Left Eastbound Left Eastbound Right 11.2 13.2 11.7 B B B 25.2 35.9 30.9 D E D 2040 Background Plus Project (Scenario 2) Northbound Left Eastbound Right 11.3 11.8 B B 26.5 33.0 D D King Soopers #146 / 096083122 September 2020 33 D RAKE ROAD RIGHT -IN/RIGHT -OUT ACCESS The existing right-in/right-out access along Drake Road at the west edge of the property is unsignalized with stop control on the southbound driveway approach. With existing conditions, the southbound right turn movement operates with a LOS B during the morning and afternoon peak hours. With the addition of project traffic throughout 2040, the southbound right turn exiting movement at this driveway intersection along Drake Road is anticipated to continue operating acceptably at LOS B during the morning and afternoon peak hours. Table 7 provides the results of the level of service at this intersection. Table 7. Drake Road Right-In/Right-Out Access LOS Results Scenario AM Peak Hour PM Peak Hour Delay (sec/veh) LOS Delay (sec/veh) LOS 2022 Background Plus Project Southbound Right 10.4 B 11.6 B 2040 Background Plus Project Southbound Right 10.5 B 11.9 B 34 King Soopers #146 / 096083122 September 2020 DRAKE ROAD THREE -QUARTER MOVEMENT ACCESS The existing full movement access along Drake Road is unsignalized with stop control on the northbound and southbound driveway approaches. With the construction of this project, it is anticipated that this intersection will be converted to a three-quarter movement access, restricting northbound and southbound left turns and through movements. With the addition of project traffic, all movements at this intersection are anticipated to operate acceptably throughout 2040. Table 8 provides the results of the level of service at this intersection. Table 8. Drake Road Three-Quarter Movement Access LOS Results Scenario AM Peak Hour PM Peak Hour Delay (sec/veh) LOS Delay (sec/veh) LOS 2022 Background Plus Project Eastbound Left Westbound Left Northbound Right Southbound Right 10.6 0.0 0.0 11.5 B A A B 18.1 0.0 0.0 17.9 C A A C 2040 Background Plus Project Eastbound Left Westbound Left Northbound Right Southbound Right 10.9 0.0 0.0 12.2 B A A B 23.6 0.0 0.0 20.7 C A A C 5.3 BICYCLE AND PEDE STRIAN ACCESS A bicycle and pedestrian access evaluation were conducted for the King Soopers #146 redevelopment project. This focused on the areas of Drake Road and College Avenue (US-287) adjacent to the site. The following provides a description of the assessment. Adjacent to the site, Drake Road provides sidewalks and bicycle lanes along both sides of the street. Within a quarter mile to the west, pedestrian access is good with wide sidewalks and signalized crossings of McClelland Drive. In addition, the Mason Trail is located to the west and a signalized crossing of Drake Road exists at the Redwing Road intersection. With the inclusion of on-street designated bicycle lanes, great level of service exists for both pedestrians and bicycles to the west along Drake Road and north and south along the Mason Trail. To the east along Drake Road, adequate sidewalks exist along the project frontage and east to Harvard Street. The Drake Road and College Avenue signalized intersection includes pedestrian crosswalks and signalized crossing phases. However, east of Harvard Street along Drake Road, the sidewalks widths are significantly reduced to narrow widths of 3 to 4 feet. In addition, the bicycle lanes do not exist east of Harvard Street. Therefore, the pedestrian and bicycle level of service along Drake Road to the east of Harvard Street is significantly reduced. It appears that right-of- way may be an issue for implementing improvements through this area. Along College Avenue (US-287), acceptable sidewalks exist along the west side of the roadway from Rutgers Avenue to the north to Thunderbird Drive to the south. Rutgers Avenue is located beyond 1/4th mile north of the project site; therefore, acceptable pedestrian access exists to the north for this specific King Soopers #146 / 096083122 September 2020 35 project. Thunderbird Drive is only about 1/8th of mile to the south. Pedestrian movements beyond Thunderbird Drive to the south likely occur along the frontage road sidewalk, which is believed to be adequate through the study area. The east side of College Avenue does not contain sidewalk in a few areas. The frontage road on the east side does include sidewalk in several locations, however pedestrian movements north and south along the corridor may be difficult. Due to this, it is important that the project include adequate sidewalks adjacent to the project frontage of College Avenue. In addition, bicycle lanes do not exist along College Avenue in either direction. It is believed that north/south bicycle trips are along the Mason Trail to the west, therefore connection to this trail is important for the project. Transit within the area is provided by Transfort. The MAX route to the west and the Route 7 along Drake Road are the two closest routes to the project site. The MAX route provides service between the DTC in Downtown Fort Collins and the STC south of Harmony Road. It links with other Transfort bus routes, Park-n-Rides, and the City's bicycle/pedestrian trail system. A station exists directly to the west of the project site. The MAX service is Monday through Saturday, every 10 minutes and during peak hours and every 30 minutes all day on Sundays, year-round. MAX Bus Rapid Transit (BRT) serves major activity and employment centers throughout the community including Midtown, CSU and Downtown. Route 7 provides service from the DTC along Shields Street to Drake Road to east of Timberline Road. This route runs Monday through Saturday, every 30 minutes during peak times, and every 60 minutes in the evening and weekend, year-round. It serves CSU campus, Senior Center, Drake Road and Rigden Farm. A bus stop exists along westbound Drake Road, just west of the full movement access location. A shelter exists at this bus stop location. The bus stop along eastbound Drake Road is located to the east of McClelland Drive and includes a bench. A designated pedestrian connection is recommended through the project site connecting College Avenue to the MAX BRT station located to the west of the property. This should include designated crosswalks and pedestrian crossing signs of the drive aisles. In addition, sidewalk is proposed along project frontages of College Avenue (US-287) and Drake Road. Bicycle parking areas are proposed adjacent to the new King Soopers building. 36 King Soopers #146 / 096083122 September 2020 5.4 QUEUING ANALYSIS A queuing analysis was conducted for the adjacent public street intersections as well as the existing/proposed accesses. The queuing analysis was performed using Synchro analysis software presenting results of the 95th percentile queue length. Results are shown in the following Table 9 with calculations provided within the level of service (LOS) operational sheets of Appendix E for the unsignalized intersections and Appendix F for signalized intersections. Table 9. Turn Lane Queuing Results Intersection Turn Lane Existing Turn Lane Length (feet) 2022 Queue Length (feet) 2022 Recommended Turn Lane Length (feet) 2040 Queue Length (feet) 2040 Recommended Turn Lane Length (feet) Columbia Rd & College Ave (Scenario 1) Eastbound Left Eastbound Right Northbound Left Southbound Left Southbound Right 100’ C 150’ 275’ C 204’ 32’ 88’ 33’ 49’ 225’ C 150’ 275’ C 215’ 31’ 103 37’ 58’ 225’ C 150’ 275’ C Columbia Rd & College Ave (Scenario 2) Eastbound Left Eastbound Right Northbound Left Southbound Left Southbound Right 100’ C 150’ 275’ C 245’ 31’ 40’ 36’ 49’ 225’ C 150’ 275’ C 255’ 30’ 56’ 40’ 58’ 225’ C 150’ 275’ C Drake Rd & McClelland Dr Westbound Left Northbound Left 125’ 200’ 35’ 205’ 125’ 200’ 37’ 296’ 75’ 300’ Drake Rd & College Ave Eastbound Left Eastbound Right Westbound Left Westbound Right Northbound Left Northbound Right Southbound Left Southbound Right 225’ 200’ 250’ 225’ 250’ DL 200’ 225’ DL 250’ 301’ 64’ 210’ 102’ 274’ 82’ 168’ 208’ 225’* 200’ 250’ 225’ 250’ DL 200’ 225’ DL 250’ 347’ 93’ 253’ 106’ 300’ 92’ 159’ 170’ 225’* 200’ 250’ 225’ 250’ DL 200’ 225’ DL 250’ College Ave Full Access (Scenario 1) Eastbound Left Eastbound Right Northbound Left C C 200’ 25’ 100’ 50’ C C 200’ 50’ 125’ 50’ C C 200’ College Ave 3/4 Access (Scenario 2) Eastbound Right Northbound Left C 200’ 125’ 50’ C 200’ 150’ 50’ C 200’ King Soopers #146 / 096083122 September 2020 37 Intersection Turn Lane Existing Turn Lane Length (feet) 2022 Queue Length (feet) 2022 Recommended Turn Lane Length (feet) 2040 Queue Length (feet) 2040 Recommended Turn Lane Length (feet) Drake Rd RIRO Access Southbound Right C 25’ C 25’ C Drake Rd 3/4 Access Eastbound Left Westbound Left Westbound Right Northbound Right Southbound Right 75’ 50’ DNE C C 75’ 0’ 0’ 0’ 75’ 100’ 50’ 100’ C C 90’ 0’ 0’ 0’ 75’ 100’ 50’ 100’ C C Scenario 1 = High-T at College Ave Access, Scenario 2 = ¾ Access at College Ave Access, C = Continuous; DL = Dual Left Turn Lanes; * = Maximum Length As shown in the table representing the queuing results, most anticipated queues are accommodated or managed within existing turn bay lengths with project traffic in the 2022 horizon. The ones that may exceed existing turn lane length capacity are the following: • Eastbound left turn lane at the Columbia Road and College Avenue intersection. The existing 100- foot eastbound left turn lane at the Columbia Road and College Avenue intersections was found to require the maximum allowable 225 feet of storage Scenario 1 (full access along US-287) and 250 feet (25 feet beyond the maximum allowable left turn storage) for Scenario 2 (without full access along US-287). Eastbound left turn vehicles queues are expected to be approximately 40 feet longer at this intersection for Scenario 2 compared to Scenario 1. It is believed that this left turn lane extension is possible with a median modification to include removal of a portion of the landscaped area. The existing eastbound access width is approximately 17 feet wide, which is about three feet from providing two 10-foot eastbound lanes so that eastbound through and right turning traffic can reach the College Avenue intersection even when the left turn queue extends beyond the left turn lane length. At a minimum the improvements could consider this 3-foot widening modification within the median with minimal disruption to the existing landscaping to provide two eastbound lanes of traffic on the access approach to the College Avenue signalized intersection. It is recommended that the project team coordinate with the owner of the retail center to consider this modification. • Eastbound left turn lane at the Drake Road and College Avenue intersection. The existing 225- foot left turn lane may have queues of approximately 300 feet during the weekday afternoon peak hour. However, it isn’t possible to extend this left turn lane without removing the westbound left turn lane for access into the car dealership on the south side of Drake Road. • Although the queue for the dual northbound left turn lanes at the intersection of Drake Road and College Avenue extends beyond the available storage it is not recommended to extend these lanes per direction from the City of Fort Collins. • The eastbound left turn lane at the Drake Road three-quarter movement access is recommended to be extended to 100 feet by 2040 but should be implanted by buildout as directed by the City of Fort Collins. It is believed that the existing back-to-back 125-foot westbound left turn lane at Drake Road and McClelland Drive could be reduced to 100 feet if needed so that this additional lane length could be constructed at the Drake Road access. 38 King Soopers #146 / 096083122 September 2020 By 2040, a few other left turn storage issues may occur. These include the following: • Eastbound left turn lane at the Drake Road and College Avenue intersection. The existing 225- foot left turn lane may have queues of approximately 350 feet during the weekday afternoon peak hour. However, it isn’t possible to extend this left turn lane without removing the westbound left turn lane for access into the car dealership on the south side of Drake Road. • The existing 200-foot northbound left turn lane at the Drake Road and McClelland Drive intersection may need to be extended to 300 feet by 2040. It is recommended that the City of Fort Collins consider this improvement if needed in the future. It should be noted that project traffic does not contribute to this movement. 5 .5 CDOT TURN BAY LENGTH AN ALYSIS Since US-287 is a state owned and maintained facility, it is recommended that auxiliary turn lanes along US-287 be constructed in accordance with the current CDOT State Highway Access Code (SHAC). CDOT categorizes the segment of US-287 through the study area as NR-B: Non-Rural Arterial. US-287 provides three through lanes in each direction has a posted speed limit of 40 miles per hour within the project limits. According to the State Highway Access Code for category NR-B, the following thresholds apply for implementation of auxiliary turn lanes with a speed limit of 40 miles per hour: • A left turn lane with storage length plus taper is required for any access with a projected peak hour left ingress turning volume greater than 25 vehicles per hour. • Right turn auxiliary turn lanes are generally not required when three through lanes are provided in each direction. Based on traffic projections and the above thresholds, auxiliary turn lane requirements were calculated for the project access along US-287 and are as follows: • A northbound left turn deceleration lane is warranted and exists today with a length of approximately 200 feet plus a 160-foot taper. Since US-287 has an NR-B category with a speed limit of 40 miles per hour, the left turn lane requirement is storage length plus taper length (145 feet at 12 to 1 taper). The storage length required is one (1) foot per vehicle during the peak hour (rounded to nearest 25-foot increment to equate to one vehicle). Based on the projected northbound left turn volume being 95 vehicles per hour in 2022, the storage length requirement is 100 feet plus a 145-foot taper; therefore, the existing left turn lane length is expected to meet CDOT standards. 5.6 T WO ACCESS SCENARIO E VALUATION Two-access scenarios along College Avenue were evaluation as directed by the City of Fort Collins and CDOT. The two access scenarios evaluated are with and without full movement access along College Avenue (US-287). Scenario 1 includes a full movement High T access intersection which provides two stage left turn with an acceleration/refuge lane along northbound College Avenue for the eastbound left turn. In the without full movement access Scenario 2, the access along College Avenue was evaluated with three-quarter movements with the left turn exit restricted. In Scenario 2, the eastbound left turns exiting the retail center were rerouted up to the signalized access intersection in alignment with Columbia Road. It is expected that the intersection of Columbia Road and College Avenue will operate with LOS C during the morning and afternoon peaks hours under both Scenario 1 and Scenario 2 in 2022. By 2040, it is expected that the intersection of Columbia Road and College Avenue will operate with LOS C during the morning peak hour for both access scenarios; however, this intersection reports LOS C for the full King Soopers #146 / 096083122 September 2020 39 movement access scenario and LOS D for the without full movement scenario during the afternoon peak hour. Vehicle delays are less in all scenarios for the Scenario 1 traffic condition. The existing 100-foot eastbound left turn lane at the Columbia Road and College Avenue intersections was found to require the maximum allowable 225 feet of storage length with Scenario 1 (full access along US- 287), but 250 feet (25 feet beyond the maximum allowable left turn storage) for Scenario 2 (without full access along US-287) which isn’t possible to accommodate. Eastbound left turn vehicles queues are expected to be approximately 40 feet longer at this intersection for Scenario 2 compared to Scenario 1. Based on these traffic operation and queueing results, it is recommended that the existing full movement access along College Avenue (US-287) continue to all full turning movements. To improve operations for the eastbound left turn, it is recommended that the access intersection be configured as a High T. This is possible since there is no access along the east side of the College Avenue. To meet CDOT standards for acceleration lane length at 35 miles per hour, it is recommended that this lane provide a length of 150 feet with 120-foot taper, which can be accommodated without modification to the northbound left turn lane for the three-quarter movement access to the north. 5.7 I MPROVEMENT SUMMARY Based on the results of the operational level of service analysis and turn lane analysis, recommended lane configurations and control of the study area intersections are shown in Figures 15 and 16 for the 2022 and 2040 horizons, respectively. 42 King Soopers #146 / 096083122 September 2020 6.0 CONCLUSIONS AND RECO MMENDATIONS Based on the analysis presented in this report, Kimley-Horn believes the proposed King Soopers #146 Project will be successfully incorporated into the existing and future roadway network. The proposed project development resulted in the following recommendations and conclusions: 2022 Improvements: • With project development, the existing full movement access along Drake Road will be converted to a three-quarter movement access with the southbound left turn restricted. A westbound right turn lane with 100-feet of length is recommended at the three-quarter movement access along Drake Road. • It is recommended that the full movement access along College Avenue remain with the redevelopment. To improve operations for left turn exiting movements at this unsignalized full movement access intersection along College Avenue, it is recommended that the access intersection include a channelized High T configuration with an acceleration/refuge lane along northbound College Avenue to accept vehicles from the eastbound left turn. This will allow for left turn egress to occur with a two-stage left turn. To meet CDOT standards for acceleration lane length at 35 miles per hour, it is recommended that the northbound left turn acceleration lane provide a length of 150 feet with 120-foot taper. • It is recommended that the eastbound left turn lane for exiting traffic from the commercial center be considered for extension at the Columbia Road and College Avenue intersection. The existing 100- foot eastbound left turn lane at the Columbia Road and College Avenue intersections was found to require the maximum allowable 225 feet of storage Scenario 1 (full access along US-287) and 250 feet (25 feet beyond the maximum allowable left turn storage) for Scenario 2 (without full access along US-287). Eastbound left turn vehicles queues are expected to be approximately 40 feet longer at this intersection for Scenario 2 compared to Scenario 1, which demonstrates full movement access along College Avenue (US-287) is preferred. It is believed that this left turn lane extension is possible with striping two eastbound lanes within the center. If the lane width is too narrow, a slight median modification to include removal of some of the landscaped area may be needed. The existing eastbound access width is approximately 17 feet wide, which is about three feet from providing two 10-foot eastbound lanes so that eastbound through and right turning traffic can reach the College Avenue intersection even when the left turn queue extends beyond the left turn lane length. At a minimum the improvements could consider this 3-foot widening modification within the median with minimal disruption to the existing landscaping to provide two eastbound lanes of traffic on the access approach to the College Avenue signalized intersection. It is recommended that the project team coordinate with the owner of the retail center to consider this modification. • A designated pedestrian connection is recommended through the project site connecting College Avenue to the MAX BRT station located to the west of the property. This should include designated crosswalks and pedestrian crossing signs of the drive aisles. In addition, sidewalk is proposed along project frontages of College Avenue (US-287) and Drake Road. Bicycle parking areas are proposed adjacent to the new King Soopers building. • The existing 225-foot eastbound left turn lane at the Drake Road and College Avenue intersection may have queues of approximately 300 feet during the weekday afternoon peak hour. However, it King Soopers #146 / 096083122 September 2020 43 isn’t possible to extend this left turn lane without removing the westbound left turn lane for access into the car dealership on the south side of Drake Road. • The eastbound left turn lane at the Drake Road three-quarter movement access is recommended to be extended by 2040 but should be implemented at buildout as directed by the City of Fort Collins. The existing 75-foot left turn lane may not accommodate the projected queues. It is believed that the existing back-to-back 125-foot westbound left turn lane at Drake Road and McClelland Drive could be reduced to 100 feet if needed so that this additional lane length could be constructed for the Drake Road access. • Right turn overlap phasing may be beneficial on all approaches to the Drake Road and College Avenue intersection. With right turn overlap phasing, U-Turn movements may need to be restricted on the approaches. Since Drake Road provides only two through lanes in each direction, U-Turns aren’t likely occurring. To restrict U-Turns along College Avenue, it will be important that alternate access is available for the developments on the northeast and southwest corners of the intersection. 2040 Improvements: • The existing 200-foot northbound left turn lane at the Drake Road and McClelland Drive intersection may need to be extended to 300 feet by 2040. It is recommended that the City of Fort Collins consider this improvement if needed in the future. It should be noted that project traffic does not contribute to this movement. General Improvements: • All on-site improvements should be incorporated into the Civil Drawings and conform to standards of the City of Fort Collins and CDOT, as applicable, as well as the Manual on Traffic Control Devices (MUTCD) – 2009 Edition. King Soopers #146 / 096083122 APPENDICES King Soopers #146 / 096083122 APPENDIX A Base Assumptions Form North:Columbia Road South:West Drake Road East:West:McClelland Dr Short Range: 2022 Long Range: 2040 Sat: N/A Passby: Overall Trip Distribution Mode Split Assumptions Date: Local Entity Engineering: Attachement A Transportation Impact Study Base Assumptions South College Ave King Soopers #146 Fort Collins NWC South College Avenue & West Drake Road Project Information Type of Study Intermediate: Study Area Bounderies Areas Requiring Special Study 2. S College Ave/Columbia Rd 3. W Drake Rd/McClelland Dr 4. S College Ave/W Drake Rd 5 6 7 8 ITE Procedures PM: 4:00-6:00AM: 7:00-9:00 Study Years Trip Adjustment Factors Future Traffic Growth Rate 6/30/2020 Curtis RoweTraffic Engineering: Project Name Project Location Full:X Committed Roadway Improvements Other Traffic Studies Captive Market: N/A SEE ATTACHED SKETCH: 20% internal to overall retail center 0.50% (CDOT 20 Year Factor US-287 is 1.08 = 0.39% Annual Growth) TIS Assumptions N/A - ITE Trip Generation all Vehicles Study Intersections 1. All access drives Time Period for Study Trip Generation Rates SEE ATTACHED ITE CALCULATION SHEETS King Soopers #146 / 096083122 APPENDIX B Intersections Count Sheet s File Name : McClelland & Drake 7-23-19 Site Code : 00005050 Start Date : 7/23/2019 Page No : 1 North/South Street: McClelland East/West Street: Drake Time: AM ICU Number: 50 Groups Printed- Unshifted McClelland Southbound Drake Westbound McClelland 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 0 3 0 3 0 201 2 203 13 1 27 41 9 195 0 204 451 07:45 AM 0 2 0 2 0 250 6 256 14 2 24 40 13 208 0 221 519 Total 0 5 0 5 0 451 8 459 27 3 51 81 22 403 0 425 970 08:00 AM 0 1 0 1 0 167 3 170 12 1 15 28 17 167 0 184 383 08:15 AM 0 2 0 2 0 219 5 224 19 2 18 39 22 194 0 216 481 Grand Total 0 8 0 8 0 837 16 853 58 6 84 148 61 764 0 825 1834 Apprch %0 100 0 0 98.1 1.9 39.2 4.1 56.8 7.4 92.6 0 Total %0 0.4 0 0.4 0 45.6 0.9 46.5 3.2 0.3 4.6 8.1 3.3 41.7 0 45 McClelland Drake Drake McClelland Right 0 Thru 8 Left 0 InOut Total 6 8 14 Right0 Thru837 Left16 OutTotalIn822 853 1675 Left 84 Thru 6 Right 58 Out TotalIn 85 148 233 Left0 Thru764 Right61 TotalOutIn921 825 1746 7/23/2019 07:30 AM 7/23/2019 08:15 AM Unshifted North City of Fort Collins Traffic Operations 626 Linden File Name : McClelland & Drake 7-23-19 Site Code : 00005050 Start Date : 7/23/2019 Page No : 1 North/South Street: McClelland East/West Street: Drake Time: PM ICU Number: 50 Groups Printed- Unshifted McClelland Southbound Drake Westbound McClelland 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 0 3 0 3 2 194 11 207 24 2 36 62 30 234 0 264 536 04:45 PM 0 1 0 1 0 234 23 257 21 1 41 63 20 264 1 285 606 Total 0 4 0 4 2 428 34 464 45 3 77 125 50 498 1 549 1142 05:00 PM 0 2 0 2 0 246 19 265 34 3 45 82 22 250 0 272 621 05:15 PM 1 6 0 7 0 263 14 277 24 1 44 69 29 267 0 296 649 Grand Total 1 12 0 13 2 937 67 1006 103 7 166 276 101 1015 1 1117 2412 Apprch %7.7 92.3 0 0.2 93.1 6.7 37.3 2.5 60.1 9 90.9 0.1 Total %0 0.5 0 0.5 0.1 38.8 2.8 41.7 4.3 0.3 6.9 11.4 4.2 42.1 0 46.3 McClelland Drake Drake McClelland Right 1 Thru 12 Left 0 InOut Total 10 13 23 Right2 Thru937 Left67 OutTotalIn1118 1006 2124 Left 166 Thru 7 Right 103 Out TotalIn 180 276 456 Left1 Thru1015 Right101 TotalOutIn1104 1117 2221 7/23/2019 04:30 PM 7/23/2019 05:15 PM Unshifted North City of Fort Collins Traffic Operations 626 Linden File Name : McClelland & Drake 7-23-19 Site Code : 00005050 Start Date : 7/23/2019 Page No : 1 North/South Street: McClelland East/West Street: Drake Time: PHF ICU Number: 50 McClelland Southbound Drake Westbound McClelland 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 Peak Hour Analysis From 07:30 AM to 09:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM 07:30 AM 0 3 0 3 0 201 2 203 13 1 27 41 9 195 0 204 451 07:45 AM 0 2 0 2 0 250 6 256 14 2 24 40 13 208 0 221 519 08:00 AM 0 1 0 1 0 167 3 170 12 1 15 28 17 167 0 184 383 08:15 AM 0 2 0 2 0 219 5 224 19 2 18 39 22 194 0 216 481 Total Volume 0 8 0 8 0 837 16 853 58 6 84 148 61 764 0 825 1834 App. Total 0 100 0 0 98.1 1.9 39.2 4.1 56.8 7.4 92.6 0 PHF .000 .667 .000 .667 .000 .837 .667 .833 .763 .750 .778 .902 .693 .918 .000 .933 .883 Peak Hour Analysis From 10:00 AM to 01:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 12:00 PM 12:00 PM 0 3 0 3 0 228 16 244 39 3 31 73 34 247 0 281 601 12:15 PM 0 2 0 2 0 178 16 194 30 1 32 63 31 233 0 264 523 12:30 PM 0 2 0 2 0 215 10 225 41 1 32 74 25 233 0 258 559 12:45 PM 0 1 0 1 0 229 14 243 42 1 37 80 24 230 0 254 578 Total Volume 0 8 0 8 0 850 56 906 152 6 132 290 114 943 0 1057 2261 App. Total 0 100 0 0 93.8 6.2 52.4 2.1 45.5 10.8 89.2 0 PHF .000 .667 .000 .667 .000 .928 .875 .928 .905 .500 .892 .906 .838 .954 .000 .940 .941 Peak Hour Analysis From 02:00 PM to 05:15 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM 04:30 PM 0 3 0 3 2 194 11 207 24 2 36 62 30 234 0 264 536 04:45 PM 0 1 0 1 0 234 23 257 21 1 41 63 20 264 1 285 606 05:00 PM 0 2 0 2 0 246 19 265 34 3 45 82 22 250 0 272 621 05:15 PM 1 6 0 7 0 263 14 277 24 1 44 69 29 267 0 296 649 Total Volume 1 12 0 13 2 937 67 1006 103 7 166 276 101 1015 1 1117 2412 App. Total 7.7 92.3 0 0.2 93.1 6.7 37.3 2.5 60.1 9 90.9 0.1 PHF .250 .500 .000 .464 .250 .891 .728 .908 .757 .583 .922 .841 .842 .950 .250 .943 .929 City of Fort Collins Traffic Operations 626 Linden Street, PO Box 580 Fort Collins, CO 80522-0580 Peak Hour Turning Movement Count AM AS 3 3 0 0 0 3 29 1 1 0 3 0 13 0 0 010 0 0 00 3 4 0 0 1 Record Numb AM 50 McClelland Drake Tuesday, July 23, 2019 921 Page 1 of 3 16 5 0 PM 0 0 10 0 8 3 0 2 0 210 0 0 112 0 0 00 5 1 0 0 0 PM McClelland Drake AS 50 Tuesday, July 23, 2019 Page 3 of 3 File Name : McClelland & Drake 7-23-19 Site Code : 00005050 Start Date : 7/23/2019 Page No : 1 North/South Street: McClelland East/West Street: Drake Time: AM ICU Number: 50 Groups Printed- Unshifted McClelland Southbound Drake Westbound McClelland 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 0 3 0 3 0 201 2 203 13 1 27 41 9 195 0 204 451 07:45 AM 0 2 0 2 0 250 6 256 14 2 24 40 13 208 0 221 519 Total 0 5 0 5 0 451 8 459 27 3 51 81 22 403 0 425 970 08:00 AM 0 1 0 1 0 167 3 170 12 1 15 28 17 167 0 184 383 08:15 AM 0 2 0 2 0 219 5 224 19 2 18 39 22 194 0 216 481 Grand Total 0 8 0 8 0 837 16 853 58 6 84 148 61 764 0 825 1834 Apprch %0 100 0 0 98.1 1.9 39.2 4.1 56.8 7.4 92.6 0 Total %0 0.4 0 0.4 0 45.6 0.9 46.5 3.2 0.3 4.6 8.1 3.3 41.7 0 45 McClelland Drake Drake McClelland Right 0 Thru 8 Left 0 InOut Total 6 8 14 Right0 Thru837 Left16 OutTotalIn822 853 1675 Left 84 Thru 6 Right 58 Out TotalIn 85 148 233 Left0 Thru764 Right61 TotalOutIn921 825 1746 7/23/2019 07:30 AM 7/23/2019 08:15 AM Unshifted North City of Fort Collins Traffic Operations 626 Linden File Name : McClelland & Drake 7-23-19 Site Code : 00005050 Start Date : 7/23/2019 Page No : 1 North/South Street: McClelland East/West Street: Drake Time: PM ICU Number: 50 Groups Printed- Unshifted McClelland Southbound Drake Westbound McClelland 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 0 3 0 3 2 194 11 207 24 2 36 62 30 234 0 264 536 04:45 PM 0 1 0 1 0 234 23 257 21 1 41 63 20 264 1 285 606 Total 0 4 0 4 2 428 34 464 45 3 77 125 50 498 1 549 1142 05:00 PM 0 2 0 2 0 246 19 265 34 3 45 82 22 250 0 272 621 05:15 PM 1 6 0 7 0 263 14 277 24 1 44 69 29 267 0 296 649 Grand Total 1 12 0 13 2 937 67 1006 103 7 166 276 101 1015 1 1117 2412 Apprch %7.7 92.3 0 0.2 93.1 6.7 37.3 2.5 60.1 9 90.9 0.1 Total %0 0.5 0 0.5 0.1 38.8 2.8 41.7 4.3 0.3 6.9 11.4 4.2 42.1 0 46.3 McClelland Drake Drake McClelland Right 1 Thru 12 Left 0 InOut Total 10 13 23 Right2 Thru937 Left67 OutTotalIn1118 1006 2124 Left 166 Thru 7 Right 103 Out TotalIn 180 276 456 Left1 Thru1015 Right101 TotalOutIn1104 1117 2221 7/23/2019 04:30 PM 7/23/2019 05:15 PM Unshifted North City of Fort Collins Traffic Operations 626 Linden File Name : McClelland & Drake 7-23-19 Site Code : 00005050 Start Date : 7/23/2019 Page No : 1 North/South Street: McClelland East/West Street: Drake Time: PHF ICU Number: 50 McClelland Southbound Drake Westbound McClelland 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 Peak Hour Analysis From 07:30 AM to 09:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM 07:30 AM 0 3 0 3 0 201 2 203 13 1 27 41 9 195 0 204 451 07:45 AM 0 2 0 2 0 250 6 256 14 2 24 40 13 208 0 221 519 08:00 AM 0 1 0 1 0 167 3 170 12 1 15 28 17 167 0 184 383 08:15 AM 0 2 0 2 0 219 5 224 19 2 18 39 22 194 0 216 481 Total Volume 0 8 0 8 0 837 16 853 58 6 84 148 61 764 0 825 1834 App. Total 0 100 0 0 98.1 1.9 39.2 4.1 56.8 7.4 92.6 0 PHF .000 .667 .000 .667 .000 .837 .667 .833 .763 .750 .778 .902 .693 .918 .000 .933 .883 Peak Hour Analysis From 10:00 AM to 01:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 12:00 PM 12:00 PM 0 3 0 3 0 228 16 244 39 3 31 73 34 247 0 281 601 12:15 PM 0 2 0 2 0 178 16 194 30 1 32 63 31 233 0 264 523 12:30 PM 0 2 0 2 0 215 10 225 41 1 32 74 25 233 0 258 559 12:45 PM 0 1 0 1 0 229 14 243 42 1 37 80 24 230 0 254 578 Total Volume 0 8 0 8 0 850 56 906 152 6 132 290 114 943 0 1057 2261 App. Total 0 100 0 0 93.8 6.2 52.4 2.1 45.5 10.8 89.2 0 PHF .000 .667 .000 .667 .000 .928 .875 .928 .905 .500 .892 .906 .838 .954 .000 .940 .941 Peak Hour Analysis From 02:00 PM to 05:15 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM 04:30 PM 0 3 0 3 2 194 11 207 24 2 36 62 30 234 0 264 536 04:45 PM 0 1 0 1 0 234 23 257 21 1 41 63 20 264 1 285 606 05:00 PM 0 2 0 2 0 246 19 265 34 3 45 82 22 250 0 272 621 05:15 PM 1 6 0 7 0 263 14 277 24 1 44 69 29 267 0 296 649 Total Volume 1 12 0 13 2 937 67 1006 103 7 166 276 101 1015 1 1117 2412 App. Total 7.7 92.3 0 0.2 93.1 6.7 37.3 2.5 60.1 9 90.9 0.1 PHF .250 .500 .000 .464 .250 .891 .728 .908 .757 .583 .922 .841 .842 .950 .250 .943 .929 City of Fort Collins Traffic Operations 626 Linden Street, PO Box 580 Fort Collins, CO 80522-0580 Peak Hour Turning Movement Count AM AS 3 3 0 0 0 3 29 1 1 0 3 0 13 0 0 010 0 0 00 3 4 0 0 1 Record Numb AM 50 McClelland Drake Tuesday, July 23, 2019 921 Page 1 of 3 16 5 0 PM 0 0 10 0 8 3 0 2 0 210 0 0 112 0 0 00 5 1 0 0 0 PM McClelland Drake AS 50 Tuesday, July 23, 2019 Page 3 of 3 File Name : CollegeFullAccessPM Site Code : IPO 175 Start Date : 6/9/2016 Page No : 1 Fort Collins, CO King Soopers Redevelopment PM Peak College Ave (US287) Full Access Groups Printed- Unshifted Full Movement Access Eastbound College Ave (US287) Northbound College Ave (US287) Southbound Start Time Left Right App. Total Left Thru App. Total Thru Right App. Total Int. Total 04:00 PM 2 9 11 3 417 420 490 2 492 923 04:15 PM 0 11 11 2 386 388 548 2 550 949 04:30 PM 0 8 8 5 412 417 525 8 533 958 04:45 PM 1 11 12 7 384 391 566 1 567 970 Total 3 39 42 17 1599 1616 2129 13 2142 3800 05:00 PM 0 14 14 6 396 402 572 2 574 990 05:15 PM 0 13 13 8 390 398 573 6 579 990 05:30 PM 0 14 14 6 393 399 500 1 501 914 05:45 PM 1 5 6 3 368 371 475 5 480 857 Total 1 46 47 23 1547 1570 2120 14 2134 3751 Grand Total 4 85 89 40 3146 3186 4249 27 4276 7551 Apprch %4.5 95.5 1.3 98.7 99.4 0.6 Total %0.1 1.1 1.2 0.5 41.7 42.2 56.3 0.4 56.6 Morrison, CO 80465 File Name : CollegeFullAccessPM Site Code : IPO 175 Start Date : 6/9/2016 Page No : 2 Fort Collins, CO King Soopers Redevelopment PM Peak College Ave (US287) Full Access College Ave (US287) Full Movement Access College Ave (US287) Right 27 Thru 4249 InOut Total 3150 4276 7426 Left 40 Thru 3146 Out TotalIn 4334 3186 7520 Left4 Right85 TotalOutIn67 89 156 6/9/2016 04:00 PM 6/9/2016 05:45 PM Unshifted North Morrison, CO 80465 File Name : CollegeFullAccessPM Site Code : IPO 175 Start Date : 6/9/2016 Page No : 3 Fort Collins, CO King Soopers Redevelopment PM Peak College Ave (US287) Full Access Full Movement Access Eastbound College Ave (US287) Northbound College Ave (US287) Southbound Start Time Left Right App. Total Left Thru App. Total Thru Right App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM 04:30 PM 0 8 8 5 412 417 525 8 533 958 04:45 PM 1 11 12 7 384 391 566 1 567 970 05:00 PM 0 14 14 6 396 402 572 2 574 990 05:15 PM 0 13 13 8 390 398 573 6 579 990 Total Volume 1 46 47 26 1582 1608 2236 17 2253 3908 % App. Total 2.1 97.9 1.6 98.4 99.2 0.8 PHF .250 .821 .839 .813 .960 .964 .976 .531 .973 .987 College Ave (US287) Full Movement Access College Ave (US287) Right 17 Thru 2236 InOut Total 1583 2253 3836 Left 26 Thru 1582 Out TotalIn 2282 1608 3890 Left1 Right46 TotalOutIn43 47 90 Peak Hour Begins at 04:30 PM Unshifted Peak Hour Data North Morrison, CO 80465 File Name : DrakeRIROPM Site Code : IPO 175 Start Date : 6/9/2016 Page No : 1 Fort Collins, CO King Soopers Redevelopment PM Peak Drake Rd RIRO Groups Printed- Unshifted Drake Rd Eastbound Drake Rd Westbound RIRO Southbound Start Time Left Thru App. Total Thru Right App. Total Left Right App. Total Int. Total 04:00 PM 0 319 319 314 1 315 0 7 7 641 04:15 PM 0 351 351 330 1 331 0 5 5 687 04:30 PM 0 266 266 345 0 345 0 4 4 615 04:45 PM 0 321 321 329 1 330 0 7 7 658 Total 0 1257 1257 1318 3 1321 0 23 23 2601 05:00 PM 0 293 293 362 2 364 0 8 8 665 05:15 PM 0 341 341 387 3 390 0 3 3 734 05:30 PM 0 283 283 344 0 344 0 4 4 631 05:45 PM 0 276 276 367 1 368 0 4 4 648 Total 0 1193 1193 1460 6 1466 0 19 19 2678 Grand Total 0 2450 2450 2778 9 2787 0 42 42 5279 Apprch %0 100 99.7 0.3 0 100 Total %0 46.4 46.4 52.6 0.2 52.8 0 0.8 0.8 Morrison, CO 80465 File Name : DrakeRIROPM Site Code : IPO 175 Start Date : 6/9/2016 Page No : 2 Fort Collins, CO King Soopers Redevelopment PM Peak Drake Rd RIRO RIRO Drake Rd Drake Rd Right 42 Left 0 InOut Total 9 42 51 Right9 Thru2778 OutTotalIn2450 2787 5237 Left0 Thru2450 TotalOutIn2820 2450 5270 6/9/2016 04:00 PM 6/9/2016 05:45 PM Unshifted North Morrison, CO 80465 File Name : DrakeRIROPM Site Code : IPO 175 Start Date : 6/9/2016 Page No : 3 Fort Collins, CO King Soopers Redevelopment PM Peak Drake Rd RIRO Drake Rd Eastbound Drake Rd Westbound RIRO Southbound Start Time Left Thru App. Total Thru Right App. Total Left Right App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:45 PM 04:45 PM 0 321 321 329 1 330 0 7 7 658 05:00 PM 0 293 293 362 2 364 0 8 8 665 05:15 PM 0 341 341 387 3 390 0 3 3 734 05:30 PM 0 283 283 344 0 344 0 4 4 631 Total Volume 0 1238 1238 1422 6 1428 0 22 22 2688 % App. Total 0 100 99.6 0.4 0 100 PHF .000 .908 .908 .919 .500 .915 .000 .688 .688 .916 RIRO Drake Rd Drake Rd Right 22 Left 0 InOut Total 6 22 28 Right6 Thru1422 OutTotalIn1238 1428 2666 Left0 Thru1238 TotalOutIn1444 1238 2682 Peak Hour Begins at 04:45 PM Unshifted Peak Hour Data North Morrison, CO 80465 File Name : DrakeFullAccessPM Site Code : IPO 175 Start Date : 6/9/2016 Page No : 1 Fort Collins, CO King Soopers Redevelopment PM Peak Drake Rd Full Access Groups Printed- Unshifted Drake Rd Eastbound Drake Rd Westbound Full Movement Access Northbound Full Movement Access Southbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 04:00 PM 38 306 0 344 2 300 15 317 0 0 2 2 2 0 28 30 693 04:15 PM 35 278 2 315 3 292 20 315 0 0 5 5 3 0 28 31 666 04:30 PM 33 278 0 311 1 331 13 345 0 0 2 2 6 0 34 40 698 04:45 PM 34 260 0 294 1 294 17 312 0 0 1 1 5 0 33 38 645 Total 140 1122 2 1264 7 1217 65 1289 0 0 10 10 16 0 123 139 2702 05:00 PM 28 292 0 320 1 337 18 356 0 0 1 1 3 0 31 34 711 05:15 PM 37 283 0 320 2 354 14 370 0 0 4 4 3 0 32 35 729 05:30 PM 34 284 0 318 0 340 15 355 0 0 3 3 1 0 25 26 702 05:45 PM 35 228 0 263 2 322 16 340 0 0 1 1 3 0 34 37 641 Total 134 1087 0 1221 5 1353 63 1421 0 0 9 9 10 0 122 132 2783 Grand Total 274 2209 2 2485 12 2570 128 2710 0 0 19 19 26 0 245 271 5485 Apprch %11 88.9 0.1 0.4 94.8 4.7 0 0 100 9.6 0 90.4 Total %5 40.3 0 45.3 0.2 46.9 2.3 49.4 0 0 0.3 0.3 0.5 0 4.5 4.9 Morrison, CO 80465 File Name : DrakeFullAccessPM Site Code : IPO 175 Start Date : 6/9/2016 Page No : 2 Fort Collins, CO King Soopers Redevelopment PM Peak Drake Rd Full Access Full Movement Access Drake Rd Drake Rd Full Movement Access Right 245 Thru 0 Left 26 InOut Total 402 271 673 Right128 Thru2570 Left12 OutTotalIn2254 2710 4964 Left 0 Thru 0 Right 19 Out TotalIn 14 19 33 Left274 Thru2209 Right2 TotalOutIn2815 2485 5300 6/9/2016 04:00 PM 6/9/2016 05:45 PM Unshifted North Morrison, CO 80465 File Name : DrakeFullAccessPM Site Code : IPO 175 Start Date : 6/9/2016 Page No : 3 Fort Collins, CO King Soopers Redevelopment PM Peak Drake Rd Full Access Drake Rd Eastbound Drake Rd Westbound Full Movement Access Northbound Full Movement Access Southbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:45 PM 04:45 PM 34 260 0 294 1 294 17 312 0 0 1 1 5 0 33 38 645 05:00 PM 28 292 0 320 1 337 18 356 0 0 1 1 3 0 31 34 711 05:15 PM 37 283 0 320 2 354 14 370 0 0 4 4 3 0 32 35 729 05:30 PM 34 284 0 318 0 340 15 355 0 0 3 3 1 0 25 26 702 Total Volume 133 1119 0 1252 4 1325 64 1393 0 0 9 9 12 0 121 133 2787 % App. Total 10.6 89.4 0 0.3 95.1 4.6 0 0 100 9 0 91 PHF .899 .958 .000 .978 .500 .936 .889 .941 .000 .000 .563 .563 .600 .000 .917 .875 .956 Full Movement Access Drake Rd Drake Rd Full Movement Access Right 121 Thru 0 Left 12 InOut Total 197 133 330 Right64 Thru1325 Left4 OutTotalIn1140 1393 2533 Left 0 Thru 0 Right 9 Out TotalIn 4 9 13 Left133 Thru1119 Right0 TotalOutIn1446 1252 2698 Peak Hour Begins at 04:45 PM Unshifted Peak Hour Data North Morrison, CO 80465 King Soopers #146 / 096083122 APPENDIX C Background Traffic Information CDOT Traffic Projections - King Soopers #146 Fort Collins ROUTE REFPT ENDREFPT AADT AADTYR YR20FACTOR DHV LOCATION 287C 344.194 345.212 40000 2018 1.08 10 ON SH-287 COLLEGE AVE N/O DRAKE RD Annual Growth:0.39% King Soopers #146 / 096083122 APPEND IX D Trip Generation Calculations Project King Soopers #146 Fort Collins (NWC Drake Street and College Avenue) Subject Trip Generation for Free-Standing Discount Superstore Designed by JRP Date June 30, 2020 Job No.096083122 Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 10th Edition, Average Rates Land Use Code - Free-Standing Discount Superstore (813) Independant Variable - 1000 Square Feet Gross Leasable Area (X) Gross Leasable Area =123,722 Square Feet X = 123.722 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (Series 800 Page 28) Average Weekday Directional Distribution:56%ent. 44%exit. T = 1.85 (X)T =229 Average Vehicle Trip Ends T = 1.85 *123.722 128 entering 101 exiting 128 + =229 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (Series 800 Page 29) Average Weekday Directional Distribution:49%ent. 51%exit. T = 4.33 (X)T =536 Average Vehicle Trip Ends T = 4.33 *123.722 263 entering 273 exiting 263 + =536 Weekday (Series 800 Page 27) Average Weekday Directional Distribution: 50% entering, 50% exiting T = 50.70 (X)T =6272 Average Vehicle Trip Ends T = 50.70 *123.722 3136 entering 3136 exiting 3136 +3136 =6,272 Saturday Peak Hour of Generator (Series 800 Page 33) Average Saturday Directional Distribution:50%ent. 50%exit. T = 5.57 (X)T =689 Average Vehicle Trip Ends T = 5.57 *123.722 344 entering 345 exiting 344 + =689 Non-Pass-by Trip Volumes (Trip Generation Handbook) June 2004 Handbook for Land Use Code 813 Weekday =29%Pass By Saturday =21% Pass By In Out Total AM Peak 91 72 163 PM Peak Hour Pass-by Rate Applied to AM Peak Hour PM Peak 187 194 381 Daily 2,227 2,227 4,454 PM Peak Hour Pass-by Rate Applied to Daily Saturday Peak 272 273 544 101 273 345 Project King Soopers #146 Fort Collins (NWC Drake Street and College Avenue) Subject Trip Generation for Fast Casual Restaurant Designed by JRP Date June 30, 2020 Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 10th Edition, Average Rate Equations Land Use Code - Fast Casual Restaurant (930) Independant Variable - 1000 Square Feet Gross Floor Area (X) Gross Floor Area =5,000 Square Feet X = 5.000 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (900 Series Page 62) Average Weekday Directional Distribution:67%ent. 33%exit. T = 2.07 (X)T =10 Average Vehicle Trip Ends T = 2.07 *5.000 7 entering 3 exiting 7 +3 =10 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (900 Series Page 63) Average Weekday Directional Distribution:55%ent. 45%exit. T = 14.13(X)T =71 Average Vehicle Trip Ends T = 14.13 *5.000 39 entering 32 exiting 39 +32 =71 Weekday (900 Series Page 61) Average Weekday Directional Distribution: 50% entering, 50% exiting T = 315.17 (X)T =1576 Average Vehicle Trip Ends T = 315.17 *5.000 788 entering 788 exiting 788 +788 =1576 Saturday Peak Hour of Generator (900 Series Page 67) Directional Distribution:55%ent. 45%exit. T = 34.02 (X)T =170 Average Vehicle Trip Ends T = 34.02 *5.000 93 entering 77 exiting 93 (*) +77 =170 096083122 Project King Soopers #146 Fort Collins (NWC Drake Street and College Avenue) Subject Trip Generation for Gasoline/Service Station with Convenience Market Designed by JRP Date June 30, 2020 Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 10th Edition, Average Rate Equations Land Use Code - Gasoline/Service Station with Convenience Market (945) Independant Variable - Vehicle Fueling Positions (X) Vehicle Fueling Positions=14 Positions X =14 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (900 Series page 369) Average Weekday Directional Distribution:51%ent. 49%exit. T = 12.47 (X)T =175 Average Vehicle Trip Ends T = 12.47 *14 89 entering 86 exiting 89 + =175 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (900 Series page 370) Average Weekday Directional Distribution:51%ent. 49%exit. T = 13.99 (X)T =196 Average Vehicle Trip Ends T = 13.99 *14.000 100 entering 96 exiting 100 + =196 Weekday (900 Series page 368) Average Weekday Directional Distribution: 50% entering, 50% exiting T = 205.36 (X)T =2876 Average Vehicle Trip Ends T = 205.36 *14.000 1438 entering 1438 exiting 1438 +1438 =2876 Non Pass-By Trip Volumes (Per ITE Trip Generation Handbook, 3rd Edition September 2017) PM Peak Hour =44%Non-Pass By AM Peak Hour =38%Non-Pass By IN Out Total AM Peak 34 33 67 PM Peak 44 42 86 Daily 633 633 1266 PM Peak Hour Rate Applied to Daily Pass-By Trip Volumes (Per ITE Trip Generation Handbook, 3rd Edition September 2017) PM Peak Hour =56%Pass By AM Peak Hour =62%Pass By IN Out Total AM Peak 55 53 109 PM Peak 56 54 110 Daily 805 805 1610 PM Peak Hour Rate Applied to Daily 86 96 096083122 King Soopers #146 / 096083122 APPENDIX E Intersection Analysis Worksheets Timings 2020 Adjusted Existing AM.syn 1: College Ave (US 287) & Columbia Rd 07/01/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)55 19 9 32 25 43 25 1332 25 977 31 Future Volume (vph)55 19 9 32 25 43 25 1332 25 977 31 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 2 Detector Phase 4 4 4 8 8 8 1 6 5 2 2 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 4.0 10.0 4.0 10.0 10.0 Minimum Split (s)32.0 32.0 32.0 32.0 32.0 32.0 11.0 29.5 11.0 26.5 26.5 Total Split (s)38.0 38.0 38.0 38.0 38.0 38.0 16.0 64.0 18.0 66.0 66.0 Total Split (%)31.7% 31.7% 31.7% 31.7% 31.7% 31.7% 13.3% 53.3% 15.0% 55.0% 55.0% Yellow Time (s)3.0 3.0 3.0 3.0 3.0 3.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s)2.0 2.0 2.0 3.0 3.0 3.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.0 5.0 5.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Recall Mode None None None None None None None C-Max None C-Max C-Max Act Effct Green (s)14.7 14.7 14.7 13.7 13.7 89.4 84.2 89.5 84.3 84.3 Actuated g/C Ratio 0.12 0.12 0.12 0.11 0.11 0.74 0.70 0.75 0.70 0.70 v/c Ratio 0.49 0.11 0.08 0.48 0.22 0.12 0.39 0.16 0.33 0.05 Control Delay 58.1 44.1 0.6 56.6 5.8 1.8 2.8 5.6 8.6 1.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 58.1 44.1 0.6 56.6 5.8 1.8 2.8 5.6 8.6 1.0 LOS E D A E A A A A A A Approach Delay 45.4 36.0 2.8 8.1 Approach LOS D D A A Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 83 (69%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Natural Cycle: 75 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.49 Intersection Signal Delay: 8.4 Intersection LOS: A Intersection Capacity Utilization 51.9%ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 1: College Ave (US 287) & Columbia Rd HCM 6th Signalized Intersection Summary 2020 Adjusted Existing AM.syn 1: College Ave (US 287) & Columbia Rd 07/01/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)55 19 9 32 25 43 25 1332 14 25 977 31 Future Volume (veh/h)55 19 9 32 25 43 25 1332 14 25 977 31 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 1945 1945 1945 1870 1870 1870 1796 1870 1870 Adj Flow Rate, veh/h 73 24 20 44 44 60 44 1359 20 44 1149 52 Peak Hour Factor 0.75 0.79 0.45 0.73 0.57 0.72 0.57 0.98 0.70 0.57 0.85 0.60 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 156 226 192 131 117 200 393 3646 54 306 3591 1115 Arrive On Green 0.12 0.12 0.12 0.13 0.12 0.12 0.02 0.47 0.47 0.03 0.70 0.70 Sat Flow, veh/h 1290 1870 1585 715 964 1648 1781 5184 76 1710 5106 1585 Grp Volume(v), veh/h 73 24 20 88 0 60 44 892 487 44 1149 52 Grp Sat Flow(s),veh/h/ln 1290 1870 1585 1679 0 1648 1781 1702 1857 1710 1702 1585 Q Serve(g_s), s 6.7 1.4 1.3 3.6 0.0 4.0 0.8 20.2 20.2 0.9 10.3 1.2 Cycle Q Clear(g_c), s 12.2 1.4 1.3 5.6 0.0 4.0 0.8 20.2 20.2 0.9 10.3 1.2 Prop In Lane 1.00 1.00 0.50 1.00 1.00 0.04 1.00 1.00 Lane Grp Cap(c), veh/h 156 226 192 262 0 200 393 2394 1306 306 3591 1115 V/C Ratio(X)0.47 0.11 0.10 0.34 0.00 0.30 0.11 0.37 0.37 0.14 0.32 0.05 Avail Cap(c_a), veh/h 355 514 436 501 0 440 496 2394 1306 433 3591 1115 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 0.67 0.67 0.67 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 1.00 1.00 0.00 1.00 0.69 0.69 0.69 1.00 1.00 1.00 Uniform Delay (d), s/veh 54.4 47.0 46.9 48.5 0.0 48.1 5.1 14.7 14.7 6.4 6.8 5.5 Incr Delay (d2), s/veh 2.2 0.2 0.2 0.7 0.0 0.8 0.1 0.3 0.6 0.2 0.2 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.3 0.7 0.6 2.5 0.0 1.7 0.3 8.4 9.3 0.3 3.3 0.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 56.6 47.2 47.2 49.2 0.0 48.9 5.1 15.1 15.3 6.7 7.1 5.5 LnGrp LOS E D D D A D A B B A A A Approach Vol, veh/h 117 148 1423 1245 Approach Delay, s/veh 53.1 49.1 14.8 7.0 Approach LOS D D B A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 9.1 90.4 20.5 9.1 90.4 20.5 Change Period (Y+Rc), s 6.0 6.0 * 6 6.0 6.0 6.0 Max Green Setting (Gmax), s 10.0 60.0 * 33 12.0 58.0 32.0 Max Q Clear Time (g_c+I1), s 2.8 12.3 14.2 2.9 22.2 7.6 Green Ext Time (p_c), s 0.0 5.6 0.3 0.0 6.0 0.5 Intersection Summary HCM 6th Ctrl Delay 14.8 HCM 6th LOS B Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Timings 2020 Adjusted Existing PM.syn 1: College Ave (US 287) & Columbia Rd 07/01/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)127 44 67 29 30 36 89 1487 53 1987 120 Future Volume (vph)127 44 67 29 30 36 89 1487 53 1987 120 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 2 Detector Phase 4 4 4 8 8 8 1 6 5 2 2 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 4.0 10.0 4.0 10.0 10.0 Minimum Split (s)32.0 32.0 32.0 32.0 32.0 32.0 11.0 29.5 11.0 26.5 26.5 Total Split (s)32.0 32.0 32.0 32.0 32.0 32.0 15.0 75.0 13.0 73.0 73.0 Total Split (%)26.7% 26.7% 26.7% 26.7% 26.7% 26.7% 12.5% 62.5% 10.8% 60.8% 60.8% Yellow Time (s)3.0 3.0 3.0 3.0 3.0 3.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s)2.0 2.0 2.0 3.0 3.0 3.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.0 5.0 5.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Recall Mode None None None None None None None C-Max None C-Max C-Max Act Effct Green (s)19.3 19.3 19.3 18.3 18.3 86.3 79.4 82.3 75.7 75.7 Actuated g/C Ratio 0.16 0.16 0.16 0.15 0.15 0.72 0.66 0.69 0.63 0.63 v/c Ratio 0.74 0.21 0.25 0.36 0.13 0.60 0.48 0.32 0.71 0.13 Control Delay 68.8 43.1 10.1 48.0 2.7 53.1 3.8 9.4 17.7 2.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 68.8 43.1 10.1 48.0 2.7 53.1 3.8 9.4 17.7 2.8 LOS E D B D A D A A B A Approach Delay 46.7 32.0 6.8 16.7 Approach LOS D C A B Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 83 (69%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.74 Intersection Signal Delay: 15.3 Intersection LOS: B Intersection Capacity Utilization 71.2%ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 1: College Ave (US 287) & Columbia Rd HCM 6th Signalized Intersection Summary 2020 Adjusted Existing PM.syn 1: College Ave (US 287) & Columbia Rd 07/01/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)127 44 67 29 30 36 89 1487 36 53 1987 120 Future Volume (veh/h)127 44 67 29 30 36 89 1487 36 53 1987 120 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 1945 1945 1945 1870 1870 1870 1796 1870 1870 Adj Flow Rate, veh/h 144 60 81 44 40 46 105 1565 40 69 2208 133 Peak Hour Factor 0.88 0.73 0.83 0.66 0.75 0.79 0.85 0.95 0.90 0.77 0.90 0.90 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 228 342 290 173 144 302 179 3261 83 223 3217 999 Arrive On Green 0.18 0.18 0.18 0.19 0.18 0.18 0.01 0.21 0.21 0.03 0.63 0.63 Sat Flow, veh/h 1311 1870 1585 694 785 1648 1781 5120 131 1710 5106 1585 Grp Volume(v), veh/h 144 60 81 84 0 46 105 1040 565 69 2208 133 Grp Sat Flow(s),veh/h/ln 1311 1870 1585 1478 0 1648 1781 1702 1847 1710 1702 1585 Q Serve(g_s), s 12.9 3.2 5.3 3.4 0.0 2.8 2.5 32.2 32.2 1.7 33.8 4.1 Cycle Q Clear(g_c), s 19.5 3.2 5.3 6.6 0.0 2.8 2.5 32.2 32.2 1.7 33.8 4.1 Prop In Lane 1.00 1.00 0.52 1.00 1.00 0.07 1.00 1.00 Lane Grp Cap(c), veh/h 228 342 290 329 0 302 179 2168 1176 223 3217 999 V/C Ratio(X)0.63 0.18 0.28 0.26 0.00 0.15 0.59 0.48 0.48 0.31 0.69 0.13 Avail Cap(c_a), veh/h 283 421 357 380 0 357 247 2168 1176 272 3217 999 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 0.00 1.00 0.39 0.39 0.39 1.00 1.00 1.00 Uniform Delay (d), s/veh 51.2 41.4 42.2 42.5 0.0 41.2 21.0 29.9 29.9 12.5 14.5 9.0 Incr Delay (d2), s/veh 3.1 0.2 0.5 0.4 0.0 0.2 1.2 0.3 0.5 0.8 1.2 0.3 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 4.5 1.5 2.1 2.2 0.0 1.2 2.0 14.7 16.0 0.6 12.0 1.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 54.3 41.6 42.7 42.9 0.0 41.4 22.2 30.2 30.5 13.3 15.7 9.2 LnGrp LOS D D D D A D C C C B B A Approach Vol, veh/h 285 130 1710 2410 Approach Delay, s/veh 48.3 42.4 29.8 15.3 Approach LOS D D C B Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 10.4 81.6 28.0 9.6 82.4 28.0 Change Period (Y+Rc), s 6.0 6.0 * 6 6.0 6.0 6.0 Max Green Setting (Gmax), s 9.0 67.0 * 27 7.0 69.0 26.0 Max Q Clear Time (g_c+I1), s 4.5 35.8 21.5 3.7 34.2 8.6 Green Ext Time (p_c), s 0.1 14.7 0.5 0.0 7.5 0.3 Intersection Summary HCM 6th Ctrl Delay 23.6 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Timings 2022 Background AM.syn 1: College Ave (US 287) & Columbia Rd 07/01/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)60 20 10 35 30 45 30 1350 30 990 35 Future Volume (vph)60 20 10 35 30 45 30 1350 30 990 35 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 2 Detector Phase 4 4 4 8 8 8 1 6 5 2 2 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 4.0 10.0 4.0 10.0 10.0 Minimum Split (s)32.0 32.0 32.0 32.0 32.0 32.0 11.0 29.5 11.0 26.5 26.5 Total Split (s)38.0 38.0 38.0 38.0 38.0 38.0 16.0 65.0 17.0 66.0 66.0 Total Split (%)31.7% 31.7% 31.7% 31.7% 31.7% 31.7% 13.3% 54.2% 14.2% 55.0% 55.0% Yellow Time (s)3.0 3.0 3.0 3.0 3.0 3.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s)2.0 2.0 2.0 3.0 3.0 3.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.0 5.0 5.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Recall Mode None None None None None None None C-Max None C-Max C-Max Act Effct Green (s)15.4 15.4 15.4 14.4 14.4 88.8 83.4 88.9 83.5 83.5 Actuated g/C Ratio 0.13 0.13 0.13 0.12 0.12 0.74 0.70 0.74 0.70 0.70 v/c Ratio 0.53 0.11 0.08 0.53 0.22 0.15 0.40 0.20 0.34 0.05 Control Delay 59.8 43.7 0.6 57.7 6.8 2.0 3.4 6.0 8.9 1.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 59.8 43.7 0.6 57.7 6.8 2.0 3.4 6.0 8.9 1.2 LOS E D A E A A A A A A Approach Delay 46.4 38.1 3.4 8.4 Approach LOS D D A A Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 83 (69%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Natural Cycle: 75 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.53 Intersection Signal Delay: 9.2 Intersection LOS: A Intersection Capacity Utilization 52.3%ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 1: College Ave (US 287) & Columbia Rd HCM 6th Signalized Intersection Summary 2022 Background AM.syn 1: College Ave (US 287) & Columbia Rd 07/01/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)60 20 10 35 30 45 30 1350 15 30 990 35 Future Volume (veh/h)60 20 10 35 30 45 30 1350 15 30 990 35 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 1945 1945 1945 1870 1870 1870 1796 1870 1870 Adj Flow Rate, veh/h 80 25 22 48 53 62 53 1378 21 53 1165 58 Peak Hour Factor 0.75 0.79 0.45 0.73 0.57 0.72 0.57 0.98 0.70 0.57 0.85 0.60 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 163 250 212 135 134 220 381 3569 54 298 3517 1092 Arrive On Green 0.13 0.13 0.13 0.14 0.13 0.13 0.02 0.46 0.46 0.03 0.69 0.69 Sat Flow, veh/h 1277 1870 1585 683 1005 1648 1781 5181 79 1710 5106 1585 Grp Volume(v), veh/h 80 25 22 101 0 62 53 905 494 53 1165 58 Grp Sat Flow(s),veh/h/ln 1277 1870 1585 1688 0 1648 1781 1702 1856 1710 1702 1585 Q Serve(g_s), s 7.4 1.4 1.5 4.1 0.0 4.1 1.0 20.9 20.9 1.1 11.0 1.4 Cycle Q Clear(g_c), s 13.7 1.4 1.5 6.3 0.0 4.1 1.0 20.9 20.9 1.1 11.0 1.4 Prop In Lane 1.00 1.00 0.48 1.00 1.00 0.04 1.00 1.00 Lane Grp Cap(c), veh/h 163 250 212 284 0 220 381 2345 1279 298 3517 1092 V/C Ratio(X)0.49 0.10 0.10 0.36 0.00 0.28 0.14 0.39 0.39 0.18 0.33 0.05 Avail Cap(c_a), veh/h 344 514 436 503 0 440 481 2345 1279 407 3517 1092 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 0.67 0.67 0.67 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 1.00 1.00 0.00 1.00 0.69 0.69 0.69 1.00 1.00 1.00 Uniform Delay (d), s/veh 54.1 45.7 45.7 47.5 0.0 46.8 5.6 15.7 15.7 7.1 7.5 6.0 Incr Delay (d2), s/veh 2.3 0.2 0.2 0.8 0.0 0.7 0.1 0.3 0.6 0.3 0.3 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.5 0.7 0.6 2.8 0.0 1.7 0.3 8.8 9.7 0.4 3.6 0.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 56.3 45.8 45.9 48.2 0.0 47.5 5.7 16.0 16.3 7.4 7.8 6.1 LnGrp LOS E D D D A D A B B A A A Approach Vol, veh/h 127 163 1452 1276 Approach Delay, s/veh 52.5 47.9 15.7 7.7 Approach LOS D D B A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 9.3 88.7 22.0 9.3 88.7 22.0 Change Period (Y+Rc), s 6.0 6.0 * 6 6.0 6.0 6.0 Max Green Setting (Gmax), s 10.0 60.0 * 33 11.0 59.0 32.0 Max Q Clear Time (g_c+I1), s 3.0 13.0 15.7 3.1 22.9 8.3 Green Ext Time (p_c), s 0.0 5.8 0.3 0.0 6.1 0.5 Intersection Summary HCM 6th Ctrl Delay 15.6 HCM 6th LOS B Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Timings 2022 Background PM.syn 1: College Ave (US 287) & Columbia Rd 07/01/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)130 45 70 30 35 40 90 1505 55 2010 125 Future Volume (vph)130 45 70 30 35 40 90 1505 55 2010 125 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 2 Detector Phase 4 4 4 8 8 8 1 6 5 2 2 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 4.0 10.0 4.0 10.0 10.0 Minimum Split (s)32.0 32.0 32.0 32.0 32.0 32.0 11.0 29.5 11.0 26.5 26.5 Total Split (s)32.0 32.0 32.0 32.0 32.0 32.0 15.0 75.0 13.0 73.0 73.0 Total Split (%)26.7% 26.7% 26.7% 26.7% 26.7% 26.7% 12.5% 62.5% 10.8% 60.8% 60.8% Yellow Time (s)3.0 3.0 3.0 3.0 3.0 3.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s)2.0 2.0 2.0 3.0 3.0 3.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.0 5.0 5.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Recall Mode None None None None None None None C-Max None C-Max C-Max Act Effct Green (s)19.7 19.7 19.7 18.7 18.7 85.9 79.0 81.9 75.2 75.2 Actuated g/C Ratio 0.16 0.16 0.16 0.16 0.16 0.72 0.66 0.68 0.63 0.63 v/c Ratio 0.75 0.21 0.26 0.38 0.15 0.61 0.49 0.33 0.72 0.14 Control Delay 69.3 42.8 10.1 48.2 3.6 51.2 4.9 9.9 18.3 2.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 69.3 42.8 10.1 48.2 3.6 51.2 4.9 9.9 18.3 2.9 LOS E D B D A D A A B A Approach Delay 46.8 32.3 7.7 17.1 Approach LOS D C A B Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 83 (69%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.75 Intersection Signal Delay: 16.0 Intersection LOS: B Intersection Capacity Utilization 71.9%ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 1: College Ave (US 287) & Columbia Rd HCM 6th Signalized Intersection Summary 2022 Background PM.syn 1: College Ave (US 287) & Columbia Rd 07/01/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)130 45 70 30 35 40 90 1505 40 55 2010 125 Future Volume (veh/h)130 45 70 30 35 40 90 1505 40 55 2010 125 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 1945 1945 1945 1870 1870 1870 1796 1870 1870 Adj Flow Rate, veh/h 148 62 84 45 47 51 106 1584 44 71 2233 139 Peak Hour Factor 0.88 0.73 0.83 0.66 0.75 0.79 0.85 0.95 0.90 0.77 0.90 0.90 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 231 353 300 169 162 312 176 3222 89 218 3184 988 Arrive On Green 0.19 0.19 0.19 0.20 0.19 0.19 0.01 0.21 0.21 0.03 0.62 0.62 Sat Flow, veh/h 1297 1870 1585 655 856 1648 1781 5107 142 1710 5106 1585 Grp Volume(v), veh/h 148 62 84 92 0 51 106 1056 572 71 2233 139 Grp Sat Flow(s),veh/h/ln 1297 1870 1585 1511 0 1648 1781 1702 1845 1710 1702 1585 Q Serve(g_s), s 13.4 3.3 5.4 3.5 0.0 3.1 2.5 32.8 32.8 1.8 35.1 4.3 Cycle Q Clear(g_c), s 20.2 3.3 5.4 6.8 0.0 3.1 2.5 32.8 32.8 1.8 35.1 4.3 Prop In Lane 1.00 1.00 0.49 1.00 1.00 0.08 1.00 1.00 Lane Grp Cap(c), veh/h 231 353 300 343 0 312 176 2147 1164 218 3184 988 V/C Ratio(X)0.64 0.18 0.28 0.27 0.00 0.16 0.60 0.49 0.49 0.33 0.70 0.14 Avail Cap(c_a), veh/h 278 421 357 386 0 357 243 2147 1164 266 3184 988 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 0.00 1.00 0.41 0.41 0.41 1.00 1.00 1.00 Uniform Delay (d), s/veh 51.0 40.8 41.7 42.0 0.0 40.7 22.2 30.5 30.5 13.1 15.1 9.3 Incr Delay (d2), s/veh 3.6 0.2 0.5 0.4 0.0 0.2 1.4 0.3 0.6 0.9 1.3 0.3 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 4.6 1.6 2.2 2.4 0.0 1.3 2.0 15.0 16.4 0.7 12.6 1.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 54.6 41.1 42.2 42.4 0.0 41.0 23.6 30.9 31.2 14.0 16.4 9.6 LnGrp LOS D D D D A D C C C B B A Approach Vol, veh/h 294 143 1734 2443 Approach Delay, s/veh 48.2 41.9 30.5 16.0 Approach LOS D D C B Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 10.5 80.8 28.7 9.6 81.7 28.7 Change Period (Y+Rc), s 6.0 6.0 * 6 6.0 6.0 6.0 Max Green Setting (Gmax), s 9.0 67.0 * 27 7.0 69.0 26.0 Max Q Clear Time (g_c+I1), s 4.5 37.1 22.2 3.8 34.8 8.8 Green Ext Time (p_c), s 0.1 14.7 0.4 0.0 7.7 0.4 Intersection Summary HCM 6th Ctrl Delay 24.3 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Timings 2022 Total AM Scenario 1.syn 1: College Ave (US 287) & Columbia Rd 09/23/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)85 25 10 40 35 45 30 1345 30 1010 40 Future Volume (vph)85 25 10 40 35 45 30 1345 30 1010 40 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 2 Detector Phase 4 4 4 8 8 8 1 6 5 2 2 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 4.0 10.0 4.0 10.0 10.0 Minimum Split (s)32.0 32.0 32.0 32.0 32.0 32.0 11.0 29.5 11.0 26.5 26.5 Total Split (s)39.0 39.0 39.0 39.0 39.0 39.0 15.0 65.0 16.0 66.0 66.0 Total Split (%)32.5% 32.5% 32.5% 32.5% 32.5% 32.5% 12.5% 54.2% 13.3% 55.0% 55.0% Yellow Time (s)3.0 3.0 3.0 3.0 3.0 3.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s)2.0 2.0 2.0 3.0 3.0 3.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.0 5.0 5.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Recall Mode None None None None None None None C-Max None C-Max C-Max Act Effct Green (s)17.3 17.3 17.3 16.3 16.3 86.7 81.4 87.0 81.5 81.5 Actuated g/C Ratio 0.14 0.14 0.14 0.14 0.14 0.72 0.68 0.72 0.68 0.68 v/c Ratio 0.71 0.12 0.07 0.53 0.20 0.16 0.41 0.20 0.36 0.06 Control Delay 70.8 42.4 0.5 55.6 6.4 5.8 10.4 6.6 9.9 1.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 70.8 42.4 0.5 55.6 6.4 5.8 10.4 6.6 9.9 1.8 LOS E D A E A A B A A A Approach Delay 56.1 38.3 10.2 9.3 Approach LOS E D B A Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 83 (69%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Natural Cycle: 75 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.71 Intersection Signal Delay: 13.9 Intersection LOS: B Intersection Capacity Utilization 52.3%ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 1: College Ave (US 287) & Columbia Rd HCM 6th Signalized Intersection Summary 2022 Total AM Scenario 1.syn 1: College Ave (US 287) & Columbia Rd 09/23/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)85 25 10 40 35 45 30 1345 20 30 1010 40 Future Volume (veh/h)85 25 10 40 35 45 30 1345 20 30 1010 40 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 1945 1945 1945 1870 1870 1870 1796 1870 1870 Adj Flow Rate, veh/h 113 32 22 55 61 62 53 1372 29 53 1188 67 Peak Hour Factor 0.75 0.79 0.45 0.73 0.57 0.72 0.57 0.98 0.70 0.57 0.85 0.60 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 197 312 264 161 163 275 353 3373 71 265 3347 1039 Arrive On Green 0.17 0.17 0.17 0.18 0.17 0.17 0.01 0.22 0.22 0.03 0.66 0.66 Sat Flow, veh/h 1268 1870 1585 698 979 1648 1781 5146 109 1710 5106 1585 Grp Volume(v), veh/h 113 32 22 116 0 62 53 908 493 53 1188 67 Grp Sat Flow(s),veh/h/ln 1268 1870 1585 1676 0 1648 1781 1702 1851 1710 1702 1585 Q Serve(g_s), s 10.5 1.7 1.4 4.9 0.0 3.9 1.2 27.5 27.5 1.2 12.5 1.8 Cycle Q Clear(g_c), s 17.6 1.7 1.4 7.1 0.0 3.9 1.2 27.5 27.5 1.2 12.5 1.8 Prop In Lane 1.00 1.00 0.47 1.00 1.00 0.06 1.00 1.00 Lane Grp Cap(c), veh/h 197 312 264 338 0 275 353 2231 1213 265 3347 1039 V/C Ratio(X)0.57 0.10 0.08 0.34 0.00 0.23 0.15 0.41 0.41 0.20 0.35 0.06 Avail Cap(c_a), veh/h 344 530 449 516 0 453 437 2231 1213 360 3347 1039 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 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 52.4 42.4 42.2 44.3 0.0 43.3 7.1 27.0 27.0 9.9 9.3 7.4 Incr Delay (d2), s/veh 2.6 0.1 0.1 0.6 0.0 0.4 0.2 0.6 1.0 0.4 0.3 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.5 0.8 0.6 3.1 0.0 1.6 0.4 12.6 13.9 0.4 4.3 0.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 55.1 42.5 42.4 44.9 0.0 43.7 7.3 27.5 28.0 10.3 9.6 7.6 LnGrp LOS E D D D A D A C C B A A Approach Vol, veh/h 167 178 1454 1308 Approach Delay, s/veh 51.0 44.5 26.9 9.5 Approach LOS D D C A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 9.3 84.7 26.0 9.3 84.7 26.0 Change Period (Y+Rc), s 6.0 6.0 * 6 6.0 6.0 6.0 Max Green Setting (Gmax), s 9.0 60.0 * 34 10.0 59.0 33.0 Max Q Clear Time (g_c+I1), s 3.2 14.5 19.6 3.2 29.5 9.1 Green Ext Time (p_c), s 0.0 6.0 0.4 0.0 6.0 0.6 Intersection Summary HCM 6th Ctrl Delay 21.9 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Timings 2022 Total PM Scenario 1.syn 1: College Ave (US 287) & Columbia Rd 09/29/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)170 55 70 45 40 40 90 1510 55 2050 130 Future Volume (vph)170 55 70 45 40 40 90 1510 55 2050 130 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 2 Detector Phase 4 4 4 8 8 8 1 6 5 2 2 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 4.0 10.0 4.0 10.0 10.0 Minimum Split (s)32.0 32.0 32.0 32.0 32.0 32.0 11.0 29.5 11.0 26.5 26.5 Total Split (s)42.0 42.0 42.0 42.0 42.0 42.0 14.0 65.0 13.0 64.0 64.0 Total Split (%)35.0% 35.0% 35.0% 35.0% 35.0% 35.0% 11.7% 54.2% 10.8% 53.3% 53.3% Yellow Time (s)3.0 3.0 3.0 3.0 3.0 3.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s)2.0 2.0 2.0 3.0 3.0 3.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.0 5.0 5.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Recall Mode None None None None None None None C-Max None C-Max C-Max Act Effct Green (s)24.2 24.2 24.2 23.2 23.2 81.3 73.8 77.5 70.1 70.1 Actuated g/C Ratio 0.20 0.20 0.20 0.19 0.19 0.68 0.62 0.65 0.58 0.58 v/c Ratio 0.81 0.21 0.22 0.42 0.12 0.58 0.53 0.35 0.79 0.15 Control Delay 70.6 38.7 8.4 45.0 3.0 32.1 15.8 12.1 23.7 5.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 70.6 38.7 8.4 45.0 3.0 32.1 15.8 12.1 23.7 5.0 LOS E D A D A C B B C A Approach Delay 48.5 32.5 16.8 22.3 Approach LOS D C B C Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 83 (69%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.81 Intersection Signal Delay: 22.5 Intersection LOS: C Intersection Capacity Utilization 74.8%ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 1: College Ave (US 287) & Columbia Rd HCM 6th Signalized Intersection Summary 2022 Total PM Scenario 1.syn 1: College Ave (US 287) & Columbia Rd 09/29/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)170 55 70 45 40 40 90 1510 45 55 2050 130 Future Volume (veh/h)170 55 70 45 40 40 90 1510 45 55 2050 130 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 1945 1945 1945 1870 1870 1870 1796 1870 1870 Adj Flow Rate, veh/h 185 75 84 68 53 51 106 1589 50 71 2278 144 Peak Hour Factor 0.92 0.73 0.83 0.66 0.75 0.79 0.85 0.95 0.90 0.77 0.90 0.90 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 270 458 388 228 165 403 163 2920 92 199 2884 895 Arrive On Green 0.24 0.24 0.24 0.25 0.24 0.24 0.01 0.19 0.19 0.03 0.56 0.56 Sat Flow, veh/h 1290 1870 1585 739 676 1648 1781 5086 160 1710 5106 1585 Grp Volume(v), veh/h 185 75 84 121 0 51 106 1064 575 71 2278 144 Grp Sat Flow(s),veh/h/ln 1290 1870 1585 1415 0 1648 1781 1702 1842 1710 1702 1585 Q Serve(g_s), s 16.8 3.8 5.1 6.0 0.0 2.9 3.0 33.9 33.9 2.1 42.1 5.2 Cycle Q Clear(g_c), s 26.6 3.8 5.1 9.8 0.0 2.9 3.0 33.9 33.9 2.1 42.1 5.2 Prop In Lane 1.00 1.00 0.56 1.00 1.00 0.09 1.00 1.00 Lane Grp Cap(c), veh/h 270 458 388 405 0 403 163 1954 1057 199 2884 895 V/C Ratio(X)0.68 0.16 0.22 0.30 0.00 0.13 0.65 0.54 0.54 0.36 0.79 0.16 Avail Cap(c_a), veh/h 353 577 489 488 0 495 209 1954 1057 245 2884 895 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 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 49.1 35.7 36.1 38.0 0.0 35.3 26.2 34.4 34.4 16.1 20.5 12.5 Incr Delay (d2), s/veh 3.6 0.2 0.3 0.4 0.0 0.1 4.6 1.1 2.0 1.1 2.3 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.7 1.8 2.0 3.0 0.0 1.2 1.9 15.7 17.2 0.8 15.9 1.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 52.6 35.8 36.4 38.4 0.0 35.5 30.8 35.5 36.5 17.2 22.8 12.9 LnGrp LOS D D D D A D C D D B C B Approach Vol, veh/h 344 172 1745 2493 Approach Delay, s/veh 45.0 37.5 35.5 22.1 Approach LOS D D D C Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 10.9 73.7 35.4 9.7 74.9 35.4 Change Period (Y+Rc), s 6.0 6.0 * 6 6.0 6.0 6.0 Max Green Setting (Gmax), s 8.0 58.0 * 37 7.0 59.0 36.0 Max Q Clear Time (g_c+I1), s 5.0 44.1 28.6 4.1 35.9 11.8 Green Ext Time (p_c), s 0.1 9.5 0.8 0.0 7.1 0.6 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. Timings 2022 Total AM Scenario 2.syn 7: College Ave (US 287) & Columbia Rd 09/23/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)105 25 10 40 35 45 30 1320 30 1010 40 Future Volume (vph)105 25 10 40 35 45 30 1320 30 1010 40 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 2 Detector Phase 4 4 4 8 8 8 1 6 5 2 2 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 4.0 10.0 4.0 10.0 10.0 Minimum Split (s)32.0 32.0 32.0 32.0 32.0 32.0 11.0 29.5 11.0 26.5 26.5 Total Split (s)39.0 39.0 39.0 39.0 39.0 39.0 15.0 65.0 16.0 66.0 66.0 Total Split (%)32.5% 32.5% 32.5% 32.5% 32.5% 32.5% 12.5% 54.2% 13.3% 55.0% 55.0% Yellow Time (s)3.0 3.0 3.0 3.0 3.0 3.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s)2.0 2.0 2.0 3.0 3.0 3.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.0 5.0 5.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Recall Mode None None None None None None None C-Max None C-Max C-Max Act Effct Green (s)19.5 19.5 19.5 18.5 18.5 84.7 79.2 84.8 79.3 79.3 Actuated g/C Ratio 0.16 0.16 0.16 0.15 0.15 0.71 0.66 0.71 0.66 0.66 v/c Ratio 0.77 0.11 0.07 0.47 0.18 0.16 0.41 0.20 0.37 0.06 Control Delay 73.0 40.6 0.4 51.1 6.0 2.5 4.0 7.1 10.8 1.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 73.0 40.6 0.4 51.1 6.0 2.5 4.0 7.1 10.8 1.9 LOS E D A D A A A A B A Approach Delay 59.4 35.2 3.9 10.2 Approach LOS E D A B Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 83 (69%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Natural Cycle: 75 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.77 Intersection Signal Delay: 11.9 Intersection LOS: B Intersection Capacity Utilization 51.7%ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 7: College Ave (US 287) & Columbia Rd HCM 6th Signalized Intersection Summary 2022 Total AM Scenario 2.syn 7: College Ave (US 287) & Columbia Rd 09/23/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)105 25 10 40 35 45 30 1320 15 30 1010 40 Future Volume (veh/h)105 25 10 40 35 45 30 1320 15 30 1010 40 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 1945 1945 1945 1870 1870 1870 1796 1870 1870 Adj Flow Rate, veh/h 140 32 22 55 61 62 53 1347 21 53 1188 67 Peak Hour Factor 0.75 0.79 0.45 0.73 0.57 0.72 0.57 0.98 0.70 0.57 0.85 0.60 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 223 349 296 176 180 308 342 3293 51 264 3246 1008 Arrive On Green 0.19 0.19 0.19 0.19 0.19 0.19 0.01 0.21 0.21 0.03 0.64 0.64 Sat Flow, veh/h 1268 1870 1585 706 967 1648 1781 5179 81 1710 5106 1585 Grp Volume(v), veh/h 140 32 22 116 0 62 53 885 483 53 1188 67 Grp Sat Flow(s),veh/h/ln 1268 1870 1585 1673 0 1648 1781 1702 1856 1710 1702 1585 Q Serve(g_s), s 13.0 1.7 1.4 4.7 0.0 3.8 1.2 27.0 27.0 1.3 13.3 1.9 Cycle Q Clear(g_c), s 19.9 1.7 1.4 6.9 0.0 3.8 1.2 27.0 27.0 1.3 13.3 1.9 Prop In Lane 1.00 1.00 0.47 1.00 1.00 0.04 1.00 1.00 Lane Grp Cap(c), veh/h 223 349 296 370 0 308 342 2164 1180 264 3246 1008 V/C Ratio(X)0.63 0.09 0.07 0.31 0.00 0.20 0.16 0.41 0.41 0.20 0.37 0.07 Avail Cap(c_a), veh/h 346 530 449 516 0 453 426 2164 1180 359 3246 1008 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 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 51.2 40.4 40.3 42.2 0.0 41.2 8.0 27.9 27.9 10.5 10.4 8.3 Incr Delay (d2), s/veh 2.9 0.1 0.1 0.5 0.0 0.3 0.2 0.6 1.1 0.4 0.3 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.3 0.8 0.6 3.0 0.0 1.6 0.5 12.4 13.7 0.5 4.6 0.7 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 54.0 40.5 40.4 42.7 0.0 41.6 8.2 28.5 29.0 10.9 10.7 8.4 LnGrp LOS D D D D A D A C C B B A Approach Vol, veh/h 194 178 1421 1308 Approach Delay, s/veh 50.3 42.3 27.9 10.6 Approach LOS D D C B Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 9.3 82.3 28.4 9.3 82.3 28.4 Change Period (Y+Rc), s 6.0 6.0 * 6 6.0 6.0 6.0 Max Green Setting (Gmax), s 9.0 60.0 * 34 10.0 59.0 33.0 Max Q Clear Time (g_c+I1), s 3.2 15.3 21.9 3.3 29.0 8.9 Green Ext Time (p_c), s 0.0 6.0 0.5 0.0 5.8 0.6 Intersection Summary HCM 6th Ctrl Delay 22.8 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Timings 2022 Total PM Scenario 2.syn 7: College Ave (US 287) & Columbia Rd 09/29/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)210 60 70 45 40 40 90 1470 55 2050 130 Future Volume (vph)210 60 70 45 40 40 90 1470 55 2050 130 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 2 Detector Phase 4 4 4 8 8 8 1 6 5 2 2 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 4.0 10.0 4.0 10.0 10.0 Minimum Split (s)32.0 32.0 32.0 32.0 32.0 32.0 11.0 29.5 11.0 26.5 26.5 Total Split (s)42.0 42.0 42.0 42.0 42.0 42.0 14.0 65.0 13.0 64.0 64.0 Total Split (%)35.0% 35.0% 35.0% 35.0% 35.0% 35.0% 11.7% 54.2% 10.8% 53.3% 53.3% Yellow Time (s)3.0 3.0 3.0 3.0 3.0 3.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s)2.0 2.0 2.0 3.0 3.0 3.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.0 5.0 5.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Recall Mode None None None None None None None C-Max None C-Max C-Max Act Effct Green (s)28.1 28.1 28.1 27.1 27.1 77.2 70.3 73.7 66.8 66.8 Actuated g/C Ratio 0.23 0.23 0.23 0.23 0.23 0.64 0.59 0.61 0.56 0.56 v/c Ratio 0.85 0.19 0.19 0.36 0.11 0.61 0.54 0.36 0.83 0.16 Control Delay 69.7 35.6 7.6 40.2 2.7 45.1 9.0 13.9 27.0 5.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 69.7 35.6 7.6 40.2 2.7 45.1 9.0 13.9 27.0 5.4 LOS E D A D A D A B C A Approach Delay 49.4 29.1 11.3 25.4 Approach LOS D C B C Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 83 (69%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.85 Intersection Signal Delay: 22.5 Intersection LOS: C Intersection Capacity Utilization 77.1%ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 7: College Ave (US 287) & Columbia Rd HCM 6th Signalized Intersection Summary 2022 Total PM Scenario 2.syn 7: College Ave (US 287) & Columbia Rd 09/29/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)210 60 70 45 40 40 90 1470 40 55 2050 130 Future Volume (veh/h)210 60 70 45 40 40 90 1470 40 55 2050 130 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 1945 1945 1945 1870 1870 1870 1796 1870 1870 Adj Flow Rate, veh/h 228 82 84 68 53 51 106 1547 44 71 2278 144 Peak Hour Factor 0.92 0.73 0.83 0.66 0.75 0.79 0.85 0.95 0.90 0.77 0.90 0.90 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 311 516 437 252 184 454 158 2765 79 197 2716 843 Arrive On Green 0.28 0.28 0.28 0.28 0.28 0.28 0.01 0.18 0.18 0.03 0.53 0.53 Sat Flow, veh/h 1290 1870 1585 742 668 1648 1781 5103 145 1710 5106 1585 Grp Volume(v), veh/h 228 82 84 121 0 51 106 1032 559 71 2278 144 Grp Sat Flow(s),veh/h/ln 1290 1870 1585 1410 0 1648 1781 1702 1844 1710 1702 1585 Q Serve(g_s), s 20.7 4.0 4.9 5.7 0.0 2.8 3.2 33.2 33.2 2.3 45.3 5.6 Cycle Q Clear(g_c), s 30.5 4.0 4.9 9.7 0.0 2.8 3.2 33.2 33.2 2.3 45.3 5.6 Prop In Lane 1.00 1.00 0.56 1.00 1.00 0.08 1.00 1.00 Lane Grp Cap(c), veh/h 311 516 437 447 0 454 158 1845 999 197 2716 843 V/C Ratio(X)0.73 0.16 0.19 0.27 0.00 0.11 0.67 0.56 0.56 0.36 0.84 0.17 Avail Cap(c_a), veh/h 353 577 489 484 0 495 201 1845 999 241 2716 843 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 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 47.3 32.9 33.2 35.1 0.0 32.5 27.4 36.2 36.2 17.4 23.7 14.5 Incr Delay (d2), s/veh 6.7 0.1 0.2 0.3 0.0 0.1 5.9 1.2 2.3 1.1 3.3 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 7.3 1.9 1.9 2.9 0.0 1.1 1.8 15.4 17.0 0.9 17.7 2.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 53.9 33.1 33.5 35.4 0.0 32.6 33.3 37.4 38.5 18.5 27.0 14.9 LnGrp LOS D C C D A C C D D B C B Approach Vol, veh/h 394 172 1697 2493 Approach Delay, s/veh 45.2 34.6 37.5 26.1 Approach LOS D C D C Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 11.1 69.8 39.1 9.9 71.0 39.1 Change Period (Y+Rc), s 6.0 6.0 * 6 6.0 6.0 6.0 Max Green Setting (Gmax), s 8.0 58.0 * 37 7.0 59.0 36.0 Max Q Clear Time (g_c+I1), s 5.2 47.3 32.5 4.3 35.2 11.7 Green Ext Time (p_c), s 0.1 7.8 0.6 0.0 6.9 0.6 Intersection Summary HCM 6th Ctrl Delay 32.1 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Timings 2040 Background AM.syn 1: College Ave (US 287) & Columbia Rd 07/01/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)65 25 15 40 30 50 30 1475 30 1080 35 Future Volume (vph)65 25 15 40 30 50 30 1475 30 1080 35 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 2 Detector Phase 4 4 4 8 8 8 1 6 5 2 2 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 4.0 10.0 4.0 10.0 10.0 Minimum Split (s)32.0 32.0 32.0 32.0 32.0 32.0 11.0 29.5 11.0 26.5 26.5 Total Split (s)37.0 37.0 37.0 37.0 37.0 37.0 14.0 67.0 16.0 69.0 69.0 Total Split (%)30.8% 30.8% 30.8% 30.8% 30.8% 30.8% 11.7% 55.8% 13.3% 57.5% 57.5% Yellow Time (s)3.0 3.0 3.0 3.0 3.0 3.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s)2.0 2.0 2.0 3.0 3.0 3.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.0 5.0 5.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Recall Mode None None None None None None None C-Max None C-Max C-Max Act Effct Green (s)15.4 15.4 15.4 14.4 14.4 90.0 86.1 90.1 86.2 86.2 Actuated g/C Ratio 0.13 0.13 0.13 0.12 0.12 0.75 0.72 0.75 0.72 0.72 v/c Ratio 0.56 0.14 0.06 0.48 0.24 0.10 0.42 0.14 0.36 0.03 Control Delay 61.0 44.2 0.4 56.2 8.4 5.1 9.0 5.7 8.4 0.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 61.0 44.2 0.4 56.2 8.4 5.1 9.0 5.7 8.4 0.1 LOS E D A E A A A A A A Approach Delay 49.8 35.2 8.9 8.1 Approach LOS D D A A Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 83 (69%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Natural Cycle: 75 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.56 Intersection Signal Delay: 11.6 Intersection LOS: B Intersection Capacity Utilization 54.8%ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 1: College Ave (US 287) & Columbia Rd HCM 6th Signalized Intersection Summary 2040 Background AM.syn 1: College Ave (US 287) & Columbia Rd 07/01/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)65 25 15 40 30 50 30 1475 20 30 1080 35 Future Volume (veh/h)65 25 15 40 30 50 30 1475 20 30 1080 35 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 1945 1945 1945 1870 1870 1870 1796 1870 1870 Adj Flow Rate, veh/h 87 32 16 55 33 69 33 1505 29 33 1271 38 Peak Hour Factor 0.75 0.79 0.92 0.73 0.92 0.72 0.92 0.98 0.70 0.92 0.85 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 170 259 220 171 92 228 346 3554 68 241 3519 1092 Arrive On Green 0.14 0.14 0.14 0.15 0.14 0.14 0.01 0.23 0.23 0.02 0.69 0.69 Sat Flow, veh/h 1293 1870 1585 884 663 1648 1781 5157 99 1710 5106 1585 Grp Volume(v), veh/h 87 32 16 88 0 69 33 993 541 33 1271 38 Grp Sat Flow(s),veh/h/ln 1293 1870 1585 1546 0 1648 1781 1702 1852 1710 1702 1585 Q Serve(g_s), s 7.9 1.8 1.1 4.6 0.0 4.5 0.7 29.9 29.9 0.7 12.4 0.9 Cycle Q Clear(g_c), s 14.3 1.8 1.1 6.4 0.0 4.5 0.7 29.9 29.9 0.7 12.4 0.9 Prop In Lane 1.00 1.00 0.62 1.00 1.00 0.05 1.00 1.00 Lane Grp Cap(c), veh/h 170 259 220 276 0 228 346 2346 1277 241 3519 1092 V/C Ratio(X)0.51 0.12 0.07 0.32 0.00 0.30 0.10 0.42 0.42 0.14 0.36 0.03 Avail Cap(c_a), veh/h 336 499 423 464 0 426 425 2346 1277 345 3519 1092 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 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 53.8 45.3 45.0 47.0 0.0 46.5 5.9 26.0 26.0 9.3 7.7 5.9 Incr Delay (d2), s/veh 2.4 0.2 0.1 0.7 0.0 0.7 0.1 0.6 1.0 0.3 0.3 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.7 0.9 0.4 2.4 0.0 1.9 0.2 13.7 15.1 0.2 4.0 0.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 56.2 45.5 45.1 47.7 0.0 47.2 6.0 26.5 27.0 9.5 8.0 6.0 LnGrp LOS E D D D A D A C C A A A Approach Vol, veh/h 135 157 1567 1342 Approach Delay, s/veh 52.3 47.5 26.3 8.0 Approach LOS D D C A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 8.7 88.7 22.6 8.7 88.7 22.6 Change Period (Y+Rc), s 6.0 6.0 * 6 6.0 6.0 6.0 Max Green Setting (Gmax), s 8.0 63.0 * 32 10.0 61.0 31.0 Max Q Clear Time (g_c+I1), s 2.7 14.4 16.3 2.7 31.9 8.4 Green Ext Time (p_c), s 0.0 6.4 0.3 0.0 6.8 0.5 Intersection Summary HCM 6th Ctrl Delay 20.7 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Timings 2040 Background PM.syn 1: College Ave (US 287) & Columbia Rd 07/01/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)145 50 75 35 35 45 100 1645 60 2200 135 Future Volume (vph)145 50 75 35 35 45 100 1645 60 2200 135 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 2 Detector Phase 4 4 4 8 8 8 1 6 5 2 2 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 4.0 10.0 4.0 10.0 10.0 Minimum Split (s)32.0 32.0 32.0 32.0 32.0 32.0 11.0 29.5 11.0 26.5 26.5 Total Split (s)32.0 32.0 32.0 32.0 32.0 32.0 14.0 75.0 13.0 74.0 74.0 Total Split (%)26.7% 26.7% 26.7% 26.7% 26.7% 26.7% 11.7% 62.5% 10.8% 61.7% 61.7% Yellow Time (s)3.0 3.0 3.0 3.0 3.0 3.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s)2.0 2.0 2.0 3.0 3.0 3.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.0 5.0 5.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Recall Mode None None None None None None None C-Max None C-Max C-Max Act Effct Green (s)20.8 20.8 20.8 19.8 19.8 84.7 77.6 80.8 73.9 73.9 Actuated g/C Ratio 0.17 0.17 0.17 0.16 0.16 0.71 0.65 0.67 0.62 0.62 v/c Ratio 0.78 0.22 0.26 0.32 0.16 0.66 0.54 0.46 0.81 0.15 Control Delay 71.2 42.3 9.7 45.7 4.6 40.1 13.7 15.1 21.5 3.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 71.2 42.3 9.7 45.7 4.6 40.1 13.7 15.1 21.5 3.3 LOS E D A D A D B B C A Approach Delay 48.0 29.2 15.3 20.3 Approach LOS D C B C Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 83 (69%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.81 Intersection Signal Delay: 20.5 Intersection LOS: C Intersection Capacity Utilization 76.9%ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 1: College Ave (US 287) & Columbia Rd HCM 6th Signalized Intersection Summary 2040 Background PM.syn 1: College Ave (US 287) & Columbia Rd 07/01/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)145 50 75 35 35 45 100 1645 45 60 2200 135 Future Volume (veh/h)145 50 75 35 35 45 100 1645 45 60 2200 135 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 1945 1945 1945 1870 1870 1870 1796 1870 1870 Adj Flow Rate, veh/h 165 68 90 38 47 57 118 1732 49 86 2444 150 Peak Hour Factor 0.88 0.73 0.83 0.92 0.75 0.79 0.85 0.95 0.92 0.70 0.90 0.90 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 248 367 311 161 184 323 163 3165 90 198 3131 972 Arrive On Green 0.20 0.20 0.20 0.20 0.20 0.20 0.01 0.20 0.20 0.03 0.61 0.61 Sat Flow, veh/h 1290 1870 1585 600 939 1648 1781 5104 144 1710 5106 1585 Grp Volume(v), veh/h 165 68 90 85 0 57 118 1155 626 86 2444 150 Grp Sat Flow(s),veh/h/ln 1290 1870 1585 1539 0 1648 1781 1702 1844 1710 1702 1585 Q Serve(g_s), s 15.0 3.6 5.8 2.4 0.0 3.5 2.9 36.5 36.5 2.2 42.6 4.9 Cycle Q Clear(g_c), s 21.1 3.6 5.8 6.1 0.0 3.5 2.9 36.5 36.5 2.2 42.6 4.9 Prop In Lane 1.00 1.00 0.45 1.00 1.00 0.08 1.00 1.00 Lane Grp Cap(c), veh/h 248 367 311 358 0 323 163 2111 1144 198 3131 972 V/C Ratio(X)0.67 0.19 0.29 0.24 0.00 0.18 0.72 0.55 0.55 0.43 0.78 0.15 Avail Cap(c_a), veh/h 285 421 357 390 0 357 210 2111 1144 241 3131 972 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 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 50.2 40.2 41.1 40.9 0.0 40.2 27.1 32.6 32.6 15.9 17.2 9.9 Incr Delay (d2), s/veh 4.8 0.2 0.5 0.3 0.0 0.3 8.5 1.0 1.9 1.5 2.0 0.3 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 1.7 2.3 2.2 0.0 1.4 2.5 16.8 18.5 0.9 15.5 1.7 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 55.0 40.5 41.6 41.2 0.0 40.4 35.6 33.7 34.5 17.3 19.2 10.3 LnGrp LOS E D D D A D D C C B B B Approach Vol, veh/h 323 142 1899 2680 Approach Delay, s/veh 48.2 40.9 34.1 18.7 Approach LOS D D C B Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 10.9 79.6 29.5 10.0 80.4 29.5 Change Period (Y+Rc), s 6.0 6.0 * 6 6.0 6.0 6.0 Max Green Setting (Gmax), s 8.0 68.0 * 27 7.0 69.0 26.0 Max Q Clear Time (g_c+I1), s 4.9 44.6 23.1 4.2 38.5 8.1 Green Ext Time (p_c), s 0.1 14.6 0.4 0.0 8.7 0.4 Intersection Summary HCM 6th Ctrl Delay 27.0 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Timings 2040 Total AM Scenario 1.syn 1: College Ave (US 287) & Columbia Rd 09/23/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)90 30 15 45 35 50 30 1470 30 1100 40 Future Volume (vph)90 30 15 45 35 50 30 1470 30 1100 40 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 2 Detector Phase 4 4 4 8 8 8 1 6 5 2 2 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 4.0 10.0 4.0 10.0 10.0 Minimum Split (s)32.0 32.0 32.0 32.0 32.0 32.0 11.0 29.5 11.0 26.5 26.5 Total Split (s)38.0 38.0 38.0 38.0 38.0 38.0 13.0 68.0 14.0 69.0 69.0 Total Split (%)31.7% 31.7% 31.7% 31.7% 31.7% 31.7% 10.8% 56.7% 11.7% 57.5% 57.5% Yellow Time (s)3.0 3.0 3.0 3.0 3.0 3.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s)2.0 2.0 2.0 3.0 3.0 3.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.0 5.0 5.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Recall Mode None None None None None None None C-Max None C-Max C-Max Act Effct Green (s)17.7 17.7 17.7 16.7 16.7 87.6 83.7 87.7 83.8 83.8 Actuated g/C Ratio 0.15 0.15 0.15 0.14 0.14 0.73 0.70 0.73 0.70 0.70 v/c Ratio 0.68 0.14 0.05 0.47 0.22 0.11 0.43 0.14 0.38 0.04 Control Delay 66.3 42.6 0.3 53.2 7.8 5.7 9.9 6.2 9.4 0.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 66.3 42.6 0.3 53.2 7.8 5.7 9.9 6.2 9.4 0.4 LOS E D A D A A A A A A Approach Delay 55.1 34.7 9.9 9.0 Approach LOS E C A A Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 83 (69%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Natural Cycle: 75 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.68 Intersection Signal Delay: 13.2 Intersection LOS: B Intersection Capacity Utilization 54.8%ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 1: College Ave (US 287) & Columbia Rd HCM 6th Signalized Intersection Summary 2040 Total AM Scenario 1.syn 1: College Ave (US 287) & Columbia Rd 09/23/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)90 30 15 45 35 50 30 1470 25 30 1100 40 Future Volume (veh/h)90 30 15 45 35 50 30 1470 25 30 1100 40 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 1945 1945 1945 1870 1870 1870 1796 1870 1870 Adj Flow Rate, veh/h 120 38 16 62 38 69 33 1500 36 33 1294 43 Peak Hour Factor 0.75 0.79 0.92 0.73 0.92 0.72 0.92 0.98 0.70 0.92 0.85 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 203 322 273 200 112 283 320 3364 81 228 3348 1039 Arrive On Green 0.17 0.17 0.17 0.18 0.17 0.17 0.01 0.22 0.22 0.02 0.66 0.66 Sat Flow, veh/h 1287 1870 1585 881 650 1648 1781 5129 123 1710 5106 1585 Grp Volume(v), veh/h 120 38 16 100 0 69 33 995 541 33 1294 43 Grp Sat Flow(s),veh/h/ln 1287 1870 1585 1531 0 1648 1781 1702 1848 1710 1702 1585 Q Serve(g_s), s 11.0 2.1 1.0 5.2 0.0 4.3 0.7 30.4 30.4 0.8 14.0 1.2 Cycle Q Clear(g_c), s 18.2 2.1 1.0 7.3 0.0 4.3 0.7 30.4 30.4 0.8 14.0 1.2 Prop In Lane 1.00 1.00 0.62 1.00 1.00 0.07 1.00 1.00 Lane Grp Cap(c), veh/h 203 322 273 325 0 283 320 2232 1212 228 3348 1039 V/C Ratio(X)0.59 0.12 0.06 0.31 0.00 0.24 0.10 0.45 0.45 0.14 0.39 0.04 Avail Cap(c_a), veh/h 336 514 436 473 0 440 384 2232 1212 304 3348 1039 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 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 52.2 42.0 41.6 44.0 0.0 42.9 7.3 28.1 28.1 10.6 9.5 7.3 Incr Delay (d2), s/veh 2.7 0.2 0.1 0.5 0.0 0.4 0.1 0.6 1.2 0.3 0.3 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.7 1.0 0.4 2.7 0.0 1.8 0.3 14.0 15.4 0.3 4.8 0.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 54.9 42.2 41.6 44.5 0.0 43.4 7.5 28.8 29.3 10.9 9.9 7.4 LnGrp LOS D D D D A D A C C B A A Approach Vol, veh/h 174 169 1569 1370 Approach Delay, s/veh 50.9 44.0 28.5 9.8 Approach LOS D D C A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 8.7 84.7 26.6 8.7 84.7 26.6 Change Period (Y+Rc), s 6.0 6.0 * 6 6.0 6.0 6.0 Max Green Setting (Gmax), s 7.0 63.0 * 33 8.0 62.0 32.0 Max Q Clear Time (g_c+I1), s 2.7 16.0 20.2 2.8 32.4 9.3 Green Ext Time (p_c), s 0.0 6.6 0.4 0.0 6.9 0.5 Intersection Summary HCM 6th Ctrl Delay 22.7 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Timings 2040 Total PM Scenario 1.syn 1: College Ave (US 287) & Columbia Rd 09/29/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)185 60 75 50 40 45 100 1650 60 2240 140 Future Volume (vph)185 60 75 50 40 45 100 1650 60 2240 140 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 2 Detector Phase 4 4 4 8 8 8 1 6 5 2 2 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 4.0 10.0 4.0 10.0 10.0 Minimum Split (s)32.0 32.0 32.0 32.0 32.0 32.0 11.0 29.5 11.0 26.5 26.5 Total Split (s)44.0 44.0 44.0 44.0 44.0 44.0 13.0 63.0 13.0 63.0 63.0 Total Split (%)36.7% 36.7% 36.7% 36.7% 36.7% 36.7% 10.8% 52.5% 10.8% 52.5% 52.5% Yellow Time (s)3.0 3.0 3.0 3.0 3.0 3.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s)2.0 2.0 2.0 3.0 3.0 3.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.0 5.0 5.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Recall Mode None None None None None None None C-Max None C-Max C-Max Act Effct Green (s)25.6 25.6 25.6 24.6 24.6 80.1 72.0 75.8 68.0 68.0 Actuated g/C Ratio 0.21 0.21 0.21 0.20 0.20 0.67 0.60 0.63 0.57 0.57 v/c Ratio 0.79 0.21 0.22 0.34 0.13 0.61 0.59 0.43 0.89 0.17 Control Delay 65.3 37.8 8.0 41.6 3.7 35.0 18.0 16.8 29.6 6.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 65.3 37.8 8.0 41.6 3.7 35.0 18.0 16.8 29.6 6.1 LOS E D A D A D B B C A Approach Delay 45.4 28.4 19.1 27.9 Approach LOS D C B C Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 83 (69%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Natural Cycle: 100 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.89 Intersection Signal Delay: 25.9 Intersection LOS: C Intersection Capacity Utilization 79.9%ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 1: College Ave (US 287) & Columbia Rd HCM 6th Signalized Intersection Summary 2040 Total PM Scenario 1.syn 1: College Ave (US 287) & Columbia Rd 09/29/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)185 60 75 50 40 45 100 1650 50 60 2240 140 Future Volume (veh/h)185 60 75 50 40 45 100 1650 50 60 2240 140 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 1945 1945 1945 1870 1870 1870 1796 1870 1870 Adj Flow Rate, veh/h 201 82 90 54 53 57 118 1737 56 78 2489 156 Peak Hour Factor 0.92 0.73 0.83 0.92 0.75 0.79 0.85 0.95 0.90 0.77 0.90 0.90 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 288 464 393 211 193 409 154 2887 93 182 2849 884 Arrive On Green 0.25 0.25 0.25 0.26 0.25 0.25 0.01 0.19 0.19 0.03 0.56 0.56 Sat Flow, veh/h 1283 1870 1585 667 779 1648 1781 5081 164 1710 5106 1585 Grp Volume(v), veh/h 201 82 90 107 0 57 118 1163 630 78 2489 156 Grp Sat Flow(s),veh/h/ln 1283 1870 1585 1446 0 1648 1781 1702 1841 1710 1702 1585 Q Serve(g_s), s 18.3 4.1 5.4 4.4 0.0 3.2 3.3 37.6 37.6 2.3 50.4 5.8 Cycle Q Clear(g_c), s 26.8 4.1 5.4 8.5 0.0 3.2 3.3 37.6 37.6 2.3 50.4 5.8 Prop In Lane 1.00 1.00 0.50 1.00 1.00 0.09 1.00 1.00 Lane Grp Cap(c), veh/h 288 464 393 416 0 409 154 1934 1046 182 2849 884 V/C Ratio(X)0.70 0.18 0.23 0.26 0.00 0.14 0.77 0.60 0.60 0.43 0.87 0.18 Avail Cap(c_a), veh/h 386 608 515 521 0 522 180 1934 1046 224 2849 884 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 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 48.1 35.5 36.0 37.0 0.0 35.1 28.6 36.3 36.3 18.4 22.9 13.0 Incr Delay (d2), s/veh 3.5 0.2 0.3 0.3 0.0 0.2 15.5 1.4 2.6 1.6 4.1 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 6.2 1.9 0.0 2.6 0.0 1.3 2.5 17.4 19.2 0.9 19.5 2.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 51.7 35.7 36.3 37.3 0.0 35.3 44.2 37.7 38.9 20.0 27.0 13.4 LnGrp LOS D D D D A D D D D C C B Approach Vol, veh/h 373 164 1911 2723 Approach Delay, s/veh 44.4 36.6 38.5 26.0 Approach LOS D D D C Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 11.3 72.9 35.8 10.1 74.2 35.8 Change Period (Y+Rc), s 6.0 6.0 * 6 6.0 6.0 6.0 Max Green Setting (Gmax), s 7.0 57.0 * 39 7.0 57.0 38.0 Max Q Clear Time (g_c+I1), s 5.3 52.4 28.8 4.3 39.6 10.5 Green Ext Time (p_c), s 0.0 3.9 1.0 0.0 7.3 0.6 Intersection Summary HCM 6th Ctrl Delay 32.3 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Timings 2040 Total AM Scenario 2.syn 7: College Ave (US 287) & Columbia Rd 09/23/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)110 30 15 45 35 50 30 1445 30 1100 40 Future Volume (vph)110 30 15 45 35 50 30 1445 30 1100 40 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 2 Detector Phase 4 4 4 8 8 8 1 6 5 2 2 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 4.0 10.0 4.0 10.0 10.0 Minimum Split (s)32.0 32.0 32.0 32.0 32.0 32.0 11.0 29.5 11.0 26.5 26.5 Total Split (s)38.0 38.0 38.0 38.0 38.0 38.0 13.0 68.0 14.0 69.0 69.0 Total Split (%)31.7% 31.7% 31.7% 31.7% 31.7% 31.7% 10.8% 56.7% 11.7% 57.5% 57.5% Yellow Time (s)3.0 3.0 3.0 3.0 3.0 3.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s)2.0 2.0 2.0 3.0 3.0 3.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.0 5.0 5.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Recall Mode None None None None None None None C-Max None C-Max C-Max Act Effct Green (s)20.0 20.0 20.0 19.0 19.0 85.4 81.4 85.5 81.5 81.5 Actuated g/C Ratio 0.17 0.17 0.17 0.16 0.16 0.71 0.68 0.71 0.68 0.68 v/c Ratio 0.73 0.13 0.05 0.42 0.20 0.11 0.44 0.14 0.39 0.04 Control Delay 67.7 40.5 0.3 49.1 7.3 2.5 4.2 6.9 10.4 0.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 67.7 40.5 0.3 49.1 7.3 2.5 4.2 6.9 10.4 0.5 LOS E D A D A A A A B A Approach Delay 57.2 32.0 4.1 10.0 Approach LOS E C A B Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 83 (69%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Natural Cycle: 75 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.73 Intersection Signal Delay: 11.3 Intersection LOS: B Intersection Capacity Utilization 54.5%ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 7: College Ave (US 287) & Columbia Rd HCM 6th Signalized Intersection Summary 2040 Total AM Scenario 2.syn 7: College Ave (US 287) & Columbia Rd 09/23/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)110 30 15 45 35 50 30 1445 20 30 1100 40 Future Volume (veh/h)110 30 15 45 35 50 30 1445 20 30 1100 40 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 1945 1945 1945 1870 1870 1870 1796 1870 1870 Adj Flow Rate, veh/h 147 38 16 62 38 69 33 1474 29 33 1294 43 Peak Hour Factor 0.75 0.79 0.92 0.73 0.92 0.72 0.92 0.98 0.70 0.92 0.85 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 230 358 303 219 124 315 310 3281 65 228 3250 1009 Arrive On Green 0.19 0.19 0.19 0.20 0.19 0.19 0.01 0.21 0.21 0.02 0.64 0.64 Sat Flow, veh/h 1287 1870 1585 892 646 1648 1781 5155 101 1710 5106 1585 Grp Volume(v), veh/h 147 38 16 100 0 69 33 973 530 33 1294 43 Grp Sat Flow(s),veh/h/ln 1287 1870 1585 1538 0 1648 1781 1702 1852 1710 1702 1585 Q Serve(g_s), s 13.4 2.0 1.0 5.1 0.0 4.2 0.8 29.9 29.9 0.8 14.8 1.2 Cycle Q Clear(g_c), s 20.5 2.0 1.0 7.1 0.0 4.2 0.8 29.9 29.9 0.8 14.8 1.2 Prop In Lane 1.00 1.00 0.62 1.00 1.00 0.05 1.00 1.00 Lane Grp Cap(c), veh/h 230 358 303 355 0 315 310 2167 1179 228 3250 1009 V/C Ratio(X)0.64 0.11 0.05 0.28 0.00 0.22 0.11 0.45 0.45 0.14 0.40 0.04 Avail Cap(c_a), veh/h 338 514 436 474 0 440 374 2167 1179 304 3250 1009 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 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 51.0 40.1 39.7 41.9 0.0 41.0 8.2 29.0 29.0 11.3 10.6 8.1 Incr Delay (d2), s/veh 2.9 0.1 0.1 0.4 0.0 0.3 0.1 0.7 1.2 0.3 0.4 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.5 1.0 0.4 2.6 0.0 1.8 0.3 13.8 15.2 0.3 5.2 0.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 53.9 40.2 39.7 42.4 0.0 41.3 8.4 29.7 30.3 11.6 11.0 8.2 LnGrp LOS D D D D A D A C C B B A Approach Vol, veh/h 201 169 1536 1370 Approach Delay, s/veh 50.2 41.9 29.5 10.9 Approach LOS D D C B Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 8.7 82.4 29.0 8.7 82.4 29.0 Change Period (Y+Rc), s 6.0 6.0 * 6 6.0 6.0 6.0 Max Green Setting (Gmax), s 7.0 63.0 * 33 8.0 62.0 32.0 Max Q Clear Time (g_c+I1), s 2.8 16.8 22.5 2.8 31.9 9.1 Green Ext Time (p_c), s 0.0 6.6 0.5 0.0 6.7 0.5 Intersection Summary HCM 6th Ctrl Delay 23.6 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Timings 2040 Total PM Scenario 2.syn 7: College Ave (US 287) & Columbia Rd 09/29/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)225 65 75 50 40 45 100 1610 60 2240 140 Future Volume (vph)225 65 75 50 40 45 100 1610 60 2240 140 Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm Protected Phases 4 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 2 Detector Phase 4 4 4 8 8 8 1 6 5 2 2 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 4.0 10.0 4.0 10.0 10.0 Minimum Split (s)32.0 32.0 32.0 32.0 32.0 32.0 11.0 29.5 11.0 26.5 26.5 Total Split (s)44.0 44.0 44.0 44.0 44.0 44.0 13.0 63.0 13.0 63.0 63.0 Total Split (%)36.7% 36.7% 36.7% 36.7% 36.7% 36.7% 10.8% 52.5% 10.8% 52.5% 52.5% Yellow Time (s)3.0 3.0 3.0 3.0 3.0 3.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s)2.0 2.0 2.0 3.0 3.0 3.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.0 5.0 5.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Recall Mode None None None None None None None C-Max None C-Max C-Max Act Effct Green (s)29.6 29.6 29.6 28.6 28.6 75.9 68.6 71.9 64.7 64.7 Actuated g/C Ratio 0.25 0.25 0.25 0.24 0.24 0.63 0.57 0.60 0.54 0.54 v/c Ratio 0.83 0.20 0.20 0.29 0.12 0.64 0.60 0.45 0.94 0.18 Control Delay 64.9 34.6 7.1 37.3 3.3 47.5 10.5 19.4 35.4 6.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 64.9 34.6 7.1 37.3 3.3 47.5 10.5 19.4 35.4 6.5 LOS E C A D A D B B D A Approach Delay 46.3 25.5 12.9 33.3 Approach LOS D C B C Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 83 (69%), Referenced to phase 2:SBTL and 6:NBTL, Start of Red Natural Cycle: 100 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.94 Intersection Signal Delay: 26.8 Intersection LOS: C Intersection Capacity Utilization 82.1%ICU Level of Service E Analysis Period (min) 15 Splits and Phases: 7: College Ave (US 287) & Columbia Rd HCM 6th Signalized Intersection Summary 2040 Total PM Scenario 2.syn 7: College Ave (US 287) & Columbia Rd 09/29/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)225 65 75 50 40 45 100 1610 45 60 2240 140 Future Volume (veh/h)225 65 75 50 40 45 100 1610 45 60 2240 140 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 1945 1945 1945 1870 1870 1870 1796 1870 1870 Adj Flow Rate, veh/h 245 89 90 54 53 57 118 1695 50 78 2489 156 Peak Hour Factor 0.92 0.73 0.83 0.92 0.75 0.79 0.85 0.95 0.90 0.77 0.90 0.90 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 330 524 444 234 216 462 150 2724 80 180 2673 830 Arrive On Green 0.28 0.28 0.28 0.29 0.28 0.28 0.02 0.18 0.18 0.04 0.52 0.52 Sat Flow, veh/h 1283 1870 1585 672 770 1648 1781 5097 150 1710 5106 1585 Grp Volume(v), veh/h 245 89 90 107 0 57 118 1132 613 78 2489 156 Grp Sat Flow(s),veh/h/ln 1283 1870 1585 1442 0 1648 1781 1702 1843 1710 1702 1585 Q Serve(g_s), s 22.4 4.3 5.2 4.1 0.0 3.1 3.6 36.9 36.9 2.5 54.4 6.2 Cycle Q Clear(g_c), s 30.8 4.3 5.2 8.4 0.0 3.1 3.6 36.9 36.9 2.5 54.4 6.2 Prop In Lane 1.00 1.00 0.50 1.00 1.00 0.08 1.00 1.00 Lane Grp Cap(c), veh/h 330 524 444 461 0 462 150 1819 985 180 2673 830 V/C Ratio(X)0.74 0.17 0.20 0.23 0.00 0.12 0.79 0.62 0.62 0.43 0.93 0.19 Avail Cap(c_a), veh/h 387 608 515 517 0 522 172 1819 985 220 2673 830 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 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 46.3 32.6 32.9 34.0 0.0 32.2 29.0 38.2 38.2 19.7 26.6 15.1 Incr Delay (d2), s/veh 6.4 0.2 0.2 0.3 0.0 0.1 18.7 1.6 3.0 1.6 7.4 0.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 7.7 2.0 2.1 2.5 0.0 1.3 2.5 17.2 19.0 1.0 22.1 2.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 52.6 32.8 33.2 34.3 0.0 32.3 47.7 39.8 41.2 21.4 33.9 15.6 LnGrp LOS D C C C A C D D D C C B Approach Vol, veh/h 424 164 1863 2723 Approach Delay, s/veh 44.3 33.6 40.8 32.5 Approach LOS D C D C Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 11.5 68.8 39.7 10.2 70.1 39.7 Change Period (Y+Rc), s 6.0 6.0 * 6 6.0 6.0 6.0 Max Green Setting (Gmax), s 7.0 57.0 * 39 7.0 57.0 38.0 Max Q Clear Time (g_c+I1), s 5.6 56.4 32.8 4.5 38.9 10.4 Green Ext Time (p_c), s 0.0 0.6 0.9 0.0 7.1 0.6 Intersection Summary HCM 6th Ctrl Delay 36.5 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Timings 2020 Adjusted Existing AM.syn 2: McClelland Dr & Drake Rd 07/01/2020 Synchro 10 Report Page 1 Lane Group EBT WBL WBT NBL NBT SBT Lane Configurations Traffic Volume (vph)768 16 841 84 6 8 Future Volume (vph)768 16 841 84 6 8 Turn Type NA pm+pt NA Prot NA NA Protected Phases 4 3 8 1 6 2 Permitted Phases 8 Detector Phase 4 3 8 1 6 2 Switch Phase Minimum Initial (s)4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s)15.0 11.0 15.0 11.0 15.0 15.0 Total Split (s)66.0 22.0 88.0 17.0 32.0 15.0 Total Split (%)55.0% 18.3% 73.3% 14.2% 26.7% 12.5% Yellow Time (s)3.5 3.5 3.5 3.0 3.0 3.0 All-Red Time (s)2.0 2.0 2.0 1.5 1.5 1.5 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.5 5.5 5.5 4.5 4.5 4.5 Lead/Lag Lag Lead Lead Lag Lead-Lag Optimize? Recall Mode C-Max None C-Max None Max Max Act Effct Green (s)75.4 82.5 82.5 11.2 27.5 11.8 Actuated g/C Ratio 0.63 0.69 0.69 0.09 0.23 0.10 v/c Ratio 0.42 0.06 0.29 0.65 0.20 0.07 Control Delay 12.5 7.4 6.0 71.2 11.1 51.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 12.5 7.4 6.0 71.2 11.1 51.4 LOS B A A E B D Approach Delay 12.5 6.0 44.9 51.4 Approach LOS B A D D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 78 (65%), Referenced to phase 4:EBT and 8:WBTL, Start of Red Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.65 Intersection Signal Delay: 12.5 Intersection LOS: B Intersection Capacity Utilization 42.8%ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 2: McClelland Dr & Drake Rd HCM 6th Signalized Intersection Summary 2020 Adjusted Existing AM.syn 2: McClelland Dr & Drake Rd 07/01/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)0 768 61 16 841 0 84 6 58 0 8 0 Future Volume (veh/h)0 768 61 16 841 0 84 6 58 0 8 0 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 0 1870 1870 1870 1870 0 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 0 835 88 24 1001 0 108 8 76 0 12 0 Peak Hour Factor 0.92 0.92 0.69 0.67 0.84 0.92 0.78 0.75 0.76 0.92 0.67 0.92 Percent Heavy Veh, %0 2 2 2 2 0 2 2 2 2 2 2 Cap, veh/h 0 2022 213 391 3510 0 133 35 333 0 219 0 Arrive On Green 0.00 0.62 0.63 0.04 1.00 0.00 0.07 0.23 0.24 0.00 0.12 0.00 Sat Flow, veh/h 0 3337 342 1781 5274 0 1781 153 1455 0 1870 0 Grp Volume(v), veh/h 0 457 466 24 1001 0 108 0 84 0 12 0 Grp Sat Flow(s),veh/h/ln 0 1777 1809 1781 1702 0 1781 0 1608 0 1870 0 Q Serve(g_s), s 0.0 15.7 15.6 0.6 0.0 0.0 7.2 0.0 5.1 0.0 0.7 0.0 Cycle Q Clear(g_c), s 0.0 15.7 15.6 0.6 0.0 0.0 7.2 0.0 5.1 0.0 0.7 0.0 Prop In Lane 0.00 0.19 1.00 0.00 1.00 0.90 0.00 0.00 Lane Grp Cap(c), veh/h 0 1108 1127 391 3510 0 133 0 369 0 219 0 V/C Ratio(X)0.00 0.41 0.41 0.06 0.29 0.00 0.81 0.00 0.23 0.00 0.05 0.00 Avail Cap(c_a), veh/h 0 1108 1127 603 3510 0 186 0 369 0 219 0 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)0.00 1.00 1.00 0.66 0.66 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Uniform Delay (d), s/veh 0.0 11.5 11.4 8.3 0.0 0.0 54.7 0.0 37.2 0.0 47.1 0.0 Incr Delay (d2), s/veh 0.0 1.1 1.1 0.0 0.1 0.0 16.6 0.0 1.4 0.0 0.5 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 6.2 6.2 0.2 0.0 0.0 3.8 0.0 2.1 0.0 0.3 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 12.6 12.5 8.3 0.1 0.0 71.3 0.0 38.7 0.0 47.6 0.0 LnGrp LOS A B B A A A E A D A D A Approach Vol, veh/h 923 1025 192 12 Approach Delay, s/veh 12.6 0.3 57.0 47.6 Approach LOS B A E D Timer - Assigned Phs 1 2 3 4 6 8 Phs Duration (G+Y+Rc), s 13.5 18.5 7.7 80.3 32.0 88.0 Change Period (Y+Rc), s 4.5 4.5 5.5 5.5 4.5 5.5 Max Green Setting (Gmax), s 12.5 10.5 16.5 60.5 27.5 82.5 Max Q Clear Time (g_c+I1), s 9.2 2.7 2.6 17.7 7.1 2.0 Green Ext Time (p_c), s 0.1 0.0 0.0 6.9 0.4 8.9 Intersection Summary HCM 6th Ctrl Delay 10.9 HCM 6th LOS B Timings 2020 Adjusted Existing PM.syn 2: McClelland Dr & Drake Rd 07/01/2020 Synchro 10 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBT Lane Configurations Traffic Volume (vph)1 1020 67 942 167 7 12 Future Volume (vph)1 1020 67 942 167 7 12 Turn Type Perm NA pm+pt NA Prot NA NA Protected Phases 4 3 8 1 6 2 Permitted Phases 4 8 Detector Phase 4 4 3 8 1 6 2 Switch Phase Minimum Initial (s)4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s)15.0 15.0 11.0 15.0 11.0 15.0 15.0 Total Split (s)68.0 68.0 18.0 86.0 19.0 34.0 15.0 Total Split (%)56.7% 56.7% 15.0% 71.7% 15.8% 28.3% 12.5% Yellow Time (s)3.5 3.5 3.5 3.5 3.0 3.0 3.0 All-Red Time (s)2.0 2.0 2.0 2.0 1.5 1.5 1.5 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.5 5.5 5.5 4.5 4.5 4.5 Lead/Lag Lag Lag Lead Lead Lag Lead-Lag Optimize? Recall Mode C-Max C-Max None C-Max None Max Max Act Effct Green (s)67.4 80.5 80.5 14.2 29.5 10.8 Actuated g/C Ratio 0.56 0.67 0.67 0.12 0.25 0.09 v/c Ratio 0.64 0.34 0.31 0.88 0.30 0.17 Control Delay 19.9 8.0 4.9 89.2 9.1 47.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 19.9 8.0 4.9 89.2 9.1 47.8 LOS B A A F A D Approach Delay 19.9 5.2 53.1 47.8 Approach LOS B A D D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 78 (65%), Referenced to phase 4:EBTL and 8:WBTL, Start of Red Natural Cycle: 75 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.88 Intersection Signal Delay: 18.0 Intersection LOS: B Intersection Capacity Utilization 78.6%ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 2: McClelland Dr & Drake Rd HCM 6th Signalized Intersection Summary 2020 Adjusted Existing PM.syn 2: McClelland Dr & Drake Rd 07/01/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)1 1020 102 67 942 2 167 7 104 0 12 1 Future Volume (veh/h)1 1020 102 67 942 2 167 7 104 0 12 1 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 4 1074 121 92 1058 8 182 12 137 0 24 4 Peak Hour Factor 0.25 0.95 0.84 0.73 0.89 0.25 0.92 0.58 0.76 0.92 0.50 0.25 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 32 1854 208 300 3507 27 209 32 363 0 143 24 Arrive On Green 0.60 0.59 0.60 0.07 1.00 1.00 0.12 0.25 0.25 0.00 0.09 0.10 Sat Flow, veh/h 3 3146 353 1781 5228 40 1781 129 1476 0 1563 260 Grp Volume(v), veh/h 638 0 561 92 689 377 182 0 149 0 0 28 Grp Sat Flow(s),veh/h/ln 1864 0 1638 1781 1702 1863 1781 0 1605 0 0 1823 Q Serve(g_s), s 0.0 0.0 25.6 2.4 0.0 0.0 12.1 0.0 9.2 0.0 0.0 1.7 Cycle Q Clear(g_c), s 25.3 0.0 25.6 2.4 0.0 0.0 12.1 0.0 9.2 0.0 0.0 1.7 Prop In Lane 0.01 0.22 1.00 0.02 1.00 0.92 0.00 0.14 Lane Grp Cap(c), veh/h 1144 0 966 300 2284 1250 209 0 395 0 0 166 V/C Ratio(X)0.56 0.00 0.58 0.31 0.30 0.30 0.87 0.00 0.38 0.00 0.00 0.17 Avail Cap(c_a), veh/h 1144 0 966 422 2284 1250 215 0 395 0 0 166 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 0.29 0.29 0.29 1.00 0.00 1.00 0.00 0.00 1.00 Uniform Delay (d), s/veh 15.3 0.0 15.3 11.6 0.0 0.0 52.1 0.0 37.2 0.0 0.0 50.3 Incr Delay (d2), s/veh 2.0 0.0 2.6 0.2 0.1 0.2 29.6 0.0 2.7 0.0 0.0 2.2 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 10.6 0.0 9.7 0.8 0.0 0.1 7.1 0.0 3.9 0.0 0.0 0.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 17.3 0.0 17.9 11.8 0.1 0.2 81.7 0.0 40.0 0.0 0.0 52.4 LnGrp LOS B A B B A A F A D A A D Approach Vol, veh/h 1199 1158 331 28 Approach Delay, s/veh 17.6 1.1 62.9 52.4 Approach LOS B A E D Timer - Assigned Phs 1 2 3 4 6 8 Phs Duration (G+Y+Rc), s 18.5 15.5 9.8 76.2 34.0 86.0 Change Period (Y+Rc), s 4.5 4.5 5.5 5.5 4.5 5.5 Max Green Setting (Gmax), s 14.5 10.5 12.5 62.5 29.5 80.5 Max Q Clear Time (g_c+I1), s 14.1 3.7 4.4 27.6 11.2 2.0 Green Ext Time (p_c), s 0.0 0.0 0.1 9.9 0.8 8.9 Intersection Summary HCM 6th Ctrl Delay 16.4 HCM 6th LOS B Timings 2022 Background AM.syn 2: McClelland Dr & Drake Rd 07/01/2020 Synchro 10 Report Page 1 Lane Group EBT WBL WBT NBL NBT SBT Lane Configurations Traffic Volume (vph)780 20 850 90 10 10 Future Volume (vph)780 20 850 90 10 10 Turn Type NA pm+pt NA Prot NA NA Protected Phases 4 3 8 1 6 2 Permitted Phases 8 Detector Phase 4 3 8 1 6 2 Switch Phase Minimum Initial (s)4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s)15.0 11.0 15.0 11.0 15.0 15.0 Total Split (s)65.0 15.0 80.0 25.0 40.0 15.0 Total Split (%)54.2% 12.5% 66.7% 20.8% 33.3% 12.5% Yellow Time (s)3.5 3.5 3.5 3.0 3.0 3.0 All-Red Time (s)2.0 2.0 2.0 1.5 1.5 1.5 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.5 5.5 5.5 4.5 4.5 4.5 Lead/Lag Lag Lead Lead Lag Lead-Lag Optimize? Recall Mode C-Max None C-Max None Max Max Act Effct Green (s)67.2 74.5 74.5 13.1 35.5 17.9 Actuated g/C Ratio 0.56 0.62 0.62 0.11 0.30 0.15 v/c Ratio 0.48 0.09 0.32 0.60 0.17 0.05 Control Delay 17.5 7.7 6.1 63.0 9.7 47.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 17.5 7.7 6.1 63.0 9.7 47.1 LOS B A A E A D Approach Delay 17.5 6.1 39.3 47.1 Approach LOS B A D D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 78 (65%), Referenced to phase 4:EBT and 8:WBTL, Start of Red Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.60 Intersection Signal Delay: 14.4 Intersection LOS: B Intersection Capacity Utilization 43.6%ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 2: McClelland Dr & Drake Rd HCM 6th Signalized Intersection Summary 2022 Background AM.syn 2: McClelland Dr & Drake Rd 07/01/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)0 780 65 20 850 0 90 10 60 0 10 0 Future Volume (veh/h)0 780 65 20 850 0 90 10 60 0 10 0 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 0 1870 1870 1870 1870 0 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 0 848 94 30 1012 0 115 13 79 0 15 0 Peak Hour Factor 0.92 0.92 0.69 0.67 0.84 0.92 0.78 0.75 0.76 0.92 0.67 0.92 Percent Heavy Veh, %0 2 2 2 2 0 2 2 2 2 2 2 Cap, veh/h 0 1787 198 332 3170 0 142 68 412 0 334 0 Arrive On Green 0.00 0.55 0.56 0.04 1.00 0.00 0.08 0.30 0.30 0.00 0.18 0.00 Sat Flow, veh/h 0 3319 358 1781 5274 0 1781 229 1391 0 1870 0 Grp Volume(v), veh/h 0 467 475 30 1012 0 115 0 92 0 15 0 Grp Sat Flow(s),veh/h/ln 0 1777 1806 1781 1702 0 1781 0 1620 0 1870 0 Q Serve(g_s), s 0.0 19.1 19.0 0.8 0.0 0.0 7.6 0.0 5.0 0.0 0.8 0.0 Cycle Q Clear(g_c), s 0.0 19.1 19.0 0.8 0.0 0.0 7.6 0.0 5.0 0.0 0.8 0.0 Prop In Lane 0.00 0.20 1.00 0.00 1.00 0.86 0.00 0.00 Lane Grp Cap(c), veh/h 0 984 1000 332 3170 0 142 0 479 0 334 0 V/C Ratio(X)0.00 0.47 0.47 0.09 0.32 0.00 0.81 0.00 0.19 0.00 0.04 0.00 Avail Cap(c_a), veh/h 0 984 1000 436 3170 0 304 0 479 0 334 0 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)0.00 1.00 1.00 0.66 0.66 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Uniform Delay (d), s/veh 0.0 16.2 16.1 11.9 0.0 0.0 54.3 0.0 31.2 0.0 40.8 0.0 Incr Delay (d2), s/veh 0.0 1.6 1.6 0.1 0.2 0.0 10.2 0.0 0.9 0.0 0.3 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 7.9 8.0 0.3 0.1 0.0 3.8 0.0 2.1 0.0 0.4 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 17.8 17.7 11.9 0.2 0.0 64.5 0.0 32.1 0.0 41.1 0.0 LnGrp LOS A B B B A A E A C A D A Approach Vol, veh/h 942 1042 207 15 Approach Delay, s/veh 17.8 0.5 50.1 41.1 Approach LOS B A D D Timer - Assigned Phs 1 2 3 4 6 8 Phs Duration (G+Y+Rc), s 14.1 25.9 8.0 72.0 40.0 80.0 Change Period (Y+Rc), s 4.5 4.5 5.5 5.5 4.5 5.5 Max Green Setting (Gmax), s 20.5 10.5 9.5 59.5 35.5 74.5 Max Q Clear Time (g_c+I1), s 9.6 2.8 2.8 21.1 7.0 2.0 Green Ext Time (p_c), s 0.2 0.0 0.0 7.0 0.5 9.0 Intersection Summary HCM 6th Ctrl Delay 12.8 HCM 6th LOS B Timings 2022 Background PM.syn 2: McClelland Dr & Drake Rd 07/01/2020 Synchro 10 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBT Lane Configurations Traffic Volume (vph)1 1035 70 955 170 10 15 Future Volume (vph)1 1035 70 955 170 10 15 Turn Type Perm NA pm+pt NA Prot NA NA Protected Phases 4 3 8 1 6 2 Permitted Phases 4 8 Detector Phase 4 4 3 8 1 6 2 Switch Phase Minimum Initial (s)4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s)15.0 15.0 11.0 15.0 11.0 15.0 15.0 Total Split (s)73.0 73.0 13.0 86.0 19.0 34.0 15.0 Total Split (%)60.8% 60.8% 10.8% 71.7% 15.8% 28.3% 12.5% Yellow Time (s)3.5 3.5 3.5 3.5 3.0 3.0 3.0 All-Red Time (s)2.0 2.0 2.0 2.0 1.5 1.5 1.5 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.5 5.5 5.5 4.5 4.5 4.5 Lead/Lag Lag Lag Lead Lead Lag Lead-Lag Optimize? Recall Mode C-Max C-Max None C-Max None Max Max Act Effct Green (s)67.9 80.5 80.5 14.2 29.5 10.8 Actuated g/C Ratio 0.57 0.67 0.67 0.12 0.25 0.09 v/c Ratio 0.65 0.36 0.32 0.89 0.31 0.20 Control Delay 19.6 8.7 4.8 90.7 9.7 49.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 19.6 8.7 4.8 90.7 9.7 49.4 LOS B A A F A D Approach Delay 19.6 5.1 53.8 49.4 Approach LOS B A D D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 78 (65%), Referenced to phase 4:EBTL and 8:WBTL, Start of Red Natural Cycle: 75 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.89 Intersection Signal Delay: 18.0 Intersection LOS: B Intersection Capacity Utilization 79.5%ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 2: McClelland Dr & Drake Rd HCM 6th Signalized Intersection Summary 2022 Background PM.syn 2: McClelland Dr & Drake Rd 07/01/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)1 1035 105 70 955 2 170 10 105 0 15 1 Future Volume (veh/h)1 1035 105 70 955 2 170 10 105 0 15 1 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 4 1089 125 96 1073 8 185 17 138 0 30 4 Peak Hour Factor 0.25 0.95 0.84 0.73 0.89 0.25 0.92 0.58 0.76 0.92 0.50 0.25 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 32 1848 211 295 3507 26 211 43 353 0 145 19 Arrive On Green 0.60 0.59 0.60 0.07 1.00 1.00 0.12 0.25 0.25 0.00 0.09 0.10 Sat Flow, veh/h 3 3140 359 1781 5228 39 1781 177 1435 0 1616 215 Grp Volume(v), veh/h 648 0 570 96 699 382 185 0 155 0 0 34 Grp Sat Flow(s),veh/h/ln 1864 0 1637 1781 1702 1863 1781 0 1612 0 0 1832 Q Serve(g_s), s 0.0 0.0 26.3 2.5 0.0 0.0 12.3 0.0 9.6 0.0 0.0 2.1 Cycle Q Clear(g_c), s 26.0 0.0 26.3 2.5 0.0 0.0 12.3 0.0 9.6 0.0 0.0 2.1 Prop In Lane 0.01 0.22 1.00 0.02 1.00 0.89 0.00 0.12 Lane Grp Cap(c), veh/h 1143 0 964 295 2284 1250 211 0 396 0 0 164 V/C Ratio(X)0.57 0.00 0.59 0.33 0.31 0.31 0.88 0.00 0.39 0.00 0.00 0.21 Avail Cap(c_a), veh/h 1143 0 964 341 2284 1250 215 0 396 0 0 164 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 0.27 0.27 0.27 1.00 0.00 1.00 0.00 0.00 1.00 Uniform Delay (d), s/veh 15.5 0.0 15.5 11.9 0.0 0.0 52.0 0.0 37.4 0.0 0.0 50.6 Incr Delay (d2), s/veh 2.0 0.0 2.7 0.2 0.1 0.2 30.3 0.0 2.9 0.0 0.0 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/ln 10.8 0.0 10.0 0.9 0.0 0.1 7.2 0.0 4.1 0.0 0.0 1.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 17.5 0.0 18.2 12.0 0.1 0.2 82.3 0.0 40.2 0.0 0.0 53.4 LnGrp LOS B A B B A A F A D A A D Approach Vol, veh/h 1218 1177 340 34 Approach Delay, s/veh 17.8 1.1 63.1 53.4 Approach LOS B A E D Timer - Assigned Phs 1 2 3 4 6 8 Phs Duration (G+Y+Rc), s 18.7 15.3 9.9 76.1 34.0 86.0 Change Period (Y+Rc), s 4.5 4.5 5.5 5.5 4.5 5.5 Max Green Setting (Gmax), s 14.5 10.5 7.5 67.5 29.5 80.5 Max Q Clear Time (g_c+I1), s 14.3 4.1 4.5 28.3 11.6 2.0 Green Ext Time (p_c), s 0.0 0.0 0.0 10.5 0.8 9.1 Intersection Summary HCM 6th Ctrl Delay 16.7 HCM 6th LOS B Timings 2022 Total AM.syn 2: McClelland Dr & Drake Rd 07/01/2020 Synchro 10 Report Page 1 Lane Group EBT WBL WBT NBL NBT SBT Lane Configurations Traffic Volume (vph)810 25 875 90 10 10 Future Volume (vph)810 25 875 90 10 10 Turn Type NA pm+pt NA Prot NA NA Protected Phases 4 3 8 1 6 2 Permitted Phases 8 Detector Phase 4 3 8 1 6 2 Switch Phase Minimum Initial (s)4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s)15.0 11.0 15.0 11.0 15.0 15.0 Total Split (s)65.0 15.0 80.0 25.0 40.0 15.0 Total Split (%)54.2% 12.5% 66.7% 20.8% 33.3% 12.5% Yellow Time (s)3.5 3.5 3.5 3.0 3.0 3.0 All-Red Time (s)2.0 2.0 2.0 1.5 1.5 1.5 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.5 5.5 5.5 4.5 4.5 4.5 Lead/Lag Lag Lead Lead Lag Lead-Lag Optimize? Recall Mode C-Max None C-Max None Max Max Act Effct Green (s)67.0 74.5 74.5 13.1 35.5 17.9 Actuated g/C Ratio 0.56 0.62 0.62 0.11 0.30 0.15 v/c Ratio 0.50 0.12 0.33 0.60 0.19 0.05 Control Delay 17.9 9.6 8.3 63.0 9.1 47.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 17.9 9.6 8.3 63.0 9.1 47.1 LOS B A A E A D Approach Delay 17.9 8.3 37.3 47.1 Approach LOS B A D D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 78 (65%), Referenced to phase 4:EBT and 8:WBTL, Start of Red Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.60 Intersection Signal Delay: 15.5 Intersection LOS: B Intersection Capacity Utilization 44.4%ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 2: McClelland Dr & Drake Rd HCM 6th Signalized Intersection Summary 2022 Total AM.syn 2: McClelland Dr & Drake Rd 07/01/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)0 810 65 25 875 0 90 10 70 0 10 0 Future Volume (veh/h)0 810 65 25 875 0 90 10 70 0 10 0 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 0 1870 1870 1870 1870 0 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 0 880 94 37 1042 0 115 13 92 0 15 0 Peak Hour Factor 0.92 0.92 0.69 0.67 0.84 0.92 0.78 0.75 0.76 0.92 0.67 0.92 Percent Heavy Veh, %0 2 2 2 2 0 2 2 2 2 2 2 Cap, veh/h 0 1786 191 324 3170 0 142 59 419 0 334 0 Arrive On Green 0.00 0.55 0.56 0.03 0.83 0.00 0.08 0.30 0.30 0.00 0.18 0.00 Sat Flow, veh/h 0 3332 346 1781 5274 0 1781 200 1416 0 1870 0 Grp Volume(v), veh/h 0 483 491 37 1042 0 115 0 105 0 15 0 Grp Sat Flow(s),veh/h/ln 0 1777 1808 1781 1702 0 1781 0 1616 0 1870 0 Q Serve(g_s), s 0.0 20.1 20.0 1.0 5.9 0.0 7.6 0.0 5.8 0.0 0.8 0.0 Cycle Q Clear(g_c), s 0.0 20.1 20.0 1.0 5.9 0.0 7.6 0.0 5.8 0.0 0.8 0.0 Prop In Lane 0.00 0.19 1.00 0.00 1.00 0.88 0.00 0.00 Lane Grp Cap(c), veh/h 0 980 997 324 3170 0 142 0 478 0 334 0 V/C Ratio(X)0.00 0.49 0.49 0.11 0.33 0.00 0.81 0.00 0.22 0.00 0.04 0.00 Avail Cap(c_a), veh/h 0 980 997 423 3170 0 304 0 478 0 334 0 HCM Platoon Ratio 1.00 1.00 1.00 1.33 1.33 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)0.00 1.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Uniform Delay (d), s/veh 0.0 16.6 16.5 12.3 4.5 0.0 54.3 0.0 31.5 0.0 40.8 0.0 Incr Delay (d2), s/veh 0.0 1.8 1.7 0.2 0.3 0.0 10.2 0.0 1.1 0.0 0.3 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 8.3 8.4 0.4 1.8 0.0 3.8 0.0 2.4 0.0 0.4 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 18.4 18.3 12.4 4.8 0.0 64.5 0.0 32.5 0.0 41.1 0.0 LnGrp LOS A B B B A A E A C A D A Approach Vol, veh/h 974 1079 220 15 Approach Delay, s/veh 18.3 5.0 49.3 41.1 Approach LOS B A D D Timer - Assigned Phs 1 2 3 4 6 8 Phs Duration (G+Y+Rc), s 14.1 25.9 8.3 71.7 40.0 80.0 Change Period (Y+Rc), s 4.5 4.5 5.5 5.5 4.5 5.5 Max Green Setting (Gmax), s 20.5 10.5 9.5 59.5 35.5 74.5 Max Q Clear Time (g_c+I1), s 9.6 2.8 3.0 22.1 7.8 7.9 Green Ext Time (p_c), s 0.2 0.0 0.0 7.3 0.6 9.4 Intersection Summary HCM 6th Ctrl Delay 15.2 HCM 6th LOS B Timings 2022 Total PM.syn 2: McClelland Dr & Drake Rd 07/01/2020 Synchro 10 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBT Lane Configurations Traffic Volume (vph)1 1090 85 1010 170 10 15 Future Volume (vph)1 1090 85 1010 170 10 15 Turn Type Perm NA pm+pt NA Prot NA NA Protected Phases 4 3 8 1 6 2 Permitted Phases 4 8 Detector Phase 4 4 3 8 1 6 2 Switch Phase Minimum Initial (s)4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s)15.0 15.0 11.0 15.0 11.0 15.0 15.0 Total Split (s)70.0 70.0 11.0 81.0 24.0 39.0 15.0 Total Split (%)58.3% 58.3%9.2% 67.5% 20.0% 32.5% 12.5% Yellow Time (s)3.5 3.5 3.5 3.5 3.0 3.0 3.0 All-Red Time (s)2.0 2.0 2.0 2.0 1.5 1.5 1.5 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.5 5.5 5.5 4.5 4.5 4.5 Lead/Lag Lag Lag Lead Lead Lag Lead-Lag Optimize? Recall Mode C-Max C-Max None C-Max None Max Max Act Effct Green (s)64.5 75.5 75.5 16.6 34.5 13.4 Actuated g/C Ratio 0.54 0.63 0.63 0.14 0.29 0.11 v/c Ratio 0.71 0.57 0.36 0.76 0.31 0.16 Control Delay 23.3 19.3 6.8 68.7 9.8 47.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 23.3 19.3 6.8 68.7 9.8 47.9 LOS C B A E A D Approach Delay 23.3 7.9 40.1 47.9 Approach LOS C A D D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 78 (65%), Referenced to phase 4:EBTL and 8:WBTL, Start of Red Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.76 Intersection Signal Delay: 19.0 Intersection LOS: B Intersection Capacity Utilization 82.1%ICU Level of Service E Analysis Period (min) 15 Splits and Phases: 2: McClelland Dr & Drake Rd HCM 6th Signalized Intersection Summary 2022 Total PM.syn 2: McClelland Dr & Drake Rd 07/01/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)1 1090 105 85 1010 2 170 10 120 0 15 1 Future Volume (veh/h)1 1090 105 85 1010 2 170 10 120 0 15 1 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 4 1147 125 116 1135 8 185 17 158 0 30 4 Peak Hour Factor 0.25 0.95 0.84 0.73 0.89 0.25 0.92 0.58 0.76 0.92 0.50 0.25 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 32 1704 185 258 3291 23 214 45 418 0 210 28 Arrive On Green 0.55 0.54 0.55 0.06 0.84 0.85 0.12 0.29 0.30 0.00 0.13 0.14 Sat Flow, veh/h 3 3159 343 1781 5231 37 1781 156 1453 0 1616 215 Grp Volume(v), veh/h 678 0 598 116 739 404 185 0 175 0 0 34 Grp Sat Flow(s),veh/h/ln 1863 0 1640 1781 1702 1864 1781 0 1609 0 0 1832 Q Serve(g_s), s 0.0 0.0 31.7 3.4 6.0 6.0 12.2 0.0 10.4 0.0 0.0 2.0 Cycle Q Clear(g_c), s 31.1 0.0 31.7 3.4 6.0 6.0 12.2 0.0 10.4 0.0 0.0 2.0 Prop In Lane 0.01 0.21 1.00 0.02 1.00 0.90 0.00 0.12 Lane Grp Cap(c), veh/h 1051 0 885 258 2142 1173 214 0 463 0 0 238 V/C Ratio(X)0.64 0.00 0.68 0.45 0.34 0.34 0.86 0.00 0.38 0.00 0.00 0.14 Avail Cap(c_a), veh/h 1051 0 885 262 2142 1173 289 0 463 0 0 238 HCM Platoon Ratio 1.00 1.00 1.00 1.33 1.33 1.33 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 0.00 0.00 1.00 Uniform Delay (d), s/veh 19.9 0.0 19.9 16.4 4.1 4.1 51.8 0.0 33.8 0.0 0.0 46.2 Incr Delay (d2), s/veh 3.1 0.0 4.1 1.2 0.4 0.8 17.9 0.0 2.3 0.0 0.0 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/ln 13.5 0.0 12.5 1.3 1.8 2.1 6.5 0.0 4.3 0.0 0.0 1.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 22.9 0.0 24.1 17.7 4.6 4.9 69.8 0.0 36.1 0.0 0.0 47.5 LnGrp LOS C A C B A A E A D A A D Approach Vol, veh/h 1276 1259 360 34 Approach Delay, s/veh 23.5 5.9 53.4 47.5 Approach LOS C A D D Timer - Assigned Phs 1 2 3 4 6 8 Phs Duration (G+Y+Rc), s 18.9 20.1 10.8 70.2 39.0 81.0 Change Period (Y+Rc), s 4.5 4.5 5.5 5.5 4.5 5.5 Max Green Setting (Gmax), s 19.5 10.5 5.5 64.5 34.5 75.5 Max Q Clear Time (g_c+I1), s 14.2 4.0 5.4 33.7 12.4 8.0 Green Ext Time (p_c), s 0.2 0.0 0.0 10.5 1.0 9.8 Intersection Summary HCM 6th Ctrl Delay 19.9 HCM 6th LOS B Timings 2040 Background AM.syn 2: McClelland Dr & Drake Rd 07/01/2020 Synchro 10 Report Page 1 Lane Group EBT WBL WBT NBL NBT SBT Lane Configurations Traffic Volume (vph)850 20 930 95 10 10 Future Volume (vph)850 20 930 95 10 10 Turn Type NA pm+pt NA Prot NA NA Protected Phases 4 3 8 1 6 2 Permitted Phases 8 Detector Phase 4 3 8 1 6 2 Switch Phase Minimum Initial (s)4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s)15.0 11.0 15.0 11.0 15.0 15.0 Total Split (s)66.0 26.0 92.0 13.0 28.0 15.0 Total Split (%)55.0% 21.7% 76.7% 10.8% 23.3% 12.5% Yellow Time (s)3.5 3.5 3.5 3.0 3.0 3.0 All-Red Time (s)2.0 2.0 2.0 1.5 1.5 1.5 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.5 5.5 5.5 4.5 4.5 4.5 Lead/Lag Lag Lead Lead Lag Lead-Lag Optimize? Recall Mode C-Max None C-Max None Max Max Act Effct Green (s)79.5 86.5 86.5 8.5 23.5 10.5 Actuated g/C Ratio 0.66 0.72 0.72 0.07 0.20 0.09 v/c Ratio 0.43 0.06 0.30 0.98 0.26 0.07 Control Delay 10.8 5.1 6.2 130.4 12.9 51.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 10.8 5.1 6.2 130.4 12.9 51.5 LOS B A A F B D Approach Delay 10.8 6.2 77.7 51.5 Approach LOS B A E D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 78 (65%), Referenced to phase 4:EBT and 8:WBTL, Start of Red Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.98 Intersection Signal Delay: 15.1 Intersection LOS: B Intersection Capacity Utilization 46.0%ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 2: McClelland Dr & Drake Rd HCM 6th Signalized Intersection Summary 2040 Background AM.syn 2: McClelland Dr & Drake Rd 07/01/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)0 850 70 20 930 0 95 10 65 0 10 0 Future Volume (veh/h)0 850 70 20 930 0 95 10 65 0 10 0 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 0 1870 1870 1870 1870 0 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 0 924 76 22 1107 0 122 13 86 0 11 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.84 0.92 0.78 0.75 0.76 0.92 0.92 0.92 Percent Heavy Veh, %0 2 2 2 2 0 2 2 2 2 2 2 Cap, veh/h 0 2186 180 387 3681 0 126 42 275 0 164 0 Arrive On Green 0.00 0.66 0.67 0.02 0.72 0.00 0.07 0.20 0.20 0.00 0.09 0.00 Sat Flow, veh/h 0 3418 273 1781 5274 0 1781 212 1405 0 1870 0 Grp Volume(v), veh/h 0 494 506 22 1107 0 122 0 99 0 11 0 Grp Sat Flow(s),veh/h/ln 0 1777 1821 1781 1702 0 1781 0 1617 0 1870 0 Q Serve(g_s), s 0.0 15.8 15.8 0.5 9.3 0.0 8.2 0.0 6.3 0.0 0.6 0.0 Cycle Q Clear(g_c), s 0.0 15.8 15.8 0.5 9.3 0.0 8.2 0.0 6.3 0.0 0.6 0.0 Prop In Lane 0.00 0.15 1.00 0.00 1.00 0.87 0.00 0.00 Lane Grp Cap(c), veh/h 0 1169 1198 387 3681 0 126 0 317 0 164 0 V/C Ratio(X)0.00 0.42 0.42 0.06 0.30 0.00 0.97 0.00 0.31 0.00 0.07 0.00 Avail Cap(c_a), veh/h 0 1169 1198 661 3681 0 126 0 317 0 164 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)0.00 1.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Uniform Delay (d), s/veh 0.0 9.7 9.7 7.2 6.0 0.0 55.6 0.0 40.9 0.0 50.3 0.0 Incr Delay (d2), s/veh 0.0 1.1 1.1 0.1 0.2 0.0 69.6 0.0 2.6 0.0 0.8 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 6.0 6.2 0.2 3.0 0.0 6.1 0.0 2.7 0.0 0.3 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 10.9 10.8 7.2 6.2 0.0 125.2 0.0 43.5 0.0 51.0 0.0 LnGrp LOS A B B A A A F A D A D A Approach Vol, veh/h 1000 1129 221 11 Approach Delay, s/veh 10.8 6.2 88.6 51.0 Approach LOS B A F D Timer - Assigned Phs 1 2 3 4 6 8 Phs Duration (G+Y+Rc), s 13.0 15.0 7.6 84.4 28.0 92.0 Change Period (Y+Rc), s 4.5 4.5 5.5 5.5 4.5 5.5 Max Green Setting (Gmax), s 8.5 10.5 20.5 60.5 23.5 86.5 Max Q Clear Time (g_c+I1), s 10.2 2.6 2.5 17.8 8.3 11.3 Green Ext Time (p_c), s 0.0 0.0 0.0 7.7 0.4 10.3 Intersection Summary HCM 6th Ctrl Delay 16.1 HCM 6th LOS B Timings 2040 Background PM.syn 2: McClelland Dr & Drake Rd 07/01/2020 Synchro 10 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBT Lane Configurations Traffic Volume (vph)1 1130 75 1045 185 10 15 Future Volume (vph)1 1130 75 1045 185 10 15 Turn Type Perm NA pm+pt NA Prot NA NA Protected Phases 4 3 8 1 6 2 Permitted Phases 4 8 Detector Phase 4 4 3 8 1 6 2 Switch Phase Minimum Initial (s)4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s)15.0 15.0 11.0 15.0 11.0 15.0 15.0 Total Split (s)67.0 67.0 11.0 78.0 27.0 42.0 15.0 Total Split (%)55.8% 55.8%9.2% 65.0% 22.5% 35.0% 12.5% Yellow Time (s)3.5 3.5 3.5 3.5 3.0 3.0 3.0 All-Red Time (s)2.0 2.0 2.0 2.0 1.5 1.5 1.5 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.5 5.5 5.5 4.5 4.5 4.5 Lead/Lag Lag Lag Lead Lead Lag Lead-Lag Optimize? Recall Mode C-Max C-Max None C-Max None Max Max Act Effct Green (s)61.5 72.5 72.5 19.0 37.5 14.0 Actuated g/C Ratio 0.51 0.60 0.60 0.16 0.31 0.12 v/c Ratio 0.77 0.59 0.38 0.78 0.27 0.08 Control Delay 27.3 23.9 12.7 67.1 9.0 48.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 27.3 23.9 12.7 67.1 9.0 48.9 LOS C C B E A D Approach Delay 27.3 13.6 42.3 48.9 Approach LOS C B D D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 78 (65%), Referenced to phase 4:EBTL and 8:WBTL, Start of Red Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.78 Intersection Signal Delay: 23.5 Intersection LOS: C Intersection Capacity Utilization 85.0%ICU Level of Service E Analysis Period (min) 15 Splits and Phases: 2: McClelland Dr & Drake Rd HCM 6th Signalized Intersection Summary 2040 Background PM.syn 2: McClelland Dr & Drake Rd 07/01/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)1 1130 115 75 1045 2 185 10 115 0 15 1 Future Volume (veh/h)1 1130 115 75 1045 2 185 10 115 0 15 1 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 1 1189 137 103 1174 2 218 11 151 0 16 1 Peak Hour Factor 0.92 0.95 0.84 0.73 0.89 0.92 0.85 0.92 0.76 0.92 0.92 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 30 1624 186 226 3180 5 248 34 467 0 237 15 Arrive On Green 0.52 0.52 0.52 0.08 1.00 1.00 0.14 0.31 0.32 0.00 0.14 0.14 Sat Flow, veh/h 0 3145 361 1781 5264 9 1781 109 1493 0 1742 109 Grp Volume(v), veh/h 706 0 621 103 759 417 218 0 162 0 0 17 Grp Sat Flow(s),veh/h/ln 1869 0 1637 1781 1702 1869 1781 0 1602 0 0 1851 Q Serve(g_s), s 0.0 0.0 35.4 3.2 0.0 0.0 14.4 0.0 9.2 0.0 0.0 1.0 Cycle Q Clear(g_c), s 34.8 0.0 35.4 3.2 0.0 0.0 14.4 0.0 9.2 0.0 0.0 1.0 Prop In Lane 0.00 0.22 1.00 0.00 1.00 0.93 0.00 0.06 Lane Grp Cap(c), veh/h 1011 0 845 226 2057 1129 248 0 501 0 0 251 V/C Ratio(X)0.70 0.00 0.73 0.46 0.37 0.37 0.88 0.00 0.32 0.00 0.00 0.07 Avail Cap(c_a), veh/h 1011 0 845 233 2057 1129 334 0 501 0 0 251 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 0.00 0.00 1.00 Uniform Delay (d), s/veh 22.5 0.0 22.5 18.3 0.0 0.0 50.7 0.0 31.2 0.0 0.0 45.2 Incr Delay (d2), s/veh 4.0 0.0 5.6 1.4 0.5 0.9 18.1 0.0 1.7 0.0 0.0 0.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 15.5 0.0 14.3 1.2 0.1 0.3 7.7 0.0 3.8 0.0 0.0 0.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 26.5 0.0 28.1 19.8 0.5 0.9 68.7 0.0 32.9 0.0 0.0 45.7 LnGrp LOS C A C B A A E A C A A D Approach Vol, veh/h 1327 1279 380 17 Approach Delay, s/veh 27.2 2.2 53.4 45.7 Approach LOS C A D D Timer - Assigned Phs 1 2 3 4 6 8 Phs Duration (G+Y+Rc), s 21.2 20.8 10.5 67.5 42.0 78.0 Change Period (Y+Rc), s 4.5 4.5 5.5 5.5 4.5 5.5 Max Green Setting (Gmax), s 22.5 10.5 5.5 61.5 37.5 72.5 Max Q Clear Time (g_c+I1), s 16.4 3.0 5.2 37.4 11.2 2.0 Green Ext Time (p_c), s 0.3 0.0 0.0 10.1 1.0 10.3 Intersection Summary HCM 6th Ctrl Delay 20.0 HCM 6th LOS B Timings 2040 Total AM.syn 2: McClelland Dr & Drake Rd 07/01/2020 Synchro 10 Report Page 1 Lane Group EBT WBL WBT NBL NBT SBT Lane Configurations Traffic Volume (vph)880 25 955 95 10 10 Future Volume (vph)880 25 955 95 10 10 Turn Type NA pm+pt NA Prot NA NA Protected Phases 4 3 8 1 6 2 Permitted Phases 8 Detector Phase 4 3 8 1 6 2 Switch Phase Minimum Initial (s)4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s)15.0 11.0 15.0 11.0 15.0 15.0 Total Split (s)70.0 22.0 92.0 13.0 28.0 15.0 Total Split (%)58.3% 18.3% 76.7% 10.8% 23.3% 12.5% Yellow Time (s)3.5 3.5 3.5 3.0 3.0 3.0 All-Red Time (s)2.0 2.0 2.0 1.5 1.5 1.5 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.5 5.5 5.5 4.5 4.5 4.5 Lead/Lag Lag Lead Lead Lag Lead-Lag Optimize? Recall Mode C-Max None C-Max None Max Max Act Effct Green (s)79.4 86.5 86.5 8.5 23.5 10.5 Actuated g/C Ratio 0.66 0.72 0.72 0.07 0.20 0.09 v/c Ratio 0.45 0.08 0.31 0.98 0.28 0.07 Control Delay 11.0 6.2 5.8 130.4 12.2 51.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 11.0 6.2 5.8 130.4 12.2 51.5 LOS B A A F B D Approach Delay 11.0 5.8 73.8 51.5 Approach LOS B A E D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 78 (65%), Referenced to phase 4:EBT and 8:WBTL, Start of Red Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.98 Intersection Signal Delay: 14.7 Intersection LOS: B Intersection Capacity Utilization 46.8%ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 2: McClelland Dr & Drake Rd HCM 6th Signalized Intersection Summary 2040 Total AM.syn 2: McClelland Dr & Drake Rd 07/01/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)0 880 70 25 955 0 95 10 75 0 10 0 Future Volume (veh/h)0 880 70 25 955 0 95 10 75 0 10 0 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 0 1870 1870 1870 1870 0 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 0 957 76 27 1137 0 122 13 99 0 11 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.84 0.92 0.78 0.75 0.76 0.92 0.92 0.92 Percent Heavy Veh, %0 2 2 2 2 0 2 2 2 2 2 2 Cap, veh/h 0 2185 174 377 3681 0 126 37 279 0 164 0 Arrive On Green 0.00 0.66 0.66 0.02 0.72 0.00 0.07 0.20 0.20 0.00 0.09 0.00 Sat Flow, veh/h 0 3428 265 1781 5274 0 1781 187 1426 0 1870 0 Grp Volume(v), veh/h 0 510 523 27 1137 0 122 0 112 0 11 0 Grp Sat Flow(s),veh/h/ln 0 1777 1823 1781 1702 0 1781 0 1614 0 1870 0 Q Serve(g_s), s 0.0 16.7 16.6 0.6 9.6 0.0 8.2 0.0 7.2 0.0 0.6 0.0 Cycle Q Clear(g_c), s 0.0 16.7 16.6 0.6 9.6 0.0 8.2 0.0 7.2 0.0 0.6 0.0 Prop In Lane 0.00 0.15 1.00 0.00 1.00 0.88 0.00 0.00 Lane Grp Cap(c), veh/h 0 1164 1194 377 3681 0 126 0 316 0 164 0 V/C Ratio(X)0.00 0.44 0.44 0.07 0.31 0.00 0.97 0.00 0.35 0.00 0.07 0.00 Avail Cap(c_a), veh/h 0 1164 1194 587 3681 0 126 0 316 0 164 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)0.00 1.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 0.00 Uniform Delay (d), s/veh 0.0 10.0 10.0 7.3 6.0 0.0 55.6 0.0 41.3 0.0 50.3 0.0 Incr Delay (d2), s/veh 0.0 1.2 1.2 0.1 0.2 0.0 69.6 0.0 3.1 0.0 0.8 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 6.4 6.5 0.2 3.1 0.0 6.1 0.0 3.1 0.0 0.3 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 11.2 11.1 7.4 6.2 0.0 125.2 0.0 44.4 0.0 51.0 0.0 LnGrp LOS A B B A A A F A D A D A Approach Vol, veh/h 1033 1164 234 11 Approach Delay, s/veh 11.2 6.3 86.5 51.0 Approach LOS B A F D Timer - Assigned Phs 1 2 3 4 6 8 Phs Duration (G+Y+Rc), s 13.0 15.0 7.9 84.1 28.0 92.0 Change Period (Y+Rc), s 4.5 4.5 5.5 5.5 4.5 5.5 Max Green Setting (Gmax), s 8.5 10.5 16.5 64.5 23.5 86.5 Max Q Clear Time (g_c+I1), s 10.2 2.6 2.6 18.7 9.2 11.6 Green Ext Time (p_c), s 0.0 0.0 0.0 8.2 0.5 10.7 Intersection Summary HCM 6th Ctrl Delay 16.2 HCM 6th LOS B Timings 2040 Total PM.syn 2: McClelland Dr & Drake Rd 07/01/2020 Synchro 10 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBT Lane Configurations Traffic Volume (vph)1 1185 90 1100 185 10 15 Future Volume (vph)1 1185 90 1100 185 10 15 Turn Type Perm NA pm+pt NA Prot NA NA Protected Phases 4 3 8 1 6 2 Permitted Phases 4 8 Detector Phase 4 4 3 8 1 6 2 Switch Phase Minimum Initial (s)4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s)15.0 15.0 11.0 15.0 11.0 15.0 15.0 Total Split (s)69.0 69.0 16.0 85.0 20.0 35.0 15.0 Total Split (%)57.5% 57.5% 13.3% 70.8% 16.7% 29.2% 12.5% Yellow Time (s)3.5 3.5 3.5 3.5 3.0 3.0 3.0 All-Red Time (s)2.0 2.0 2.0 2.0 1.5 1.5 1.5 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.5 5.5 5.5 4.5 4.5 4.5 Lead/Lag Lag Lag Lead Lead Lag Lead-Lag Optimize? Recall Mode C-Max C-Max None C-Max None Max Max Act Effct Green (s)65.5 79.5 79.5 15.5 30.5 10.5 Actuated g/C Ratio 0.55 0.66 0.66 0.13 0.25 0.09 v/c Ratio 0.76 0.54 0.37 0.96 0.34 0.10 Control Delay 24.6 22.1 6.3 101.6 8.2 50.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 24.6 22.1 6.3 101.6 8.2 50.1 LOS C C A F A D Approach Delay 24.6 7.7 59.1 50.1 Approach LOS C A E D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 78 (65%), Referenced to phase 4:EBTL and 8:WBTL, Start of Red Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.96 Intersection Signal Delay: 21.8 Intersection LOS: C Intersection Capacity Utilization 87.6%ICU Level of Service E Analysis Period (min) 15 Splits and Phases: 2: McClelland Dr & Drake Rd HCM 6th Signalized Intersection Summary 2040 Total PM.syn 2: McClelland Dr & Drake Rd 07/01/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)1 1185 115 90 1100 2 185 10 130 0 15 1 Future Volume (veh/h)1 1185 115 90 1100 2 185 10 130 0 15 1 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 1 1247 137 123 1236 2 218 11 171 0 16 1 Peak Hour Factor 0.92 0.95 0.84 0.73 0.89 0.92 0.85 0.92 0.76 0.92 0.92 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 30 1810 198 253 3488 6 230 25 382 0 152 10 Arrive On Green 0.58 0.57 0.58 0.06 0.88 0.89 0.13 0.25 0.26 0.00 0.09 0.10 Sat Flow, veh/h 0 3163 346 1781 5264 9 1781 97 1503 0 1742 109 Grp Volume(v), veh/h 736 0 649 123 799 439 218 0 182 0 0 17 Grp Sat Flow(s),veh/h/ln 1869 0 1640 1781 1702 1869 1781 0 1600 0 0 1851 Q Serve(g_s), s 0.0 0.0 33.6 3.3 4.9 4.9 14.6 0.0 11.4 0.0 0.0 1.0 Cycle Q Clear(g_c), s 33.0 0.0 33.6 3.3 4.9 4.9 14.6 0.0 11.4 0.0 0.0 1.0 Prop In Lane 0.00 0.21 1.00 0.00 1.00 0.94 0.00 0.06 Lane Grp Cap(c), veh/h 1116 0 938 253 2255 1238 230 0 407 0 0 162 V/C Ratio(X)0.66 0.00 0.69 0.49 0.35 0.35 0.95 0.00 0.45 0.00 0.00 0.10 Avail Cap(c_a), veh/h 1116 0 938 330 2255 1238 230 0 407 0 0 162 HCM Platoon Ratio 1.00 1.00 1.00 1.33 1.33 1.33 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 0.00 0.00 1.00 Uniform Delay (d), s/veh 18.0 0.0 18.1 16.1 2.7 2.7 51.8 0.0 37.2 0.0 0.0 50.4 Incr Delay (d2), s/veh 3.1 0.0 4.2 1.4 0.4 0.8 44.8 0.0 3.5 0.0 0.0 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/ln 14.1 0.0 13.0 1.3 1.4 1.6 9.4 0.0 4.9 0.0 0.0 0.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 21.1 0.0 22.3 17.5 3.1 3.5 96.6 0.0 40.8 0.0 0.0 51.7 LnGrp LOS C A C B A A F A D A A D Approach Vol, veh/h 1385 1361 400 17 Approach Delay, s/veh 21.6 4.5 71.2 51.7 Approach LOS C A E D Timer - Assigned Phs 1 2 3 4 6 8 Phs Duration (G+Y+Rc), s 20.0 15.0 10.8 74.2 35.0 85.0 Change Period (Y+Rc), s 4.5 4.5 5.5 5.5 4.5 5.5 Max Green Setting (Gmax), s 15.5 10.5 10.5 63.5 30.5 79.5 Max Q Clear Time (g_c+I1), s 16.6 3.0 5.3 35.6 13.4 6.9 Green Ext Time (p_c), s 0.0 0.0 0.1 11.4 1.0 11.2 Intersection Summary HCM 6th Ctrl Delay 20.7 HCM 6th LOS C Timings 2020 Adjusted Existing AM.syn 3: College Ave (US 287) & Drake Rd 07/01/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)171 541 154 113 631 166 188 1101 126 77 746 163 Future Volume (vph)171 541 154 113 631 166 188 1101 126 77 746 163 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Detector Phase 7 4 4 3 8 8 1 6 6 5 2 2 Switch Phase Minimum Initial (s)4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 Minimum Split (s)11.0 36.5 36.5 11.0 36.5 36.5 11.0 33.0 33.0 11.0 32.0 32.0 Total Split (s)21.0 46.0 46.0 15.0 40.0 40.0 19.0 46.0 46.0 13.0 40.0 40.0 Total Split (%)17.5% 38.3% 38.3% 12.5% 33.3% 33.3% 15.8% 38.3% 38.3% 10.8% 33.3% 33.3% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s)2.0 2.0 2.0 2.0 2.0 2.0 2.5 2.5 2.5 2.5 2.5 2.5 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.5 5.5 5.5 5.5 5.5 5.5 6.5 6.5 6.5 6.5 6.5 6.5 Lead/Lag Lead Lag Lag Lead Lag Lag Lag Lag Lag Lead Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Act Effct Green (s)48.9 35.2 35.2 39.6 30.4 30.4 12.5 44.4 44.4 7.2 39.1 39.1 Actuated g/C Ratio 0.41 0.29 0.29 0.33 0.25 0.25 0.10 0.37 0.37 0.06 0.33 0.33 v/c Ratio 0.73 0.69 0.33 0.55 0.83 0.32 0.59 0.71 0.23 0.45 0.50 0.26 Control Delay 36.0 32.1 4.7 30.8 50.9 2.6 58.7 36.0 4.0 53.7 30.8 13.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 36.0 32.1 4.7 30.8 50.9 2.6 58.7 36.0 4.0 53.7 30.8 13.2 LOS D C A C D A E D A D C B Approach Delay 27.9 39.5 35.5 29.9 Approach LOS C D D C Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 117 (98%), Referenced to phase 2:SBT and 6:NBT, Start of Red Natural Cycle: 95 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.83 Intersection Signal Delay: 33.5 Intersection LOS: C Intersection Capacity Utilization 71.5%ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 3: College Ave (US 287) & Drake Rd HCM 6th Signalized Intersection Summary 2020 Adjusted Existing AM.syn 3: College Ave (US 287) & Drake Rd 07/01/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)171 541 154 113 631 166 188 1101 126 77 746 163 Future Volume (veh/h)171 541 154 113 631 166 188 1101 126 77 746 163 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 1945 1870 1870 1945 1870 1870 1945 Adj Flow Rate, veh/h 194 694 195 128 717 191 202 1295 166 90 794 173 Peak Hour Factor 0.88 0.78 0.79 0.88 0.88 0.87 0.93 0.85 0.76 0.86 0.94 0.94 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 260 930 415 229 826 383 654 2183 705 141 1425 460 Arrive On Green 0.03 0.09 0.09 0.07 0.23 0.23 0.19 0.43 0.43 0.01 0.09 0.09 Sat Flow, veh/h 1781 3554 1585 1781 3554 1648 3456 5106 1648 3456 5106 1648 Grp Volume(v), veh/h 194 694 195 128 717 191 202 1295 166 90 794 173 Grp Sat Flow(s),veh/h/ln 1781 1777 1585 1781 1777 1648 1728 1702 1648 1728 1702 1648 Q Serve(g_s), s 9.7 22.9 14.1 6.5 23.3 7.5 6.0 23.3 7.7 3.1 17.9 9.1 Cycle Q Clear(g_c), s 9.7 22.9 14.1 6.5 23.3 7.5 6.0 23.3 7.7 3.1 17.9 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 260 930 415 229 826 383 654 2183 705 141 1425 460 V/C Ratio(X)0.75 0.75 0.47 0.56 0.87 0.50 0.31 0.59 0.24 0.64 0.56 0.38 Avail Cap(c_a), veh/h 314 1199 535 245 1022 474 654 2183 705 187 1425 460 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 0.33 0.33 0.33 Upstream Filter(I)0.91 0.91 0.91 1.00 1.00 1.00 1.00 1.00 1.00 0.95 0.95 0.95 Uniform Delay (d), s/veh 35.5 50.9 46.9 33.4 44.3 15.5 41.9 26.3 21.9 58.3 47.4 26.1 Incr Delay (d2), s/veh 7.0 1.7 0.8 2.5 6.8 1.0 0.3 1.2 0.8 4.5 1.5 2.2 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 5.0 11.1 6.1 2.9 10.9 2.9 2.6 9.3 3.1 1.5 8.3 4.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 42.4 52.7 47.6 35.9 51.1 16.5 42.2 27.5 22.6 62.9 48.9 28.3 LnGrp LOS D D D D D B D C C E D C Approach Vol, veh/h 1083 1036 1663 1057 Approach Delay, s/veh 49.9 42.8 28.8 46.7 Approach LOS D D C D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 29.2 40.0 13.9 36.9 11.4 57.8 17.4 33.4 Change Period (Y+Rc), s 6.5 6.5 5.5 5.5 6.5 6.5 5.5 5.5 Max Green Setting (Gmax), s 12.5 33.5 9.5 40.5 6.5 39.5 15.5 34.5 Max Q Clear Time (g_c+I1), s 8.0 19.9 8.5 24.9 5.1 25.3 11.7 25.3 Green Ext Time (p_c), s 0.3 3.4 0.0 3.2 0.0 5.5 0.2 2.6 Intersection Summary HCM 6th Ctrl Delay 40.4 HCM 6th LOS D Timings 2020 Adjusted Existing PM.syn 3: College Ave (US 287) & Drake Rd 07/01/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)209 662 239 165 712 185 342 1288 160 240 1752 305 Future Volume (vph)209 662 239 165 712 185 342 1288 160 240 1752 305 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Detector Phase 7 4 4 3 8 8 1 6 6 5 2 2 Switch Phase Minimum Initial (s)4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 Minimum Split (s)11.0 36.5 36.5 11.0 36.5 36.5 11.0 33.0 33.0 11.0 32.0 32.0 Total Split (s)13.0 37.5 37.5 14.0 38.5 38.5 18.5 45.5 45.5 23.0 50.0 50.0 Total Split (%)10.8% 31.3% 31.3% 11.7% 32.1% 32.1% 15.4% 37.9% 37.9% 19.2% 41.7% 41.7% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s)2.0 2.0 2.0 2.0 2.0 2.0 2.5 2.5 2.5 2.5 2.5 2.5 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.5 5.5 5.5 5.5 5.5 5.5 6.5 6.5 6.5 6.5 6.5 6.5 Lead/Lag Lead Lag Lag Lead Lag Lag Lag Lag Lag Lead Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Act Effct Green (s)38.8 31.3 31.3 40.8 32.3 32.3 12.0 40.8 40.8 15.4 44.2 44.2 Actuated g/C Ratio 0.32 0.26 0.26 0.34 0.27 0.27 0.10 0.34 0.34 0.13 0.37 0.37 v/c Ratio 1.36 0.83 0.46 0.93 0.92 0.36 1.24 0.86 0.28 0.76 1.02 0.48 Control Delay 227.1 34.5 3.9 82.3 58.5 7.3 177.4 43.6 9.7 48.7 51.8 11.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 227.1 34.5 3.9 82.3 58.5 7.3 177.4 43.6 9.7 48.7 51.8 11.4 LOS F C A F E A F D A D D B Approach Delay 63.0 53.0 67.7 45.9 Approach LOS E D E D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 117 (98%), Referenced to phase 2:SBT and 6:NBT, Start of Red Natural Cycle: 125 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.36 Intersection Signal Delay: 56.5 Intersection LOS: E Intersection Capacity Utilization 94.9%ICU Level of Service F Analysis Period (min) 15 Splits and Phases: 3: College Ave (US 287) & Drake Rd HCM 6th Signalized Intersection Summary 2020 Adjusted Existing PM.syn 3: College Ave (US 287) & Drake Rd 07/01/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)209 662 239 165 712 185 342 1288 160 240 1752 305 Future Volume (veh/h)209 662 239 165 712 185 342 1288 160 240 1752 305 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 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 1945 1870 1870 1945 1870 1870 1945 Adj Flow Rate, veh/h 227 744 158 170 848 210 412 1431 182 324 1844 339 Peak Hour Factor 0.92 0.89 0.88 0.97 0.84 0.88 0.83 0.90 0.88 0.74 0.95 0.90 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 187 897 397 215 926 429 395 1863 600 387 1851 596 Arrive On Green 0.02 0.08 0.08 0.07 0.26 0.26 0.11 0.36 0.36 0.11 0.36 0.36 Sat Flow, veh/h 1781 3554 1576 1781 3554 1645 3456 5106 1644 3456 5106 1643 Grp Volume(v), veh/h 227 744 158 170 848 210 412 1431 182 324 1844 339 Grp Sat Flow(s),veh/h/ln 1781 1777 1576 1781 1777 1645 1728 1702 1644 1728 1702 1643 Q Serve(g_s), s 7.5 24.7 11.4 8.5 27.8 9.2 13.7 29.7 9.5 11.0 43.2 14.6 Cycle Q Clear(g_c), s 7.5 24.7 11.4 8.5 27.8 9.2 13.7 29.7 9.5 11.0 43.2 14.6 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 187 897 397 215 926 429 395 1863 600 387 1851 596 V/C Ratio(X)1.22 0.83 0.40 0.79 0.92 0.49 1.04 0.77 0.30 0.84 1.00 0.57 Avail Cap(c_a), veh/h 187 948 420 215 977 452 395 1863 600 475 1851 596 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)0.72 0.72 0.72 1.00 1.00 1.00 1.00 1.00 1.00 0.66 0.66 0.66 Uniform Delay (d), s/veh 40.7 52.5 46.4 33.9 43.1 19.0 53.1 33.6 27.2 52.2 38.2 16.5 Incr Delay (d2), s/veh 127.0 4.4 0.5 18.1 12.6 0.9 56.7 3.1 1.3 7.2 16.1 2.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 8.5 12.4 4.9 4.7 13.6 3.6 8.9 12.4 3.9 5.1 20.0 5.7 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 167.7 56.9 46.8 52.0 55.6 19.8 109.8 36.7 28.5 59.4 54.3 19.1 LnGrp LOS F E D D E B F D C E D B Approach Vol, veh/h 1129 1228 2025 2507 Approach Delay, s/veh 77.8 49.0 50.9 50.2 Approach LOS E D D D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 20.2 50.0 14.0 35.8 19.9 50.3 13.0 36.8 Change Period (Y+Rc), s 6.5 6.5 5.5 5.5 6.5 6.5 5.5 5.5 Max Green Setting (Gmax), s 12.0 43.5 8.5 32.0 16.5 39.0 7.5 33.0 Max Q Clear Time (g_c+I1), s 15.7 45.2 10.5 26.7 13.0 31.7 9.5 29.8 Green Ext Time (p_c), s 0.0 0.0 0.0 1.8 0.4 4.1 0.0 1.5 Intersection Summary HCM 6th Ctrl Delay 54.7 HCM 6th LOS D Timings 2022 Background AM.syn 3: College Ave (US 287) & Drake Rd 07/01/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)175 550 160 115 640 170 190 1115 130 80 755 165 Future Volume (vph)175 550 160 115 640 170 190 1115 130 80 755 165 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Detector Phase 7 4 4 3 8 8 1 6 6 5 2 2 Switch Phase Minimum Initial (s)4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 Minimum Split (s)11.0 36.5 36.5 11.0 36.5 36.5 11.0 33.0 33.0 11.0 32.0 32.0 Total Split (s)18.0 43.0 43.0 16.0 41.0 41.0 19.0 49.0 49.0 12.0 42.0 42.0 Total Split (%)15.0% 35.8% 35.8% 13.3% 34.2% 34.2% 15.8% 40.8% 40.8% 10.0% 35.0% 35.0% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s)2.0 2.0 2.0 2.0 2.0 2.0 2.5 2.5 2.5 2.5 2.5 2.5 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.5 5.5 5.5 5.5 5.5 5.5 6.5 6.5 6.5 6.5 6.5 6.5 Lead/Lag Lead Lag Lag Lead Lag Lag Lag Lag Lag Lead Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Act Effct Green (s)45.4 33.2 33.2 40.9 30.9 30.9 12.5 45.9 45.9 7.0 40.4 40.4 Actuated g/C Ratio 0.38 0.28 0.28 0.34 0.26 0.26 0.10 0.38 0.38 0.06 0.34 0.34 v/c Ratio 0.82 0.75 0.36 0.58 0.82 0.34 0.59 0.70 0.24 0.48 0.49 0.26 Control Delay 62.0 32.0 3.3 33.0 50.3 5.8 58.9 34.4 6.9 55.1 29.3 12.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 62.0 32.0 3.3 33.0 50.3 5.8 58.9 34.4 6.9 55.1 29.3 12.9 LOS E C A C D A E C A E C B Approach Delay 32.1 39.9 34.5 28.9 Approach LOS C D C C Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 117 (98%), Referenced to phase 2:SBT and 6:NBT, Start of Red Natural Cycle: 95 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.82 Intersection Signal Delay: 33.9 Intersection LOS: C Intersection Capacity Utilization 72.3%ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 3: College Ave (US 287) & Drake Rd HCM 6th Signalized Intersection Summary 2022 Background AM.syn 3: College Ave (US 287) & Drake Rd 07/01/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)175 550 160 115 640 170 190 1115 130 80 755 165 Future Volume (veh/h)175 550 160 115 640 170 190 1115 130 80 755 165 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 1945 1870 1870 1945 1870 1870 1945 Adj Flow Rate, veh/h 199 705 203 131 727 195 204 1312 171 93 803 176 Peak Hour Factor 0.88 0.78 0.79 0.88 0.88 0.87 0.93 0.85 0.76 0.86 0.94 0.94 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 262 940 419 230 839 389 582 2158 697 144 1511 488 Arrive On Green 0.03 0.09 0.09 0.07 0.24 0.24 0.17 0.42 0.42 0.01 0.10 0.10 Sat Flow, veh/h 1781 3554 1585 1781 3554 1648 3456 5106 1648 3456 5106 1648 Grp Volume(v), veh/h 199 705 203 131 727 195 204 1312 171 93 803 176 Grp Sat Flow(s),veh/h/ln 1781 1777 1585 1781 1777 1648 1728 1702 1648 1728 1702 1648 Q Serve(g_s), s 9.9 23.2 14.6 6.6 23.6 8.0 6.3 24.0 8.0 3.2 18.0 9.1 Cycle Q Clear(g_c), s 9.9 23.2 14.6 6.6 23.6 8.0 6.3 24.0 8.0 3.2 18.0 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 262 940 419 230 839 389 582 2158 697 144 1511 488 V/C Ratio(X)0.76 0.75 0.48 0.57 0.87 0.50 0.35 0.61 0.25 0.65 0.53 0.36 Avail Cap(c_a), veh/h 270 1111 495 259 1051 488 582 2158 697 158 1511 488 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 0.33 0.33 0.33 Upstream Filter(I)0.87 0.87 0.87 1.00 1.00 1.00 1.00 1.00 1.00 0.95 0.95 0.95 Uniform Delay (d), s/veh 35.3 50.9 47.0 33.1 44.0 16.7 44.1 26.9 22.3 58.3 46.2 24.9 Incr Delay (d2), s/veh 10.3 2.1 0.8 2.3 6.5 1.0 0.4 1.3 0.8 7.4 1.3 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/ln 5.4 11.4 6.3 3.0 11.0 3.1 2.7 9.6 3.2 1.6 8.4 4.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 45.5 53.0 47.7 35.4 50.5 17.7 44.5 28.2 23.2 65.7 47.5 26.9 LnGrp LOS D D D D D B D C C E D C Approach Vol, veh/h 1107 1053 1687 1072 Approach Delay, s/veh 50.7 42.5 29.7 45.7 Approach LOS D D C D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 26.7 42.0 14.0 37.3 11.5 57.2 17.4 33.8 Change Period (Y+Rc), s 6.5 6.5 5.5 5.5 6.5 6.5 5.5 5.5 Max Green Setting (Gmax), s 12.5 35.5 10.5 37.5 5.5 42.5 12.5 35.5 Max Q Clear Time (g_c+I1), s 8.3 20.0 8.6 25.2 5.2 26.0 11.9 25.6 Green Ext Time (p_c), s 0.3 3.6 0.1 3.0 0.0 6.0 0.0 2.8 Intersection Summary HCM 6th Ctrl Delay 40.6 HCM 6th LOS D Timings 2022 Background PM.syn 3: College Ave (US 287) & Drake Rd 07/01/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)215 670 245 170 720 190 350 1305 165 245 1770 310 Future Volume (vph)215 670 245 170 720 190 350 1305 165 245 1770 310 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Detector Phase 7 4 4 3 8 8 1 6 6 5 2 2 Switch Phase Minimum Initial (s)4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 Minimum Split (s)11.0 36.5 36.5 11.0 36.5 36.5 11.0 33.0 33.0 11.0 32.0 32.0 Total Split (s)13.0 36.5 36.5 14.0 37.5 37.5 19.0 48.5 48.5 21.0 50.5 50.5 Total Split (%)10.8% 30.4% 30.4% 11.7% 31.3% 31.3% 15.8% 40.4% 40.4% 17.5% 42.1% 42.1% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s)2.0 2.0 2.0 2.0 2.0 2.0 2.5 2.5 2.5 2.5 2.5 2.5 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.5 5.5 5.5 5.5 5.5 5.5 6.5 6.5 6.5 6.5 6.5 6.5 Lead/Lag Lead Lag Lag Lead Lag Lag Lag Lag Lag Lead Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Act Effct Green (s)38.3 30.8 30.8 40.3 31.8 31.8 12.5 42.5 42.5 14.2 44.2 44.2 Actuated g/C Ratio 0.32 0.26 0.26 0.34 0.26 0.26 0.10 0.35 0.35 0.12 0.37 0.37 v/c Ratio 1.40 0.86 0.48 1.00 0.95 0.37 1.22 0.83 0.28 0.84 1.03 0.49 Control Delay 242.7 37.2 4.2 99.2 63.1 8.0 168.5 40.8 8.6 57.5 53.7 11.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 242.7 37.2 4.2 99.2 63.1 8.0 168.5 40.8 8.6 57.5 53.7 11.1 LOS F D A F E A F D A E D B Approach Delay 67.9 58.6 64.0 48.5 Approach LOS E E E D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 117 (98%), Referenced to phase 2:SBT and 6:NBT, Start of Red Natural Cycle: 135 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.40 Intersection Signal Delay: 58.2 Intersection LOS: E Intersection Capacity Utilization 96.0%ICU Level of Service F Analysis Period (min) 15 Splits and Phases: 3: College Ave (US 287) & Drake Rd HCM 6th Signalized Intersection Summary 2022 Background PM.syn 3: College Ave (US 287) & Drake Rd 07/01/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)215 670 245 170 720 190 350 1305 165 245 1770 310 Future Volume (veh/h)215 670 245 170 720 190 350 1305 165 245 1770 310 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 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 1945 1870 1870 1945 1870 1870 1945 Adj Flow Rate, veh/h 234 753 142 175 857 216 422 1450 188 331 1863 344 Peak Hour Factor 0.92 0.89 0.88 0.97 0.84 0.88 0.83 0.90 0.88 0.74 0.95 0.90 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 184 892 396 212 922 427 385 1869 602 387 1872 602 Arrive On Green 0.02 0.08 0.08 0.07 0.26 0.26 0.11 0.37 0.37 0.11 0.37 0.37 Sat Flow, veh/h 1781 3554 1576 1781 3554 1645 3456 5106 1644 3456 5106 1643 Grp Volume(v), veh/h 234 753 142 175 857 216 422 1450 188 331 1863 344 Grp Sat Flow(s),veh/h/ln 1781 1777 1576 1781 1777 1645 1728 1702 1644 1728 1702 1643 Q Serve(g_s), s 7.5 25.1 10.2 8.5 28.2 9.6 13.4 30.2 9.8 11.3 43.7 14.7 Cycle Q Clear(g_c), s 7.5 25.1 10.2 8.5 28.2 9.6 13.4 30.2 9.8 11.3 43.7 14.7 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 184 892 396 212 922 427 385 1869 602 387 1872 602 V/C Ratio(X)1.27 0.84 0.36 0.82 0.93 0.51 1.10 0.78 0.31 0.85 1.00 0.57 Avail Cap(c_a), veh/h 184 918 407 212 948 439 385 1869 602 418 1872 602 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)0.72 0.72 0.72 1.00 1.00 1.00 1.00 1.00 1.00 0.64 0.64 0.64 Uniform Delay (d), s/veh 40.6 52.7 45.9 34.8 43.4 19.3 53.3 33.7 27.2 52.3 37.9 16.2 Incr Delay (d2), s/veh 149.4 5.3 0.4 22.4 14.9 0.9 74.2 3.2 1.4 10.2 15.5 2.5 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 9.5 12.6 4.3 5.1 14.1 3.7 9.7 12.6 4.0 5.4 20.1 5.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 190.0 58.0 46.3 57.3 58.3 20.3 127.5 36.9 28.6 62.5 53.4 18.7 LnGrp LOS F E D E E C F D C E D B Approach Vol, veh/h 1129 1248 2060 2538 Approach Delay, s/veh 83.9 51.6 54.7 49.9 Approach LOS F D D D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 19.9 50.5 14.0 35.6 20.0 50.4 13.0 36.6 Change Period (Y+Rc), s 6.5 6.5 5.5 5.5 6.5 6.5 5.5 5.5 Max Green Setting (Gmax), s 12.5 44.0 8.5 31.0 14.5 42.0 7.5 32.0 Max Q Clear Time (g_c+I1), s 15.4 45.7 10.5 27.1 13.3 32.2 9.5 30.2 Green Ext Time (p_c), s 0.0 0.0 0.0 1.5 0.2 5.0 0.0 0.9 Intersection Summary HCM 6th Ctrl Delay 57.1 HCM 6th LOS E Timings 2022 Total AM.syn 3: College Ave (US 287) & Drake Rd 07/01/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)175 540 160 115 660 180 210 1125 130 110 785 165 Future Volume (vph)175 540 160 115 660 180 210 1125 130 110 785 165 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Detector Phase 7 4 4 3 8 8 1 6 6 5 2 2 Switch Phase Minimum Initial (s)4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 Minimum Split (s)11.0 36.5 36.5 11.0 36.5 36.5 11.0 33.0 33.0 11.0 32.0 32.0 Total Split (s)19.0 43.0 43.0 16.0 40.0 40.0 20.0 48.0 48.0 13.0 41.0 41.0 Total Split (%)15.8% 35.8% 35.8% 13.3% 33.3% 33.3% 16.7% 40.0% 40.0% 10.8% 34.2% 34.2% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s)2.0 2.0 2.0 2.0 2.0 2.0 2.5 2.5 2.5 2.5 2.5 2.5 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.5 5.5 5.5 5.5 5.5 5.5 6.5 6.5 6.5 6.5 6.5 6.5 Lead/Lag Lead Lag Lag Lead Lag Lag Lag Lag Lag Lead Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Act Effct Green (s)47.3 34.3 34.3 41.2 31.2 31.2 13.5 44.2 44.2 7.5 38.3 38.3 Actuated g/C Ratio 0.39 0.29 0.29 0.34 0.26 0.26 0.11 0.37 0.37 0.06 0.32 0.32 v/c Ratio 0.80 0.71 0.35 0.55 0.84 0.36 0.61 0.73 0.25 0.62 0.53 0.27 Control Delay 57.7 31.0 3.1 31.0 51.4 6.9 58.2 36.3 7.4 60.5 31.5 12.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 57.7 31.0 3.1 31.0 51.4 6.9 58.2 36.3 7.4 60.5 31.5 12.1 LOS E C A C D A E D A E C B Approach Delay 30.7 40.5 36.3 31.7 Approach LOS C D D C Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 117 (98%), Referenced to phase 2:SBT and 6:NBT, Start of Red Natural Cycle: 95 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.84 Intersection Signal Delay: 34.9 Intersection LOS: C Intersection Capacity Utilization 73.0%ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 3: College Ave (US 287) & Drake Rd HCM 6th Signalized Intersection Summary 2022 Total AM.syn 3: College Ave (US 287) & Drake Rd 07/01/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)175 540 160 115 660 180 210 1125 130 110 785 165 Future Volume (veh/h)175 540 160 115 660 180 210 1125 130 110 785 165 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 1945 1870 1870 1945 1870 1870 1945 Adj Flow Rate, veh/h 199 692 203 131 750 207 226 1324 171 128 835 176 Peak Hour Factor 0.88 0.78 0.79 0.88 0.88 0.87 0.93 0.85 0.76 0.86 0.94 0.94 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 260 959 428 236 857 398 594 2076 670 182 1468 474 Arrive On Green 0.03 0.09 0.09 0.07 0.24 0.24 0.17 0.41 0.41 0.02 0.09 0.09 Sat Flow, veh/h 1781 3554 1585 1781 3554 1648 3456 5106 1648 3456 5106 1648 Grp Volume(v), veh/h 199 692 203 131 750 207 226 1324 171 128 835 176 Grp Sat Flow(s),veh/h/ln 1781 1777 1585 1781 1777 1648 1728 1702 1648 1728 1702 1648 Q Serve(g_s), s 9.9 22.7 14.6 6.6 24.4 8.4 7.0 24.9 8.2 4.4 18.8 9.1 Cycle Q Clear(g_c), s 9.9 22.7 14.6 6.6 24.4 8.4 7.0 24.9 8.2 4.4 18.8 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 260 959 428 236 857 398 594 2076 670 182 1468 474 V/C Ratio(X)0.77 0.72 0.47 0.55 0.87 0.52 0.38 0.64 0.26 0.70 0.57 0.37 Avail Cap(c_a), veh/h 283 1111 495 266 1022 474 594 2076 670 187 1468 474 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 0.33 0.33 0.33 Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 35.0 50.3 46.6 32.6 43.8 16.3 44.0 28.5 23.6 58.0 47.2 25.5 Incr Delay (d2), s/veh 11.0 2.0 0.8 2.0 7.5 1.1 0.4 1.5 0.9 10.8 1.6 2.2 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 5.4 11.1 6.3 2.9 11.4 3.2 3.0 10.1 3.3 2.2 8.8 4.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 46.0 52.2 47.4 34.6 51.3 17.3 44.4 30.0 24.5 68.8 48.8 27.7 LnGrp LOS D D D C D B D C C E D C Approach Vol, veh/h 1094 1088 1721 1139 Approach Delay, s/veh 50.2 42.9 31.4 47.8 Approach LOS D D C D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 27.1 41.0 14.0 37.9 12.8 55.3 17.4 34.4 Change Period (Y+Rc), s 6.5 6.5 5.5 5.5 6.5 6.5 5.5 5.5 Max Green Setting (Gmax), s 13.5 34.5 10.5 37.5 6.5 41.5 13.5 34.5 Max Q Clear Time (g_c+I1), s 9.0 20.8 8.6 24.7 6.4 26.9 11.9 26.4 Green Ext Time (p_c), s 0.3 3.5 0.1 3.0 0.0 5.7 0.1 2.6 Intersection Summary HCM 6th Ctrl Delay 41.6 HCM 6th LOS D Timings 2022 Total PM.syn 3: College Ave (US 287) & Drake Rd 07/01/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)215 655 245 170 750 205 395 1325 165 305 1835 310 Future Volume (vph)215 655 245 170 750 205 395 1325 165 305 1835 310 Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 1 6 5 2 Permitted Phases 4 4 8 8 6 2 Detector Phase 7 4 4 3 8 8 1 6 6 5 2 2 Switch Phase Minimum Initial (s)4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 4.0 10.0 10.0 Minimum Split (s)11.0 36.5 36.5 11.0 36.5 36.5 11.0 33.0 33.0 11.0 32.0 32.0 Total Split (s)12.0 36.5 36.5 12.0 36.5 36.5 21.0 45.5 45.5 26.0 50.5 50.5 Total Split (%)10.0% 30.4% 30.4% 10.0% 30.4% 30.4% 17.5% 37.9% 37.9% 21.7% 42.1% 42.1% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s)2.0 2.0 2.0 2.0 2.0 2.0 2.5 2.5 2.5 2.5 2.5 2.5 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.5 5.5 5.5 5.5 5.5 5.5 6.5 6.5 6.5 6.5 6.5 6.5 Lead/Lag Lead Lag Lag Lead Lag Lag Lag Lag Lag Lead Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max Act Effct Green (s)37.5 31.0 31.0 37.5 31.0 31.0 14.5 40.2 40.2 18.3 44.0 44.0 Actuated g/C Ratio 0.31 0.26 0.26 0.31 0.26 0.26 0.12 0.34 0.34 0.15 0.37 0.37 v/c Ratio 1.54 0.83 0.47 1.14 1.01 0.41 1.19 0.89 0.29 0.81 1.07 0.50 Control Delay 299.1 37.5 4.4 145.7 77.5 9.7 152.1 46.5 10.2 48.0 68.5 9.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 299.1 37.5 4.4 145.7 77.5 9.7 152.1 46.5 10.2 48.0 68.5 9.9 LOS F D A F E A F D B D E A Approach Delay 79.2 74.5 66.8 57.8 Approach LOS E E E E Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 117 (98%), Referenced to phase 2:SBT and 6:NBT, Start of Red Natural Cycle: 125 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.54 Intersection Signal Delay: 67.0 Intersection LOS: E Intersection Capacity Utilization 99.4%ICU Level of Service F Analysis Period (min) 15 Splits and Phases: 3: College Ave (US 287) & Drake Rd HCM 6th Signalized Intersection Summary 2022 Total PM.syn 3: College Ave (US 287) & Drake Rd 07/01/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)215 655 245 170 750 205 395 1325 165 305 1835 310 Future Volume (veh/h)215 655 245 170 750 205 395 1325 165 305 1835 310 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 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 1945 1870 1870 1945 1870 1870 1945 Adj Flow Rate, veh/h 234 736 278 175 893 233 476 1472 188 412 1932 344 Peak Hour Factor 0.92 0.89 0.88 0.97 0.84 0.88 0.83 0.90 0.88 0.74 0.95 0.90 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 161 918 407 187 918 425 418 1784 575 477 1872 602 Arrive On Green 0.02 0.09 0.09 0.05 0.26 0.26 0.12 0.35 0.35 0.14 0.37 0.37 Sat Flow, veh/h 1781 3554 1576 1781 3554 1645 3456 5106 1644 3456 5106 1643 Grp Volume(v), veh/h 234 736 278 175 893 233 476 1472 188 412 1932 344 Grp Sat Flow(s),veh/h/ln 1781 1777 1576 1781 1777 1645 1728 1702 1644 1728 1702 1643 Q Serve(g_s), s 6.5 24.4 20.6 6.5 29.9 10.3 14.5 31.6 10.1 14.0 44.0 15.2 Cycle Q Clear(g_c), s 6.5 24.4 20.6 6.5 29.9 10.3 14.5 31.6 10.1 14.0 44.0 15.2 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 161 918 407 187 918 425 418 1784 575 477 1872 602 V/C Ratio(X)1.45 0.80 0.68 0.94 0.97 0.55 1.14 0.82 0.33 0.86 1.03 0.57 Avail Cap(c_a), veh/h 161 918 407 187 918 425 418 1784 575 562 1872 602 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 40.5 51.9 50.1 40.5 44.1 19.0 52.8 35.7 28.7 50.6 38.0 17.4 Incr Delay (d2), s/veh 234.4 5.2 4.6 47.6 23.2 1.5 88.1 4.5 1.5 11.7 29.5 3.9 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 12.1 12.3 9.2 4.5 15.8 4.0 11.3 13.4 4.2 6.7 22.6 6.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 274.9 57.0 54.7 88.1 67.3 20.5 140.8 40.2 30.2 62.3 67.5 21.3 LnGrp LOS F E D F E C F D C E F C Approach Vol, veh/h 1248 1301 2136 2688 Approach Delay, s/veh 97.4 61.7 61.7 60.8 Approach LOS F E E E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 21.0 50.5 12.0 36.5 23.1 48.4 12.0 36.5 Change Period (Y+Rc), s 6.5 6.5 5.5 5.5 6.5 6.5 5.5 5.5 Max Green Setting (Gmax), s 14.5 44.0 6.5 31.0 19.5 39.0 6.5 31.0 Max Q Clear Time (g_c+I1), s 16.5 46.0 8.5 26.4 16.0 33.6 8.5 31.9 Green Ext Time (p_c), s 0.0 0.0 0.0 1.9 0.6 3.3 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 67.4 HCM 6th LOS E Timings 2022 Total AM Improved.syn 3: College Ave (US 287) & Drake Rd 07/01/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)175 540 160 115 660 180 210 1125 130 110 785 165 Future Volume (vph)175 540 160 115 660 180 210 1125 130 110 785 165 Turn Type pm+pt NA pm+ov pm+pt NA pm+ov Prot NA pm+ov Prot NA pm+ov Protected Phases 7 4 1 3 8 5 1 6 3 5 2 7 Permitted Phases 4 4 8 8 6 2 Detector Phase 7 4 1 3 8 5 1 6 3 5 2 7 Switch Phase Minimum Initial (s)4.0 10.0 4.0 4.0 10.0 4.0 4.0 10.0 4.0 4.0 10.0 4.0 Minimum Split (s)11.0 36.5 11.0 11.0 36.5 11.0 11.0 33.0 11.0 11.0 32.0 11.0 Total Split (s)19.0 43.0 20.0 16.0 40.0 13.0 20.0 48.0 16.0 13.0 41.0 19.0 Total Split (%)15.8% 35.8% 16.7% 13.3% 33.3% 10.8% 16.7% 40.0% 13.3% 10.8% 34.2% 15.8% Yellow Time (s)3.0 3.5 4.0 3.0 3.5 4.0 4.0 4.0 3.0 4.0 4.0 3.0 All-Red Time (s)2.0 2.0 2.5 2.0 2.0 2.5 2.5 2.5 2.0 2.5 2.5 2.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.0 5.5 6.5 5.0 5.5 6.5 6.5 6.5 5.0 6.5 6.5 5.0 Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lead Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max None None C-Max None Act Effct Green (s)47.8 34.0 46.5 41.7 31.0 44.1 13.5 44.6 61.3 7.7 38.8 53.5 Actuated g/C Ratio 0.40 0.28 0.39 0.35 0.26 0.37 0.11 0.37 0.51 0.06 0.32 0.45 v/c Ratio 0.79 0.71 0.30 0.54 0.85 0.30 0.61 0.73 0.20 0.60 0.53 0.23 Control Delay 49.9 32.4 5.1 30.4 52.2 10.3 58.2 35.9 9.3 59.6 33.4 13.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 49.9 32.4 5.1 30.4 52.2 10.3 58.2 35.9 9.3 59.6 33.4 13.4 LOS D C A C D B E D A E C B Approach Delay 30.5 41.6 36.2 33.2 Approach LOS C D D C Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:SBT and 6:NBT, Start of Red Natural Cycle: 95 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.85 Intersection Signal Delay: 35.5 Intersection LOS: D Intersection Capacity Utilization 72.6%ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 3: College Ave (US 287) & Drake Rd HCM 6th Signalized Intersection Summary 2022 Total AM Improved.syn 3: College Ave (US 287) & Drake Rd 07/01/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)175 540 160 115 660 180 210 1125 130 110 785 165 Future Volume (veh/h)175 540 160 115 660 180 210 1125 130 110 785 165 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 1945 1870 1870 1945 1870 1870 1945 Adj Flow Rate, veh/h 199 692 203 131 750 207 226 1324 171 128 835 176 Peak Hour Factor 0.88 0.78 0.79 0.88 0.88 0.87 0.93 0.85 0.76 0.86 0.94 0.94 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 259 958 706 236 857 485 609 2098 794 182 1468 638 Arrive On Green 0.03 0.09 0.09 0.07 0.24 0.24 0.18 0.41 0.41 0.02 0.09 0.09 Sat Flow, veh/h 1781 3554 1585 1781 3554 1648 3456 5106 1648 3456 5106 1648 Grp Volume(v), veh/h 199 692 203 131 750 207 226 1324 171 128 835 176 Grp Sat Flow(s),veh/h/ln 1781 1777 1585 1781 1777 1648 1728 1702 1648 1728 1702 1648 Q Serve(g_s), s 9.8 22.8 2.3 6.6 24.4 12.2 6.9 24.7 7.2 4.4 18.8 4.8 Cycle Q Clear(g_c), s 9.8 22.8 2.3 6.6 24.4 12.2 6.9 24.7 7.2 4.4 18.8 4.8 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 259 958 706 236 857 485 609 2098 794 182 1468 638 V/C Ratio(X)0.77 0.72 0.29 0.55 0.87 0.43 0.37 0.63 0.22 0.70 0.57 0.28 Avail Cap(c_a), veh/h 290 1111 774 273 1022 561 609 2098 794 187 1468 638 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 0.33 0.33 0.33 Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 34.8 50.3 11.5 32.6 43.8 34.2 43.6 28.1 18.0 58.0 47.2 11.8 Incr Delay (d2), s/veh 10.5 2.0 0.2 2.0 7.5 0.6 0.4 1.5 0.6 10.8 1.6 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/ln 5.3 11.1 2.5 2.9 11.4 4.9 2.9 10.0 2.8 2.2 8.8 2.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 45.3 52.3 11.7 34.6 51.3 34.8 44.0 29.6 18.6 68.8 48.8 12.9 LnGrp LOS D D B C D C D C B E D B Approach Vol, veh/h 1094 1088 1721 1139 Approach Delay, s/veh 43.5 46.2 30.4 45.5 Approach LOS D D C D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 27.6 41.0 13.5 37.8 12.8 55.8 16.9 34.4 Change Period (Y+Rc), s 6.5 6.5 5.0 5.5 6.5 6.5 5.0 5.5 Max Green Setting (Gmax), s 13.5 34.5 11.0 37.5 6.5 41.5 14.0 34.5 Max Q Clear Time (g_c+I1), s 8.9 20.8 8.6 24.8 6.4 26.7 11.8 26.4 Green Ext Time (p_c), s 0.3 3.5 0.1 3.0 0.0 5.7 0.1 2.6 Intersection Summary HCM 6th Ctrl Delay 40.0 HCM 6th LOS D Timings 2022 Total PM Improved.syn 3: College Ave (US 287) & Drake Rd 07/01/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)215 655 245 170 750 205 395 1325 165 305 1835 310 Future Volume (vph)215 655 245 170 750 205 395 1325 165 305 1835 310 Turn Type pm+pt NA pm+ov pm+pt NA pm+ov Prot NA pm+ov Prot NA pm+ov Protected Phases 7 4 1 3 8 5 1 6 3 5 2 7 Permitted Phases 4 4 8 8 6 2 Detector Phase 7 4 1 3 8 5 1 6 3 5 2 7 Switch Phase Minimum Initial (s)4.0 10.0 4.0 4.0 10.0 4.0 4.0 10.0 4.0 4.0 10.0 4.0 Minimum Split (s)11.0 36.5 11.0 11.0 36.5 11.0 11.0 33.0 11.0 11.0 32.0 11.0 Total Split (s)12.0 36.5 20.5 13.0 37.5 31.0 20.5 39.5 13.0 31.0 50.0 12.0 Total Split (%)10.0% 30.4% 17.1% 10.8% 31.3% 25.8% 17.1% 32.9% 10.8% 25.8% 41.7% 10.0% Yellow Time (s)3.0 3.5 4.0 3.0 3.5 4.0 4.0 4.0 3.0 4.0 4.0 3.0 All-Red Time (s)2.0 2.0 2.5 2.0 2.0 2.5 2.5 2.5 2.0 2.5 2.5 2.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.0 5.5 6.5 5.0 5.5 6.5 6.5 6.5 5.0 6.5 6.5 5.0 Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lead Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max None None C-Max None Act Effct Green (s)38.5 31.0 44.0 40.5 32.0 57.6 14.0 37.4 51.9 20.1 43.5 52.0 Actuated g/C Ratio 0.32 0.26 0.37 0.34 0.27 0.48 0.12 0.31 0.43 0.17 0.36 0.43 v/c Ratio 1.46 0.83 0.43 0.99 0.98 0.27 1.23 0.96 0.25 0.74 1.08 0.46 Control Delay 265.5 36.9 7.7 98.8 69.1 7.9 168.4 56.6 13.6 39.8 75.5 13.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 265.5 36.9 7.7 98.8 69.1 7.9 168.4 56.6 13.6 39.8 75.5 13.1 LOS F D A F E A F E B D E B Approach Delay 73.2 62.1 77.7 62.0 Approach LOS E E E E Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:SBT and 6:NBT, Start of Red Natural Cycle: 135 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.46 Intersection Signal Delay: 68.5 Intersection LOS: E Intersection Capacity Utilization 99.0%ICU Level of Service F Analysis Period (min) 15 Splits and Phases: 3: College Ave (US 287) & Drake Rd HCM 6th Signalized Intersection Summary 2022 Total PM Improved.syn 3: College Ave (US 287) & Drake Rd 07/01/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)215 655 245 170 750 205 395 1325 165 305 1835 310 Future Volume (veh/h)215 655 245 170 750 205 395 1325 165 305 1835 310 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 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 1945 1870 1870 1945 1870 1870 1945 Adj Flow Rate, veh/h 234 736 278 175 893 233 476 1472 188 412 1932 344 Peak Hour Factor 0.92 0.89 0.88 0.97 0.84 0.88 0.83 0.90 0.88 0.74 0.95 0.90 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 173 913 592 208 942 670 408 1731 667 489 1851 692 Arrive On Green 0.02 0.08 0.08 0.07 0.27 0.27 0.12 0.34 0.34 0.14 0.36 0.36 Sat Flow, veh/h 1781 3554 1576 1781 3554 1645 3456 5106 1644 3456 5106 1643 Grp Volume(v), veh/h 234 736 278 175 893 233 476 1472 188 412 1932 344 Grp Sat Flow(s),veh/h/ln 1781 1777 1576 1781 1777 1645 1728 1702 1644 1728 1702 1643 Q Serve(g_s), s 7.0 24.4 3.0 8.0 29.6 11.7 14.2 32.1 9.2 13.9 43.5 9.9 Cycle Q Clear(g_c), s 7.0 24.4 3.0 8.0 29.6 11.7 14.2 32.1 9.2 13.9 43.5 9.9 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 173 913 592 208 942 670 408 1731 667 489 1851 692 V/C Ratio(X)1.35 0.81 0.47 0.84 0.95 0.35 1.17 0.85 0.28 0.84 1.04 0.50 Avail Cap(c_a), veh/h 173 918 594 208 948 672 408 1731 667 706 1851 692 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 40.4 52.0 17.4 35.8 43.3 24.6 52.9 36.8 23.9 50.2 38.3 9.6 Incr Delay (d2), s/veh 191.0 5.3 0.6 25.1 17.9 0.3 98.2 5.5 1.1 6.2 33.4 2.5 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 10.9 12.3 4.8 5.2 15.1 4.6 11.6 13.8 3.7 6.3 23.0 3.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 231.5 57.3 18.0 60.9 61.1 24.9 151.2 42.3 25.0 56.4 71.6 12.1 LnGrp LOS F E B E E C F D C E F B Approach Vol, veh/h 1248 1301 2136 2688 Approach Delay, s/veh 81.2 54.6 65.0 61.7 Approach LOS F D E E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 20.7 50.0 13.0 36.3 23.5 47.2 12.0 37.3 Change Period (Y+Rc), s 6.5 6.5 5.0 5.5 6.5 6.5 5.0 5.5 Max Green Setting (Gmax), s 14.0 43.5 8.0 31.0 24.5 33.0 7.0 32.0 Max Q Clear Time (g_c+I1), s 16.2 45.5 10.0 26.4 15.9 34.1 9.0 31.6 Green Ext Time (p_c), s 0.0 0.0 0.0 1.9 1.1 0.0 0.0 0.2 Intersection Summary HCM 6th Ctrl Delay 64.7 HCM 6th LOS E Timings 2040 Background AM.syn 3: College Ave (US 287) & Drake Rd 07/01/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)190 600 170 125 700 185 210 1220 140 85 825 180 Future Volume (vph)190 600 170 125 700 185 210 1220 140 85 825 180 Turn Type pm+pt NA pm+ov pm+pt NA pm+ov Prot NA pm+ov Prot NA pm+ov Protected Phases 7 4 1 3 8 5 1 6 3 5 2 7 Permitted Phases 4 4 8 8 6 2 Detector Phase 7 4 1 3 8 5 1 6 3 5 2 7 Switch Phase Minimum Initial (s)4.0 10.0 4.0 4.0 10.0 4.0 4.0 10.0 4.0 4.0 10.0 4.0 Minimum Split (s)11.0 36.5 11.0 11.0 36.5 11.0 11.0 33.0 11.0 11.0 32.0 11.0 Total Split (s)19.0 43.0 19.0 16.0 40.0 12.0 19.0 49.0 16.0 12.0 42.0 19.0 Total Split (%)15.8% 35.8% 15.8% 13.3% 33.3% 10.0% 15.8% 40.8% 13.3% 10.0% 35.0% 15.8% Yellow Time (s)3.0 3.5 4.0 3.0 3.5 4.0 4.0 4.0 3.0 4.0 4.0 3.0 All-Red Time (s)2.0 2.0 2.5 2.0 2.0 2.5 2.5 2.5 2.0 2.5 2.5 2.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.0 5.5 6.5 5.0 5.5 6.5 6.5 6.5 5.0 6.5 6.5 5.0 Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lead Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max None None C-Max None Act Effct Green (s)48.4 34.4 45.9 42.0 31.2 43.2 12.5 45.3 62.1 6.5 39.3 54.3 Actuated g/C Ratio 0.40 0.29 0.38 0.35 0.26 0.36 0.10 0.38 0.52 0.05 0.33 0.45 v/c Ratio 0.81 0.67 0.28 0.53 0.86 0.30 0.66 0.71 0.17 0.51 0.55 0.24 Control Delay 51.8 41.1 5.2 29.3 52.6 10.2 61.4 35.1 8.2 65.7 35.3 7.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 51.8 41.1 5.2 29.3 52.6 10.2 61.4 35.1 8.2 65.7 35.3 7.3 LOS D D A C D B E D A E D A Approach Delay 36.8 41.9 36.2 33.1 Approach LOS D D D C Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:SBT and 6:NBT, Start of Red Natural Cycle: 95 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.86 Intersection Signal Delay: 36.9 Intersection LOS: D Intersection Capacity Utilization 76.4%ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 3: College Ave (US 287) & Drake Rd HCM 6th Signalized Intersection Summary 2040 Background AM.syn 3: College Ave (US 287) & Drake Rd 07/01/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)190 600 170 125 700 185 210 1220 140 85 825 180 Future Volume (veh/h)190 600 170 125 700 185 210 1220 140 85 825 180 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 1945 1870 1870 1945 1870 1870 1945 Adj Flow Rate, veh/h 207 652 185 136 761 201 226 1326 152 92 878 191 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.93 0.92 0.92 0.92 0.94 0.94 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 264 970 690 252 867 470 561 2130 808 142 1511 656 Arrive On Green 0.03 0.09 0.09 0.07 0.24 0.24 0.16 0.42 0.42 0.01 0.10 0.10 Sat Flow, veh/h 1781 3554 1585 1781 3554 1648 3456 5106 1648 3456 5106 1648 Grp Volume(v), veh/h 207 652 185 136 761 201 226 1326 152 92 878 191 Grp Sat Flow(s),veh/h/ln 1781 1777 1585 1781 1777 1648 1728 1702 1648 1728 1702 1648 Q Serve(g_s), s 10.1 21.3 2.1 6.8 24.7 11.9 7.0 24.5 6.2 3.2 19.7 5.4 Cycle Q Clear(g_c), s 10.1 21.3 2.1 6.8 24.7 11.9 7.0 24.5 6.2 3.2 19.7 5.4 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 264 970 690 252 867 470 561 2130 808 142 1511 656 V/C Ratio(X)0.78 0.67 0.27 0.54 0.88 0.43 0.40 0.62 0.19 0.65 0.58 0.29 Avail Cap(c_a), veh/h 290 1111 753 286 1022 542 561 2130 808 158 1511 656 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 0.33 0.33 0.33 Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 34.6 49.4 11.9 32.0 43.7 34.9 45.0 27.5 17.2 58.3 47.0 11.7 Incr Delay (d2), s/veh 12.2 1.3 0.2 1.8 7.9 0.6 0.5 1.4 0.5 7.6 1.6 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/ln 5.6 10.4 2.4 3.0 11.6 4.8 3.0 9.9 2.4 1.5 9.2 2.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 46.7 50.7 12.1 33.8 51.5 35.5 45.5 28.9 17.7 65.9 48.7 12.8 LnGrp LOS D D B C D D D C B E D B Approach Vol, veh/h 1044 1098 1704 1161 Approach Delay, s/veh 43.1 46.4 30.1 44.1 Approach LOS D D C D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 26.0 42.0 13.8 38.3 11.4 56.5 17.2 34.8 Change Period (Y+Rc), s 6.5 6.5 5.0 5.5 6.5 6.5 5.0 5.5 Max Green Setting (Gmax), s 12.5 35.5 11.0 37.5 5.5 42.5 14.0 34.5 Max Q Clear Time (g_c+I1), s 9.0 21.7 8.8 23.3 5.2 26.5 12.1 26.7 Green Ext Time (p_c), s 0.3 3.8 0.1 2.9 0.0 5.9 0.1 2.5 Intersection Summary HCM 6th Ctrl Delay 39.6 HCM 6th LOS D Timings 2040 Background PM.syn 3: College Ave (US 287) & Drake Rd 07/01/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)235 735 265 185 790 205 380 1425 180 270 1940 340 Future Volume (vph)235 735 265 185 790 205 380 1425 180 270 1940 340 Turn Type pm+pt NA pm+ov pm+pt NA pm+ov Prot NA pm+ov Prot NA pm+ov Protected Phases 7 4 1 3 8 5 1 6 3 5 2 7 Permitted Phases 4 4 8 8 6 2 Detector Phase 7 4 1 3 8 5 1 6 3 5 2 7 Switch Phase Minimum Initial (s)4.0 10.0 4.0 4.0 10.0 4.0 4.0 10.0 4.0 4.0 10.0 4.0 Minimum Split (s)11.0 36.5 11.0 11.0 36.5 11.0 11.0 33.0 11.0 11.0 32.0 11.0 Total Split (s)12.0 38.5 16.5 13.0 39.5 21.0 16.5 47.5 13.0 21.0 52.0 12.0 Total Split (%)10.0% 32.1% 13.8% 10.8% 32.9% 17.5% 13.8% 39.6% 10.8% 17.5% 43.3% 10.0% Yellow Time (s)3.0 3.5 4.0 3.0 3.5 4.0 4.0 4.0 3.0 4.0 4.0 3.0 All-Red Time (s)2.0 2.0 2.5 2.0 2.0 2.5 2.5 2.5 2.0 2.5 2.5 2.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.0 5.5 6.5 5.0 5.5 6.5 6.5 6.5 5.0 6.5 6.5 5.0 Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lead Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max None None C-Max None Act Effct Green (s)39.4 31.9 40.9 41.4 32.9 52.3 10.0 42.7 57.2 13.9 46.6 55.1 Actuated g/C Ratio 0.33 0.27 0.34 0.34 0.27 0.44 0.08 0.36 0.48 0.12 0.39 0.46 v/c Ratio 1.59 0.88 0.47 1.13 0.92 0.28 1.50 0.89 0.24 0.76 1.07 0.47 Control Delay 319.5 54.2 13.1 138.0 57.4 9.0 279.4 44.1 11.8 65.1 78.2 12.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 319.5 54.2 13.1 138.0 57.4 9.0 279.4 44.1 11.8 65.1 78.2 12.1 LOS F D B F E A F D B E E B Approach Delay 95.8 61.0 86.2 67.7 Approach LOS F E F E Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:SBT and 6:NBT, Start of Red Natural Cycle: 135 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.59 Intersection Signal Delay: 76.9 Intersection LOS: E Intersection Capacity Utilization 102.8%ICU Level of Service G Analysis Period (min) 15 Splits and Phases: 3: College Ave (US 287) & Drake Rd HCM 6th Signalized Intersection Summary 2040 Background PM.syn 3: College Ave (US 287) & Drake Rd 07/01/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)235 735 265 185 790 205 380 1425 180 270 1940 340 Future Volume (veh/h)235 735 265 185 790 205 380 1425 180 270 1940 340 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 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 1945 1870 1870 1945 1870 1870 1945 Adj Flow Rate, veh/h 255 799 288 191 859 223 413 1549 196 293 2042 370 Peak Hour Factor 0.92 0.92 0.92 0.97 0.92 0.92 0.92 0.92 0.92 0.92 0.95 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 180 914 566 203 943 605 350 1931 732 353 1936 719 Arrive On Green 0.08 0.34 0.34 0.07 0.27 0.27 0.10 0.38 0.38 0.10 0.38 0.38 Sat Flow, veh/h 1781 3554 1576 1781 3554 1645 3456 5106 1645 3456 5106 1643 Grp Volume(v), veh/h 255 799 288 191 859 223 413 1549 196 293 2042 370 Grp Sat Flow(s),veh/h/ln 1781 1777 1576 1781 1777 1645 1728 1702 1645 1728 1702 1643 Q Serve(g_s), s 7.0 25.3 2.8 8.0 28.1 11.9 12.1 32.5 9.0 10.0 45.5 10.9 Cycle Q Clear(g_c), s 7.0 25.3 2.8 8.0 28.1 11.9 12.1 32.5 9.0 10.0 45.5 10.9 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 180 914 566 203 943 605 350 1931 732 353 1936 719 V/C Ratio(X)1.41 0.87 0.51 0.94 0.91 0.37 1.18 0.80 0.27 0.83 1.05 0.51 Avail Cap(c_a), veh/h 180 977 594 203 1007 634 350 1931 732 418 1936 719 HCM Platoon Ratio 1.33 1.33 1.33 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 39.5 37.7 12.7 38.0 42.7 27.8 53.9 33.3 21.0 52.9 37.2 9.4 Incr Delay (d2), s/veh 216.1 8.5 0.7 47.0 11.6 0.4 107.1 3.6 0.9 11.5 36.7 2.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 12.8 11.2 3.6 4.5 13.6 4.7 10.4 13.5 3.6 4.8 24.6 4.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 255.6 46.2 13.4 85.0 54.3 28.1 161.0 36.9 21.9 64.4 73.9 12.0 LnGrp LOS F D B F D C F D C E F B Approach Vol, veh/h 1342 1273 2158 2705 Approach Delay, s/veh 78.9 54.3 59.3 64.4 Approach LOS E D E E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 18.6 52.0 13.0 36.4 18.8 51.9 12.0 37.4 Change Period (Y+Rc), s 6.5 6.5 5.0 5.5 6.5 6.5 5.0 5.5 Max Green Setting (Gmax), s 10.0 45.5 8.0 33.0 14.5 41.0 7.0 34.0 Max Q Clear Time (g_c+I1), s 14.1 47.5 10.0 27.3 12.0 34.5 9.0 30.1 Green Ext Time (p_c), s 0.0 0.0 0.0 2.3 0.3 4.0 0.0 1.8 Intersection Summary HCM 6th Ctrl Delay 63.8 HCM 6th LOS E Timings 2040 Total AM.syn 3: College Ave (US 287) & Drake Rd 07/01/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)190 590 170 125 720 195 230 1230 140 115 855 180 Future Volume (vph)190 590 170 125 720 195 230 1230 140 115 855 180 Turn Type pm+pt NA pm+ov pm+pt NA pm+ov Prot NA pm+ov Prot NA pm+ov Protected Phases 7 4 1 3 8 5 1 6 3 5 2 7 Permitted Phases 4 4 8 8 6 2 Detector Phase 7 4 1 3 8 5 1 6 3 5 2 7 Switch Phase Minimum Initial (s)4.0 10.0 4.0 4.0 10.0 4.0 4.0 10.0 4.0 4.0 10.0 4.0 Minimum Split (s)11.0 36.5 11.0 11.0 36.5 11.0 11.0 33.0 11.0 11.0 32.0 11.0 Total Split (s)17.0 43.0 19.0 16.0 42.0 13.0 19.0 48.0 16.0 13.0 42.0 17.0 Total Split (%)14.2% 35.8% 15.8% 13.3% 35.0% 10.8% 15.8% 40.0% 13.3% 10.8% 35.0% 14.2% Yellow Time (s)3.0 3.5 4.0 3.0 3.5 4.0 4.0 4.0 3.0 4.0 4.0 3.0 All-Red Time (s)2.0 2.0 2.5 2.0 2.0 2.5 2.5 2.5 2.0 2.5 2.5 2.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.0 5.5 6.5 5.0 5.5 6.5 6.5 6.5 5.0 6.5 6.5 5.0 Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lead Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max None None C-Max None Act Effct Green (s)46.6 34.1 45.6 43.3 32.5 45.9 12.5 44.1 60.9 7.9 39.6 53.0 Actuated g/C Ratio 0.39 0.28 0.38 0.36 0.27 0.38 0.10 0.37 0.51 0.07 0.33 0.44 v/c Ratio 0.88 0.66 0.28 0.52 0.85 0.30 0.72 0.74 0.17 0.57 0.56 0.25 Control Delay 56.5 33.3 6.1 29.2 50.6 10.1 64.4 36.6 8.5 59.1 34.4 13.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 56.5 33.3 6.1 29.2 50.6 10.1 64.4 36.6 8.5 59.1 34.4 13.4 LOS E C A C D B E D A E C B Approach Delay 33.1 40.4 38.1 33.7 Approach LOS C D D C Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:SBT and 6:NBT, Start of Red Natural Cycle: 95 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.88 Intersection Signal Delay: 36.5 Intersection LOS: D Intersection Capacity Utilization 77.1%ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 3: College Ave (US 287) & Drake Rd HCM 6th Signalized Intersection Summary 2040 Total AM.syn 3: College Ave (US 287) & Drake Rd 07/01/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)190 590 170 125 720 195 230 1230 140 115 855 180 Future Volume (veh/h)190 590 170 125 720 195 230 1230 140 115 855 180 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 1945 1870 1870 1945 1870 1870 1945 Adj Flow Rate, veh/h 207 641 185 136 783 212 247 1337 152 125 910 191 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.93 0.92 0.92 0.92 0.94 0.94 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 261 994 691 259 896 501 540 2043 779 179 1511 653 Arrive On Green 0.03 0.09 0.09 0.07 0.25 0.25 0.16 0.40 0.40 0.02 0.10 0.10 Sat Flow, veh/h 1781 3554 1585 1781 3554 1648 3456 5106 1648 3456 5106 1648 Grp Volume(v), veh/h 207 641 185 136 783 212 247 1337 152 125 910 191 Grp Sat Flow(s),veh/h/ln 1781 1777 1585 1781 1777 1648 1728 1702 1648 1728 1702 1648 Q Serve(g_s), s 10.1 20.9 2.1 6.7 25.4 12.3 7.8 25.5 6.4 4.3 20.5 5.5 Cycle Q Clear(g_c), s 10.1 20.9 2.1 6.7 25.4 12.3 7.8 25.5 6.4 4.3 20.5 5.5 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 261 994 691 259 896 501 540 2043 779 179 1511 653 V/C Ratio(X)0.79 0.64 0.27 0.53 0.87 0.42 0.46 0.65 0.20 0.70 0.60 0.29 Avail Cap(c_a), veh/h 261 1111 743 293 1081 587 540 2043 779 187 1511 653 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 0.33 0.33 0.33 Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 34.2 48.7 12.0 31.3 43.0 33.4 46.0 29.2 18.4 58.0 47.4 11.9 Incr Delay (d2), s/veh 15.3 1.1 0.2 1.6 7.0 0.6 0.6 1.6 0.6 10.3 1.8 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/ln 5.8 10.1 2.4 3.0 11.8 5.0 3.3 10.4 2.5 2.2 9.6 2.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 49.5 49.8 12.2 32.9 50.1 33.9 46.6 30.9 18.9 68.3 49.2 13.0 LnGrp LOS D D B C D C D C B E D B Approach Vol, veh/h 1033 1131 1736 1226 Approach Delay, s/veh 43.0 45.0 32.1 45.5 Approach LOS D D C D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 25.2 42.0 13.7 39.1 12.7 54.5 17.0 35.8 Change Period (Y+Rc), s 6.5 6.5 5.0 5.5 6.5 6.5 5.0 5.5 Max Green Setting (Gmax), s 12.5 35.5 11.0 37.5 6.5 41.5 12.0 36.5 Max Q Clear Time (g_c+I1), s 9.8 22.5 8.7 22.9 6.3 27.5 12.1 27.4 Green Ext Time (p_c), s 0.2 3.8 0.1 2.9 0.0 5.6 0.0 2.9 Intersection Summary HCM 6th Ctrl Delay 40.3 HCM 6th LOS D Timings 2040 Total PM.syn 3: College Ave (US 287) & Drake Rd 07/01/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)235 720 265 185 820 220 425 1445 180 330 2005 340 Future Volume (vph)235 720 265 185 820 220 425 1445 180 330 2005 340 Turn Type pm+pt NA pm+ov pm+pt NA pm+ov Prot NA pm+ov Prot NA pm+ov Protected Phases 7 4 1 3 8 5 1 6 3 5 2 7 Permitted Phases 4 4 8 8 6 2 Detector Phase 7 4 1 3 8 5 1 6 3 5 2 7 Switch Phase Minimum Initial (s)4.0 10.0 4.0 4.0 10.0 4.0 4.0 10.0 4.0 4.0 10.0 4.0 Minimum Split (s)11.0 36.5 11.0 11.0 36.5 11.0 11.0 33.0 11.0 11.0 32.0 11.0 Total Split (s)11.0 37.5 16.5 14.0 40.5 23.0 16.5 45.5 14.0 23.0 52.0 11.0 Total Split (%)9.2% 31.3% 13.8% 11.7% 33.8% 19.2% 13.8% 37.9% 11.7% 19.2% 43.3%9.2% Yellow Time (s)3.0 3.5 4.0 3.0 3.5 4.0 4.0 4.0 3.0 4.0 4.0 3.0 All-Red Time (s)2.0 2.0 2.5 2.0 2.0 2.5 2.5 2.5 2.0 2.5 2.5 2.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)5.0 5.5 6.5 5.0 5.5 6.5 6.5 6.5 5.0 6.5 6.5 5.0 Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lead Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max None None C-Max None Act Effct Green (s)37.5 31.0 40.0 43.5 34.0 55.4 10.0 40.6 56.1 16.0 46.5 54.0 Actuated g/C Ratio 0.31 0.26 0.33 0.36 0.28 0.46 0.08 0.34 0.47 0.13 0.39 0.45 v/c Ratio 1.75 0.89 0.48 1.05 0.92 0.29 1.67 0.95 0.24 0.81 1.11 0.47 Control Delay 387.0 42.0 9.6 109.7 56.9 8.9 352.7 51.8 12.2 52.7 82.5 11.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 387.0 42.0 9.6 109.7 56.9 8.9 352.7 51.8 12.2 52.7 82.5 11.5 LOS F D A F E A F D B D F B Approach Delay 101.3 55.9 110.7 69.5 Approach LOS F E F E Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:SBT and 6:NBT, Start of Red Natural Cycle: 135 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.75 Intersection Signal Delay: 84.5 Intersection LOS: F Intersection Capacity Utilization 106.1%ICU Level of Service G Analysis Period (min) 15 Splits and Phases: 3: College Ave (US 287) & Drake Rd HCM 6th Signalized Intersection Summary 2040 Total PM.syn 3: College Ave (US 287) & Drake Rd 07/01/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)235 720 265 185 820 220 425 1445 180 330 2005 340 Future Volume (veh/h)235 720 265 185 820 220 425 1445 180 330 2005 340 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 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 1945 1870 1870 1945 1870 1870 1945 Adj Flow Rate, veh/h 255 783 288 191 891 239 462 1571 196 359 2111 370 Peak Hour Factor 0.92 0.92 0.92 0.97 0.92 0.92 0.92 0.92 0.92 0.92 0.95 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 165 887 552 210 976 652 347 1829 713 419 1936 705 Arrive On Green 0.02 0.08 0.08 0.08 0.27 0.27 0.10 0.36 0.36 0.12 0.38 0.38 Sat Flow, veh/h 1781 3554 1576 1781 3554 1645 3456 5106 1644 3456 5106 1643 Grp Volume(v), veh/h 255 783 288 191 891 239 462 1571 196 359 2111 370 Grp Sat Flow(s),veh/h/ln 1781 1777 1576 1781 1777 1645 1728 1702 1644 1728 1702 1643 Q Serve(g_s), s 6.0 26.2 5.7 9.0 29.1 12.3 12.0 34.2 9.2 12.2 45.5 11.2 Cycle Q Clear(g_c), s 6.0 26.2 5.7 9.0 29.1 12.3 12.0 34.2 9.2 12.2 45.5 11.2 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 165 887 552 210 976 652 347 1829 713 419 1936 705 V/C Ratio(X)1.55 0.88 0.52 0.91 0.91 0.37 1.33 0.86 0.27 0.86 1.09 0.52 Avail Cap(c_a), veh/h 165 948 579 210 1036 680 347 1829 713 475 1936 705 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 43.0 53.3 20.7 35.7 42.1 25.6 54.0 35.7 21.9 51.7 37.2 9.8 Incr Delay (d2), s/veh 273.5 9.4 0.8 37.9 11.6 0.3 167.7 5.5 1.0 13.1 49.8 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/ln 14.5 13.6 5.2 6.4 14.1 4.8 13.2 14.6 3.7 6.0 27.0 4.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 316.5 62.8 21.4 73.7 53.8 26.0 221.7 41.2 22.8 64.8 87.1 12.6 LnGrp LOS F E C E D C F D C E F B Approach Vol, veh/h 1326 1321 2229 2840 Approach Delay, s/veh 102.6 51.6 77.0 74.6 Approach LOS F D E E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 18.5 52.0 14.0 35.5 21.1 49.5 11.0 38.5 Change Period (Y+Rc), s 6.5 6.5 5.0 5.5 6.5 6.5 5.0 5.5 Max Green Setting (Gmax), s 10.0 45.5 9.0 32.0 16.5 39.0 6.0 35.0 Max Q Clear Time (g_c+I1), s 14.0 47.5 11.0 28.2 14.2 36.2 8.0 31.1 Green Ext Time (p_c), s 0.0 0.0 0.0 1.7 0.3 2.0 0.0 1.8 Intersection Summary HCM 6th Ctrl Delay 76.1 HCM 6th LOS E HCM 6th TWSC 2022 Total AM Scenario 1.syn 4: College Ave (US 287) & Full Access 09/23/2020 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 1.8 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 30 115 60 0 1010 60 Future Vol, veh/h 30 115 60 0 1010 60 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 0 175 --0 Veh in Median Storage, # 2 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 35 135 71 0 1188 71 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1330 594 1259 0 -0 Stage 1 1188 ----- Stage 2 142 ----- 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 446 *696 686 --- Stage 1 596 ----- Stage 2 800 ----- Platoon blocked, %1 1 1 --- Mov Cap-1 Maneuver 400 *696 686 --- Mov Cap-2 Maneuver 498 ----- Stage 1 535 ----- Stage 2 800 ----- Approach EB NB SB HCM Control Delay, s 11.7 10.8 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1EBLn2 SBT SBR Capacity (veh/h)686 - 498 696 -- HCM Lane V/C Ratio 0.103 - 0.071 0.194 -- HCM Control Delay (s)10.8 - 12.8 11.4 -- HCM Lane LOS B -B B -- HCM 95th %tile Q(veh)0.3 - 0.2 0.7 -- Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th TWSC 2022 Total PM Scenario 1.syn 4: College Ave (US 287) & Full Access 09/23/2020 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 3.4 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 50 225 90 0 2060 115 Future Vol, veh/h 50 225 90 0 2060 115 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 0 175 --0 Veh in Median Storage, # 2 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 59 265 106 0 2424 135 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 2636 1212 2559 0 -0 Stage 1 2424 ----- Stage 2 212 ----- 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 63 *437 349 --- Stage 1 370 ----- Stage 2 737 ----- Platoon blocked, %1 1 1 --- Mov Cap-1 Maneuver ~ 44 *437 349 --- Mov Cap-2 Maneuver 231 ----- Stage 1 258 ----- Stage 2 737 ----- Approach EB NB SB HCM Control Delay, s 25.2 19.7 0 HCM LOS D Minor Lane/Major Mvmt NBL NBTEBLn1EBLn2 SBT SBR Capacity (veh/h)349 - 231 437 -- HCM Lane V/C Ratio 0.303 - 0.255 0.606 -- HCM Control Delay (s)19.7 - 25.8 25.1 -- HCM Lane LOS C -D D -- HCM 95th %tile Q(veh)1.3 -1 3.9 -- Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th TWSC 2022 Total AM Scenario 2.syn 8: College Ave (US 287) & Full Access 09/23/2020 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 0.8 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 120 65 1430 1010 65 Future Vol, veh/h 0 120 65 1430 1010 65 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length -0 175 --0 Veh in Median Storage, # 2 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 0 141 76 1682 1188 76 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 594 1264 0 -0 Stage 1 ------ Stage 2 ------ Critical Hdwy - 7.14 5.34 --- Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy - 3.92 3.12 --- Pot Cap-1 Maneuver 0 *696 681 --- Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, %1 1 --- Mov Cap-1 Maneuver - *696 681 --- Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB NB SB HCM Control Delay, s 11.5 0.5 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)681 - 696 -- HCM Lane V/C Ratio 0.112 - 0.203 -- HCM Control Delay (s)11 - 11.5 -- HCM Lane LOS B -B -- HCM 95th %tile Q(veh)0.4 - 0.8 -- Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th TWSC 2022 Total PM Scenario 2.syn 8: College Ave (US 287) & Full Access 09/23/2020 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 1.9 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 230 95 1665 2060 120 Future Vol, veh/h 0 230 95 1665 2060 120 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length -0 175 --0 Veh in Median Storage, # 2 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 0 271 112 1959 2424 141 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 1212 2565 0 -0 Stage 1 ------ Stage 2 ------ Critical Hdwy - 7.14 5.34 --- Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy - 3.92 3.12 --- Pot Cap-1 Maneuver 0 *437 344 --- Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, %1 1 --- Mov Cap-1 Maneuver - *437 344 --- Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB NB SB HCM Control Delay, s 25.7 1.1 0 HCM LOS D Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)344 - 437 -- HCM Lane V/C Ratio 0.325 - 0.619 -- HCM Control Delay (s)20.4 - 25.7 -- HCM Lane LOS C -D -- HCM 95th %tile Q(veh)1.4 - 4.1 -- Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th TWSC 2040 Total AM Scenario 1.syn 4: College Ave (US 287) & Full Access 09/23/2020 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 1.8 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 30 115 60 0 1105 60 Future Vol, veh/h 30 115 60 0 1105 60 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 0 175 --0 Veh in Median Storage, # 2 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 35 135 71 0 1300 71 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1442 650 1371 0 -0 Stage 1 1300 ----- Stage 2 142 ----- 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 425 *675 653 --- Stage 1 568 ----- Stage 2 800 ----- Platoon blocked, %1 1 1 --- Mov Cap-1 Maneuver 379 *675 653 --- Mov Cap-2 Maneuver 472 ----- Stage 1 506 ----- Stage 2 800 ----- Approach EB NB SB HCM Control Delay, s 12 11.2 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1EBLn2 SBT SBR Capacity (veh/h)653 - 472 675 -- HCM Lane V/C Ratio 0.108 - 0.075 0.2 -- HCM Control Delay (s)11.2 - 13.2 11.7 -- HCM Lane LOS B -B B -- HCM 95th %tile Q(veh)0.4 - 0.2 0.7 -- Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th TWSC 2040 Total PM Scenario 1.syn 4: College Ave (US 287) & Full Access 09/23/2020 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 4 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 50 225 90 0 2260 115 Future Vol, veh/h 50 225 90 0 2260 115 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 0 175 --0 Veh in Median Storage, # 2 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 59 265 106 0 2659 135 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 2871 1330 2794 0 -0 Stage 1 2659 ----- Stage 2 212 ----- 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 ~ 46 *394 282 --- Stage 1 304 ----- Stage 2 737 ----- Platoon blocked, %1 1 1 --- Mov Cap-1 Maneuver ~ 28 *394 282 --- Mov Cap-2 Maneuver 174 ----- Stage 1 190 ----- Stage 2 737 ----- Approach EB NB SB HCM Control Delay, s 31.8 25.2 0 HCM LOS D Minor Lane/Major Mvmt NBL NBTEBLn1EBLn2 SBT SBR Capacity (veh/h)282 - 174 394 -- HCM Lane V/C Ratio 0.375 - 0.338 0.672 -- HCM Control Delay (s)25.2 - 35.9 30.9 -- HCM Lane LOS D -E D -- HCM 95th %tile Q(veh)1.7 - 1.4 4.7 -- Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th TWSC 2040 Total AM Scenario 2.syn 8: College Ave (US 287) & Full Access 09/23/2020 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 0.8 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 125 65 1565 1105 65 Future Vol, veh/h 0 125 65 1565 1105 65 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length -0 175 --0 Veh in Median Storage, # 2 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 0 147 76 1841 1300 76 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 650 1376 0 -0 Stage 1 ------ Stage 2 ------ Critical Hdwy - 7.14 5.34 --- Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy - 3.92 3.12 --- Pot Cap-1 Maneuver 0 *675 649 --- Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, %1 1 --- Mov Cap-1 Maneuver - *675 649 --- Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB NB SB HCM Control Delay, s 11.8 0.5 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)649 - 675 -- HCM Lane V/C Ratio 0.118 - 0.218 -- HCM Control Delay (s)11.3 - 11.8 -- HCM Lane LOS B -B -- HCM 95th %tile Q(veh)0.4 - 0.8 -- Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th TWSC 2040 Total PM Scenario 2.syn 8: College Ave (US 287) & Full Access 09/23/2020 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 2.3 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 235 95 1825 2260 120 Future Vol, veh/h 0 235 95 1825 2260 120 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length -0 175 --0 Veh in Median Storage, # 2 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 0 276 112 2147 2659 141 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 1330 2800 0 -0 Stage 1 ------ Stage 2 ------ Critical Hdwy - 7.14 5.34 --- Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy - 3.92 3.12 --- Pot Cap-1 Maneuver 0 *394 277 --- Stage 1 0 ----- Stage 2 0 ----- Platoon blocked, %1 1 --- Mov Cap-1 Maneuver - *394 277 --- Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB NB SB HCM Control Delay, s 33 1.3 0 HCM LOS D Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)277 - 394 -- HCM Lane V/C Ratio 0.403 - 0.702 -- HCM Control Delay (s)26.5 - 33 -- HCM Lane LOS D -D -- HCM 95th %tile Q(veh)1.9 - 5.2 -- Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th TWSC 2022 Total AM.syn 5: Drake Rd & West RIRO Access 07/01/2020 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 0.1 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 875 1020 10 0 20 Future Vol, veh/h 0 875 1020 10 0 20 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length -----0 Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 0 1029 1200 12 0 24 Major/Minor Major1 Major2 Minor2 Conflicting Flow All -0 -0 - 606 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 ---0 *694 Stage 1 0 ---0 - Stage 2 0 ---0 - Platoon blocked, %---1 Mov Cap-1 Maneuver ----- *694 Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB WB SB HCM Control Delay, s 0 0 10.4 HCM LOS B Minor Lane/Major Mvmt EBT WBT WBRSBLn1 Capacity (veh/h)--- 694 HCM Lane V/C Ratio --- 0.034 HCM Control Delay (s)--- 10.4 HCM Lane LOS ---B HCM 95th %tile Q(veh)--- 0.1 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th TWSC 2022 Total PM.syn 5: Drake Rd & West RIRO Access 07/01/2020 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 0.2 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 1215 1430 15 0 35 Future Vol, veh/h 0 1215 1430 15 0 35 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length -----0 Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 0 1429 1682 18 0 41 Major/Minor Major1 Major2 Minor2 Conflicting Flow All -0 -0 - 850 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 ---0 *586 Stage 1 0 ---0 - Stage 2 0 ---0 - Platoon blocked, %---1 Mov Cap-1 Maneuver ----- *586 Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB WB SB HCM Control Delay, s 0 0 11.6 HCM LOS B Minor Lane/Major Mvmt EBT WBT WBRSBLn1 Capacity (veh/h)--- 586 HCM Lane V/C Ratio --- 0.07 HCM Control Delay (s)--- 11.6 HCM Lane LOS ---B HCM 95th %tile Q(veh)--- 0.2 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th TWSC 2040 Total AM.syn 5: Drake Rd & West RIRO Access 07/01/2020 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 0.1 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 955 1110 10 0 20 Future Vol, veh/h 0 955 1110 10 0 20 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length -----0 Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 0 1124 1306 12 0 24 Major/Minor Major1 Major2 Minor2 Conflicting Flow All -0 -0 - 659 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 ---0 *673 Stage 1 0 ---0 - Stage 2 0 ---0 - Platoon blocked, %---1 Mov Cap-1 Maneuver ----- *673 Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB WB SB HCM Control Delay, s 0 0 10.5 HCM LOS B Minor Lane/Major Mvmt EBT WBT WBRSBLn1 Capacity (veh/h)--- 673 HCM Lane V/C Ratio --- 0.035 HCM Control Delay (s)--- 10.5 HCM Lane LOS ---B HCM 95th %tile Q(veh)--- 0.1 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th TWSC 2040 Total PM.syn 5: Drake Rd & West RIRO Access 07/01/2020 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 0.1 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 1320 1560 15 0 35 Future Vol, veh/h 0 1320 1560 15 0 35 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length -----0 Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 0 1553 1835 18 0 41 Major/Minor Major1 Major2 Minor2 Conflicting Flow All -0 -0 - 927 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 ---0 *564 Stage 1 0 ---0 - Stage 2 0 ---0 - Platoon blocked, %---1 Mov Cap-1 Maneuver ----- *564 Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB WB SB HCM Control Delay, s 0 0 11.9 HCM LOS B Minor Lane/Major Mvmt EBT WBT WBRSBLn1 Capacity (veh/h)--- 564 HCM Lane V/C Ratio --- 0.073 HCM Control Delay (s)--- 11.9 HCM Lane LOS ---B HCM 95th %tile Q(veh)--- 0.2 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th TWSC 2022 Total AM.syn 6: East 3/4 Access & Drake Rd 07/01/2020 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 1.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 140 825 0 0 985 95 0 0 0 0 0 120 Future Vol, veh/h 140 825 0 0 985 95 0 0 0 0 0 120 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized -- None -- None -- None -- None Storage Length 100 -- 50 - 100 --0 --0 Veh in Median Storage, # -0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 165 971 0 0 1159 112 0 0 0 0 0 141 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 1271 0 0 971 0 0 -- 486 -- 580 Stage 1 ------------ Stage 2 ------------ Critical Hdwy 4.14 -- 4.14 ---- 6.94 -- 6.94 Critical Hdwy Stg 1 ------------ Critical Hdwy Stg 2 ------------ Follow-up Hdwy 2.22 -- 2.22 ---- 3.32 -- 3.32 Pot Cap-1 Maneuver 808 -- 1073 --0 0 *743 0 0 *692 Stage 1 ------0 0 -0 0 - Stage 2 ------0 0 -0 0 - Platoon blocked, %1 --1 --1 1 Mov Cap-1 Maneuver 808 -- 1073 ---- *743 -- *692 Mov Cap-2 Maneuver ------------ Stage 1 ------------ Stage 2 ------------ Approach EB WB NB SB HCM Control Delay, s 1.5 0 0 11.5 HCM LOS A B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)- 808 -- 1073 -- 692 HCM Lane V/C Ratio - 0.204 ----- 0.204 HCM Control Delay (s)0 10.6 --0 -- 11.5 HCM Lane LOS A B --A --B HCM 95th %tile Q(veh)- 0.8 --0 -- 0.8 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th TWSC 2022 Total PM.syn 6: East 3/4 Access & Drake Rd 07/01/2020 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 2.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 225 1125 0 0 1360 155 0 0 0 0 0 200 Future Vol, veh/h 225 1125 0 0 1360 155 0 0 0 0 0 200 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized -- None -- None -- None -- None Storage Length 100 -- 50 - 100 --0 --0 Veh in Median Storage, # -0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 265 1324 0 0 1600 182 0 0 0 0 0 235 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 1782 0 0 1324 0 0 -- 662 -- 800 Stage 1 ------------ Stage 2 ------------ Critical Hdwy 4.14 -- 4.14 ---- 6.94 -- 6.94 Critical Hdwy Stg 1 ------------ Critical Hdwy Stg 2 ------------ Follow-up Hdwy 2.22 -- 2.22 ---- 3.32 -- 3.32 Pot Cap-1 Maneuver 535 -- 884 --0 0 *615 0 0 *512 Stage 1 ------0 0 -0 0 - Stage 2 ------0 0 -0 0 - Platoon blocked, %1 --1 --1 1 Mov Cap-1 Maneuver 535 -- 884 ---- *615 -- *512 Mov Cap-2 Maneuver ------------ Stage 1 ------------ Stage 2 ------------ Approach EB WB NB SB HCM Control Delay, s 3 0 0 17.9 HCM LOS A C Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)- 535 -- 884 -- 512 HCM Lane V/C Ratio - 0.495 ----- 0.46 HCM Control Delay (s)0 18.1 --0 -- 17.9 HCM Lane LOS A C --A --C HCM 95th %tile Q(veh)- 2.7 --0 -- 2.4 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th TWSC 2040 Total AM.syn 6: East 3/4 Access & Drake Rd 07/01/2020 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 1.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 140 905 0 0 1075 95 0 0 0 0 0 120 Future Vol, veh/h 140 905 0 0 1075 95 0 0 0 0 0 120 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized -- None -- None -- None -- None Storage Length 100 -- 50 - 100 --0 --0 Veh in Median Storage, # -0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 165 1065 0 0 1265 112 0 0 0 0 0 141 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 1377 0 0 1065 0 0 -- 533 -- 633 Stage 1 ------------ Stage 2 ------------ Critical Hdwy 4.14 -- 4.14 ---- 6.94 -- 6.94 Critical Hdwy Stg 1 ------------ Critical Hdwy Stg 2 ------------ Follow-up Hdwy 2.22 -- 2.22 ---- 3.32 -- 3.32 Pot Cap-1 Maneuver 772 -- 1005 --0 0 *718 0 0 *641 Stage 1 ------0 0 -0 0 - Stage 2 ------0 0 -0 0 - Platoon blocked, %1 --1 --1 1 Mov Cap-1 Maneuver 772 -- 1005 ---- *718 -- *641 Mov Cap-2 Maneuver ------------ Stage 1 ------------ Stage 2 ------------ Approach EB WB NB SB HCM Control Delay, s 1.5 0 0 12.2 HCM LOS A B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)- 772 -- 1005 -- 641 HCM Lane V/C Ratio - 0.213 ----- 0.22 HCM Control Delay (s)0 10.9 --0 -- 12.2 HCM Lane LOS A B --A --B HCM 95th %tile Q(veh)- 0.8 --0 -- 0.8 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th TWSC 2040 Total PM.syn 6: East 3/4 Access & Drake Rd 07/01/2020 Synchro 10 Report Page 1 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 225 1230 0 0 1490 155 0 0 0 0 0 200 Future Vol, veh/h 225 1230 0 0 1490 155 0 0 0 0 0 200 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized -- None -- None -- None -- None Storage Length 100 -- 50 - 100 --0 --0 Veh in Median Storage, # -0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 265 1447 0 0 1753 182 0 0 0 0 0 235 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 1935 0 0 1447 0 0 -- 724 -- 877 Stage 1 ------------ Stage 2 ------------ Critical Hdwy 4.14 -- 4.14 ---- 6.94 -- 6.94 Critical Hdwy Stg 1 ------------ Critical Hdwy Stg 2 ------------ Follow-up Hdwy 2.22 -- 2.22 ---- 3.32 -- 3.32 Pot Cap-1 Maneuver 452 -- 832 --0 0 *564 0 0 *461 Stage 1 ------0 0 -0 0 - Stage 2 ------0 0 -0 0 - Platoon blocked, %1 --1 --1 1 Mov Cap-1 Maneuver 452 -- 832 ---- *564 -- *461 Mov Cap-2 Maneuver ------------ Stage 1 ------------ Stage 2 ------------ Approach EB WB NB SB HCM Control Delay, s 3.7 0 0 20.7 HCM LOS A C Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)- 452 -- 832 -- 461 HCM Lane V/C Ratio - 0.586 ----- 0.51 HCM Control Delay (s)0 23.6 --0 -- 20.7 HCM Lane LOS A C --A --C HCM 95th %tile Q(veh)- 3.7 --0 -- 2.8 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon King Soopers #146 / 096083122 APPENDIX F Queuing Analysis Worksheets Queues 2022 Total AM Scenario 1.syn 1: College Ave (US 287) & Columbia Rd 09/23/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph)113 32 22 116 63 53 1401 53 1188 67 v/c Ratio 0.71 0.12 0.07 0.53 0.20 0.16 0.41 0.20 0.36 0.06 Control Delay 70.8 42.4 0.5 55.6 6.4 5.8 10.4 6.6 9.9 1.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 70.8 42.4 0.5 55.6 6.4 5.8 10.4 6.6 9.9 1.8 Queue Length 50th (ft)85 22 0 85 0 8 168 8 135 0 Queue Length 95th (ft)111 41 0 80 9 16 264 16 200 1 Internal Link Dist (ft)196 370 989 897 Turn Bay Length (ft)100 150 275 Base Capacity (vph)313 510 507 440 552 375 3438 308 3337 1065 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.36 0.06 0.04 0.26 0.11 0.14 0.41 0.17 0.36 0.06 Intersection Summary Queues 2022 Total PM Scenario 1.syn 1: College Ave (US 287) & Columbia Rd 09/29/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph)185 75 84 121 51 106 1639 71 2278 144 v/c Ratio 0.81 0.21 0.22 0.42 0.12 0.58 0.53 0.35 0.79 0.15 Control Delay 70.6 38.7 8.4 45.0 3.0 32.1 15.8 12.1 23.7 5.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 70.6 38.7 8.4 45.0 3.0 32.1 15.8 12.1 23.7 5.0 Queue Length 50th (ft)138 49 0 83 0 30 261 15 474 11 Queue Length 95th (ft)204 67 32 105 5 88 388 33 #737 49 Internal Link Dist (ft)196 370 989 897 Turn Bay Length (ft)100 150 275 Base Capacity (vph)349 555 546 452 595 192 3112 210 2872 940 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.53 0.14 0.15 0.27 0.09 0.55 0.53 0.34 0.79 0.15 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Queues 2022 Total AM Scenario 2.syn 7: College Ave (US 287) & Columbia Rd 09/23/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph)140 32 22 116 63 53 1368 53 1188 67 v/c Ratio 0.77 0.11 0.07 0.47 0.18 0.16 0.41 0.20 0.37 0.06 Control Delay 73.0 40.6 0.4 51.1 6.0 2.5 4.0 7.1 10.8 1.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 73.0 40.6 0.4 51.1 6.0 2.5 4.0 7.1 10.8 1.9 Queue Length 50th (ft)105 21 0 83 0 2 27 9 146 0 Queue Length 95th (ft)133 41 0 79 9 3 249 16 203 1 Internal Link Dist (ft)196 370 989 897 Turn Bay Length (ft)100 150 275 Base Capacity (vph)319 510 507 440 552 365 3350 307 3247 1039 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.44 0.06 0.04 0.26 0.11 0.15 0.41 0.17 0.37 0.06 Intersection Summary Queues 2022 Total PM Scenario 2.syn 7: College Ave (US 287) & Columbia Rd 09/29/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph)228 82 84 121 51 106 1591 71 2278 144 v/c Ratio 0.85 0.19 0.19 0.36 0.11 0.61 0.54 0.36 0.83 0.16 Control Delay 69.7 35.6 7.6 40.2 2.7 45.1 9.0 13.9 27.0 5.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 69.7 35.6 7.6 40.2 2.7 45.1 9.0 13.9 27.0 5.4 Queue Length 50th (ft)169 51 0 79 0 38 233 17 521 12 Queue Length 95th (ft)245 69 31 100 5 m40 m425 36 #737 49 Internal Link Dist (ft)196 370 989 897 Turn Bay Length (ft)100 150 275 Base Capacity (vph)354 555 546 452 595 182 2969 201 2736 900 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.64 0.15 0.15 0.27 0.09 0.58 0.54 0.35 0.83 0.16 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Queues 2040 Total AM Scenario 1.syn 1: College Ave (US 287) & Columbia Rd 09/23/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph)120 38 16 100 69 33 1536 33 1294 43 v/c Ratio 0.68 0.14 0.05 0.47 0.22 0.11 0.43 0.14 0.38 0.04 Control Delay 66.3 42.6 0.3 53.2 7.8 5.7 9.9 6.2 9.4 0.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 66.3 42.6 0.3 53.2 7.8 5.7 9.9 6.2 9.4 0.4 Queue Length 50th (ft)90 26 0 73 0 5 191 5 153 0 Queue Length 95th (ft)115 47 0 118 14 18 294 18 219 3 Internal Link Dist (ft)196 370 989 897 Turn Bay Length (ft)100 150 275 Base Capacity (vph)329 495 494 405 538 322 3534 257 3432 1093 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.36 0.08 0.03 0.25 0.13 0.10 0.43 0.13 0.38 0.04 Intersection Summary Queues 2040 Total PM Scenario 1.syn 1: College Ave (US 287) & Columbia Rd 09/29/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph)201 82 90 107 57 118 1793 78 2489 156 v/c Ratio 0.79 0.21 0.22 0.34 0.13 0.61 0.59 0.43 0.89 0.17 Control Delay 65.3 37.8 8.0 41.6 3.7 35.0 18.0 16.8 29.6 6.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 65.3 37.8 8.0 41.6 3.7 35.0 18.0 16.8 29.6 6.1 Queue Length 50th (ft)148 53 0 71 0 39 310 18 598 16 Queue Length 95th (ft)215 70 31 92 10 103 461 37 #872 58 Internal Link Dist (ft)196 370 989 897 Turn Bay Length (ft)100 150 275 Base Capacity (vph)388 585 575 491 624 194 3038 188 2786 914 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.52 0.14 0.16 0.22 0.09 0.61 0.59 0.41 0.89 0.17 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Queues 2040 Total AM Scenario 2.syn 7: College Ave (US 287) & Columbia Rd 09/23/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph)147 38 16 100 69 33 1503 33 1294 43 v/c Ratio 0.73 0.13 0.05 0.42 0.20 0.11 0.44 0.14 0.39 0.04 Control Delay 67.7 40.5 0.3 49.1 7.3 2.5 4.2 6.9 10.4 0.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 67.7 40.5 0.3 49.1 7.3 2.5 4.2 6.9 10.4 0.5 Queue Length 50th (ft)109 25 0 71 0 2 39 6 165 0 Queue Length 95th (ft)136 46 0 116 13 m3 258 19 225 3 Internal Link Dist (ft)196 370 989 897 Turn Bay Length (ft)100 150 275 Base Capacity (vph)330 495 494 405 538 312 3441 256 3338 1065 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.45 0.08 0.03 0.25 0.13 0.11 0.44 0.13 0.39 0.04 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Queues 2040 Total PM Scenario 2.syn 7: College Ave (US 287) & Columbia Rd 09/29/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBT WBR NBL NBT SBL SBT SBR Lane Group Flow (vph)245 89 90 107 57 118 1745 78 2489 156 v/c Ratio 0.83 0.20 0.20 0.29 0.12 0.64 0.60 0.45 0.94 0.18 Control Delay 64.9 34.6 7.1 37.3 3.3 47.5 10.5 19.4 35.4 6.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 64.9 34.6 7.1 37.3 3.3 47.5 10.5 19.4 35.4 6.5 Queue Length 50th (ft)180 55 0 68 0 43 314 20 654 18 Queue Length 95th (ft)255 71 30 88 9 m56 m476 40 #872 58 Internal Link Dist (ft)196 370 989 897 Turn Bay Length (ft)100 150 275 Base Capacity (vph)388 585 575 494 624 183 2896 177 2650 875 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.63 0.15 0.16 0.22 0.09 0.64 0.60 0.44 0.94 0.18 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Queues 2022 Total AM.syn 2: McClelland Dr & Drake Rd 07/01/2020 Synchro 10 Report Page 1 Lane Group EBT WBL WBT NBL NBT SBT Lane Group Flow (vph)974 37 1042 115 105 15 v/c Ratio 0.50 0.12 0.33 0.60 0.19 0.05 Control Delay 17.9 9.6 8.3 63.0 9.1 47.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 17.9 9.6 8.3 63.0 9.1 47.1 Queue Length 50th (ft)250 7 73 86 7 10 Queue Length 95th (ft)316 m15 118 121 32 24 Internal Link Dist (ft)169 38 190 542 Turn Bay Length (ft)125 200 Base Capacity (vph)1954 343 3156 302 543 277 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.50 0.11 0.33 0.38 0.19 0.05 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Queues 2022 Total PM.syn 2: McClelland Dr & Drake Rd 07/06/2020 Synchro 10 Report Page 1 Lane Group EBT WBL WBT NBL NBT SBT Lane Group Flow (vph)1276 116 1143 185 175 34 v/c Ratio 0.77 0.65 0.38 0.71 0.28 0.13 Control Delay 28.5 28.4 8.0 62.7 9.2 45.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 28.5 28.4 8.0 62.7 9.2 45.0 Queue Length 50th (ft)408 31 86 138 20 21 Queue Length 95th (ft)500 m35 m88 205 18 29 Internal Link Dist (ft)169 38 190 542 Turn Bay Length (ft)125 200 Base Capacity (vph)1650 179 2984 361 622 266 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.77 0.65 0.38 0.51 0.28 0.13 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Queues 2040 Total AM.syn 2: McClelland Dr & Drake Rd 07/01/2020 Synchro 10 Report Page 1 Lane Group EBT WBL WBT NBL NBT SBT Lane Group Flow (vph)1033 27 1137 122 112 11 v/c Ratio 0.45 0.08 0.31 0.98 0.28 0.07 Control Delay 11.0 6.2 5.8 130.4 12.2 51.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 11.0 6.2 5.8 130.4 12.2 51.5 Queue Length 50th (ft)206 5 79 96 8 8 Queue Length 95th (ft)258 m11 124 #178 37 27 Internal Link Dist (ft)169 38 190 542 Turn Bay Length (ft)125 200 Base Capacity (vph)2319 476 3665 125 395 163 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.45 0.06 0.31 0.98 0.28 0.07 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Queues 2040 Total PM.syn 2: McClelland Dr & Drake Rd 07/01/2020 Synchro 10 Report Page 1 Lane Group EBT WBL WBT NBL NBT SBT Lane Group Flow (vph)1385 123 1238 218 182 17 v/c Ratio 0.76 0.54 0.37 0.96 0.34 0.10 Control Delay 24.6 22.1 6.3 101.6 8.2 50.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 24.6 22.1 6.3 101.6 8.2 50.1 Queue Length 50th (ft)415 31 85 170 6 12 Queue Length 95th (ft)528 m37 m98 #296 64 35 Internal Link Dist (ft)169 38 190 542 Turn Bay Length (ft)125 200 Base Capacity (vph)1824 254 3368 228 534 162 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.76 0.48 0.37 0.96 0.34 0.10 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Queues 2022 Total AM Improved.syn 3: College Ave (US 287) & Drake Rd 07/01/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph)199 692 203 131 750 207 226 1324 171 128 835 176 v/c Ratio 0.79 0.71 0.30 0.54 0.85 0.30 0.61 0.73 0.20 0.60 0.53 0.23 Control Delay 49.9 32.4 5.1 30.4 52.2 10.3 58.2 35.9 9.3 59.6 33.4 13.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 49.9 32.4 5.1 30.4 52.2 10.3 58.2 35.9 9.3 59.6 33.4 13.4 Queue Length 50th (ft)64 250 33 62 287 35 87 334 36 50 212 47 Queue Length 95th (ft)#177 260 37 98 342 83 129 362 58 #89 266 139 Internal Link Dist (ft)320 1192 380 657 Turn Bay Length (ft)225 200 250 225 250 200 225 250 Base Capacity (vph)263 1069 676 252 983 687 373 1826 886 212 1587 784 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.76 0.65 0.30 0.52 0.76 0.30 0.61 0.73 0.19 0.60 0.53 0.22 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Queues 2022 Total PM Improved.syn 3: College Ave (US 287) & Drake Rd 07/06/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph)234 736 278 175 893 233 476 1472 188 412 1932 344 v/c Ratio 1.07 0.97 0.45 0.83 1.18 0.32 1.04 0.83 0.22 0.94 1.11 0.43 Control Delay 113.7 58.4 9.1 60.9 136.8 11.4 104.1 40.3 9.7 65.6 86.1 13.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 113.7 58.4 9.1 60.9 136.8 11.4 104.1 40.3 9.7 65.6 86.1 13.0 Queue Length 50th (ft)~144 301 50 97 ~437 47 ~205 379 42 156 ~644 164 Queue Length 95th (ft)m#301 #411 64 #210 #507 102 #274 442 82 168 #743 m208 Internal Link Dist (ft)320 1192 380 657 Turn Bay Length (ft)225 200 250 225 250 200 225 250 Base Capacity (vph)218 755 624 210 755 734 456 1765 866 439 1741 794 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.07 0.97 0.45 0.83 1.18 0.32 1.04 0.83 0.22 0.94 1.11 0.43 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Queues 2040 Total AM.syn 3: College Ave (US 287) & Drake Rd 07/01/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph)207 641 185 136 783 212 247 1337 152 125 910 191 v/c Ratio 0.88 0.66 0.28 0.52 0.85 0.30 0.72 0.74 0.17 0.57 0.56 0.25 Control Delay 56.5 33.3 6.1 29.2 50.6 10.1 64.4 36.6 8.5 59.1 34.4 13.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 56.5 33.3 6.1 29.2 50.6 10.1 64.4 36.6 8.5 59.1 34.4 13.4 Queue Length 50th (ft)71 230 49 65 299 36 96 338 28 48 229 53 Queue Length 95th (ft)#224 285 93 104 363 90 #144 397 65 #94 288 144 Internal Link Dist (ft)320 1192 380 657 Turn Bay Length (ft)225 200 250 225 250 200 225 250 Base Capacity (vph)236 1069 666 270 1040 710 345 1807 880 219 1620 768 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.88 0.60 0.28 0.50 0.75 0.30 0.72 0.74 0.17 0.57 0.56 0.25 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Queues 2040 Total PM.syn 3: College Ave (US 287) & Drake Rd 07/06/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph)255 783 288 191 891 239 462 1571 196 359 2111 370 v/c Ratio 1.35 1.00 0.45 0.97 1.10 0.31 1.01 0.89 0.23 0.81 1.21 0.48 Control Delay 214.4 63.4 9.8 90.4 104.5 10.9 96.8 44.0 10.6 52.0 126.7 11.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 214.4 63.4 9.8 90.4 104.5 10.9 96.8 44.0 10.6 52.0 126.7 11.7 Queue Length 50th (ft)~203 ~312 48 107 ~411 49 ~190 419 47 127 ~754 160 Queue Length 95th (ft)m#347 #451 m69 #253 #541 106 #300 487 92 m159 #853 m170 Internal Link Dist (ft)320 1192 380 657 Turn Bay Length (ft)225 200 250 225 250 200 225 250 Base Capacity (vph)189 783 635 196 812 767 456 1763 853 456 1741 768 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 1.35 1.00 0.45 0.97 1.10 0.31 1.01 0.89 0.23 0.79 1.21 0.48 Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. King Soopers #146 / 096083122 APPENDIX G Conceptual Site Plan EXISTING RIGHT IN / RIGHT OUT nic MAX BRT STATION PROPOSED 7 MPD FUEL S. COLLEGE AVE (HWY 287) EXISTING SIGNALIZED INTERSECTIONW. DRAKE STREETEXISTING AUTO SERVICE TO REMAIN EXISTING RETAIL BUILDING TO REMAIN (5,500 SF) EXISTING PATIO TO REMAIN EXISTING RIGHT IN / RIGHT OUT EXISTING STRUCTURE TO REMAIN? MARKETPLACE 123,722 SF LOT 1 487,410 SF (11.189 AC) SHARED COMMUTER PARKING AREA FUTURE PAD (0.60 ACRES)RxPICKUP PHONE(DEMARC ONLY)piklePLSV GASMETERMGCGENERATOR 21COMPACT PARKING SPACES SHARED PARKING EASEMENT LOCATION MAP Drawn By: Project No: Checked By: King Soopers Fort Collins, CO College & Drake Layout M4 1 of 1 146 CAC PJD 05/28/2020 6162 S. Willow Drive, Suite 320 Greenwood Village, CO 80111 303.770.8884 •GallowayUS.com COPYRIGHT THESE PLANS ARE AN INSTRUMENT OF SERVICE AND ARE THE PROPERTY OF GALLOWAY, AND MAY NOT BE DUPLICATED, DISCLOSED, OR REPRODUCED WITHOUT THE WRITTEN CONSENT OF GALLOWAY. COPYRIGHTS AND INFRINGEMENTS WILL BE ENFORCED AND PROSECUTED. SITE SITE ANALYSIS: BUILDING AREA LOT 1: KING SOOPERS (INCLUDING FUEL) ~123,722 S.F. EXISTING RETAIL ~5,500 S.F. TOTAL ~129,222 S.F. STORE PARKING COUNT SURFACE PARKING PROVIDED BY KING SOOPERS: REGULAR SPACES 325 SPACES ADA SPACES 11 SPACES TOTAL 336 SPACES CART CORRALS 7 SPACES SHARED COMMUTER PARKING AREA REGULAR SPACES (PER FLOOR) 60 SPACES FUTURE PAD SITE AREA 26,340 SF / 0.60 ACRES PARKING RATIOS STORE PARKING W/ SHARED STALLS: (396/129.2) = 3.07/1,000 S.F. (NOT INCLUDING CART CORRALS) NOTES: ·ALL AREAS PROVIDED AND PROPERTY DELINEATED ARE APPROXIMATE AND WILL NEED TO BE VERIFIED. ·PLAN FOR ILLUSTRATIVE PURPOSES ONLY. BOUNDARY AND TOPOGRAPHY TO BE VERIFIED.