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Home My WebLink AboutALPINE BANK - PDP200020 - - TRAFFIC STUDYTraffic Impact Study Alpine Bank Fort Collins, Colorado Prepared for: Galloway & Company, Inc. T R A F F I C I M P A C T S T U D Y Alpine Bank Fort Collins, Colorado Prepared for Galloway & Company, Inc. 6162 S Willow Drive Suite 320 Greenwood Village, CO 80111 Prepared by Kimley-Horn and Associates, Inc. 4582 South Ulster Street Suite 1500 Denver, Colorado 80237 (303) 228-2300 November 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. 11/23/2020 Kimley-Horn and Associates, Inc. 096083125 – Alpine Bank Fort Collins Page i TABLE OF CONTENTS TABLE OF CONTENTS ................................................................................................... i LIST OF TABLES .............................................................................................................ii LIST OF FIGURES ...........................................................................................................ii 1.0 EXECUTIVE SUMMARY ........................................................................................... 1 2.0 INTRODUCTION ....................................................................................................... 4 3.0 EXISTING CONDITIONS .......................................................................................... 6 3.1 Existing Study Area ...........................................................................................................6 3.2 Existing Roadway Network ................................................................................................6 3.3 Existing Traffic Volumes ....................................................................................................6 3.4 Adjusted Existing Traffic Volumes....................................................................................10 4.0 FUTURE CONDITIONS .......................................................................................... 12 4.1 Proposed Project Access .................................................................................................12 4.2 Unspecified Development Traffic Growth .........................................................................12 5.0 PROJECT TRAFFIC CHARACTERISTICS ............................................................. 15 5.1 Trip Generation................................................................................................................15 5.2 Trip Distribution ...............................................................................................................15 5.3 Traffic Assignment ...........................................................................................................17 5.4 Total (Background Plus Project) Traffic............................................................................17 6.0 TRAFFIC OPERATIONS ANALYSIS ...................................................................... 21 6.1 Analysis Methodology ......................................................................................................21 6.2 Intersection Operational Analysis.....................................................................................22 6.3 Bicycle and Pedestrian Access ........................................................................................25 6.4 Queue Analysis ...............................................................................................................26 6.5 Drive Through Queueing Analysis ...................................................................................27 6.6 Improvement Summary ...................................................................................................27 7.0 CONCLUSIONS AND RECOMMENDATIONS ....................................................... 29 Kimley-Horn and Associates, Inc. 096083125 – Alpine Bank Fort Collins Page ii APPENDICES Appendix A – Base Assumptions 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 – Drive Through Queuing Information Appendix H – Conceptual Site Plan LIST OF TABLES Table 1 – Alpine Bank Fort Collins Project Trip Generation .......................................................15 Table 2 – Level of Service Definitions .......................................................................................21 Table 3 – College Avenue & Prospect Road LOS Results ........................................................22 Table 4 – Project Access LOS Results ......................................................................................25 Table 5 – Turn Lane Length Analysis Results ...........................................................................26 LIST OF FIGURES Figure 1 – Vicinity Map ................................................................................................................5 Figure 2 – Surrounding Site Area ................................................................................................7 Figure 3 – Existing Lane Configuration and Control ....................................................................8 Figure 4 – Existing Traffic Volumes .............................................................................................9 Figure 5 – Existing Adjusted Traffic Volumes ............................................................................11 Figure 6 – 2022 Background Traffic Volumes............................................................................13 Figure 7 – 2040 Background Traffic Volumes............................................................................14 Figure 8 – Project Trip Distribution ............................................................................................16 Figure 9 – Project Traffic Assignment .......................................................................................18 Figure 10 – 2022 Background Plus Project Traffic Volumes ......................................................19 Figure 11 – 2040 Background Plus Project Traffic Volumes ......................................................20 Figure 12 – Recommended Intersection Lanes and Control ......................................................28 Kimley-Horn and Associates, Inc. 096083125 – Alpine Bank Fort Collins Page 1 1.0 EXECUTIVE SUMMARY Alpine Bank is proposed on the southeast corner of College Avenue (US-287) and Prospect Road in Fort Collins, Colorado. The project is anticipated to include a 7,600 square foot drive-in bank. Also, on this site is an existing historical residential building that is proposed to be relocated to the south end of the site. Alpine Bank is anticipated to be completed within the next couple of years; therefore, analysis was conducted for the 2022 short-term buildout horizon as well as the 2040 long-term horizon per City of Fort Collins and State of Colorado Department of Transportation (CDOT) requirements. The purpose of this study is to identify project traffic generation assigned to the surrounding street network for purposes of evaluating potential project traffic related impacts and associated improvements required. The following intersections were included for evaluation in the traffic study based on the City of Fort Collins and CDOT requirements: • College Avenue (US-287) and Prospect Road • Prospect Road and Alley/Future Access In addition, the proposed right-in/right-out access along College Avenue (US-287) is included for evaluation. The access along Prospect Road is proposed to be shared with the existing alley to the east of the project site and will continue to be restricted to right-in/right-out movements. Regional access will be provided by Interstate 25 (I-25) and US-287. Primary access and direct access will be provided by College Avenue (US-287) and Prospect Road. The proposed right- in/right-out access along College Avenue (US-287) is located approximately 250 feet south of College Avenue and Prospect Road intersection (measured center to center). The right-in/right- out access along Prospect Road will be shared with the existing alleyway located east of the project site. Alpine Bank is anticipated to generate approximately 762 daily weekday trips with 72 of those trips occurring during the morning peak hour and 155 of those trips occurring during the afternoon peak hour. Distribution of site traffic on the street system was based on the area street system characteristics, existing traffic patterns, existin g and anticipated surrounding demographic information, and the proposed access system for the project. The directional Kimley-Horn and Associates, Inc. 096083125 – Alpine Bank Fort Collins Page 2 distribution of traffic is a means to quantify the percentage of site-generated traffic that approaches the site from a given direction and departs the site back to the original source. Based on the analysis presented in this report, Kimley-Horn believes the proposed Alpine Bank project will be successfully incorporated into the existing roadway network. Analysis of the existing street network, the proposed project development, and expected traffic volumes resulted in the following recommendations: • A new right-in/right-out access is proposed to be constructed along College Avenue (US- 287). This access will require a CDOT Access Permit due to College Avenue (US-287) being a state highway. There are two driveways along project frontage of College Avenue (US-287) so the Access Permit will serve as a relocation of an existing access and an access removal. Neither a northbound right turn deceleration lane nor acceleration lane along northbound College Avenue from the westbound right turn exit are anticipated to be needed at the College Avenue Access since College Avenue (US-287) provides three through lanes. It is recommended that a R1 -1 “STOP” sign be installed on the exiting westbound approach of this proposed driveway access to College Avenue (US-287). Since this driveway will be restricted to right-in/right-out movements only, either a R3-5R Right Turn Only or R3 -2 No Left Turn sign is recommended to be placed underneath the STOP sign. Likewise, if desired, a R6-1(R) “ONE WAY” sign may be installed within the existing raised median of College Avenue (US-287) directly in front of an exiting driver’s view. • The right-in/right-out access along Prospect Road is proposed to be shared with the existing alley which provides access to adjacent residential homes. The City of Fort Collins may require improvements of this alley intersection along Prospect Road to better accommodate turning movements into and out of the alley and the bank access with development of this project. • With buildout of the project, a northbound right turn lane will be constructed at the intersection of College Avenue (US-287) and Prospect Road as requested by the City of Fort Collins to improve traffic operations. It is recommended that this northbound right turn lane be constructed to the maximum length possible at a length of approximately 190 feet to be continuous to the proposed project right-in/right-out access along College Avenue. Kimley-Horn and Associates, Inc. 096083125 – Alpine Bank Fort Collins Page 3 • These signing and striping improvements should be incorporated into the Civil Drawings and conform to City of Fort Collins and CDOT standards as well as the Manual on Uniform Traffic Control Devices – 2009 Edition (MUTCD). Kimley-Horn and Associates, Inc. 096083125 – Alpine Bank Fort Collins Page 4 2.0 INTRODUCTION Kimley-Horn has prepared this report to document the results of a Traffic Impact study of future traffic conditions associated with a proposed Alpine Bank to be located on the southeast corner of College Avenue (US-287) and Prospect Road intersection in Fort Collins, Colorado. A vicinity map illustrating the project location with respect to the surrounding area is shown in Figure 1. The project is anticipated to include a 7,600 square foot bank with drive thru. A site plan for the proposed development is provided in Appendix H. The purpose of this study is to identify project t ra ffic generation assigned to the surrounding street network for purposes of evaluating potential project traffic related impacts and associated improvements required. The following intersections were included for evaluation in the traffic study based on the City of Fort Collins and State of Colorado Department of Transportation (CDOT) requirements: • College Avenue (US-287) and Prospect Road • Prospect Road and Alley/Future Access In addition, the proposed right-in/right-out access along College Avenue (US-287) is included for evaluation. The access along Prospect Road is proposed to be shared with the existing alley to the east of the project site and will continue to be restricted to right-in/right-out movements. Alpine Bank is anticipated to be completed within the next couple of years; therefore, analysis was conducted for the 2022 short-term horizon as well as the 2040 long-term horizon per City of Fort Collins and CDOT requirements. The City of Fort Collings required Transportation Impact Study Base Assumptions form and information are included in Appendix A. Regional access will be provided by Interstate 25 (I-25) and US-287. Primary access and direct access will be provided by College Avenue (US-287) and Prospect Road. The proposed right- in/right-out access along College Avenue (US-287) is located approximately 250 feet south of College Avenue and Prospect Road intersection (measured center to center). The right-in/right- out access along Prospect Road will be shared with the existing alleyway located east of the project site. Kimley-Horn and Associates, Inc. 096083125 – Alpine Bank Fort Collins Page 6 3.0 EXISTING CONDITIONS 3.1 Existing Study Area The existing project site consists of two vacant commercial buildings to be removed and a historical residential building to remain on site. The historical house is planned to be relocated to the south side of the property. A 7,600 square foot bank will be constructed on the north side of the property. The land uses and roadway network surrounding the site are shown within the aerial of Fi gure 2. 3.2 Existing Roadway Network Through the study area, Co llege Avenue (US-287) is a raised median divided state highway providing three through lanes of travel in each direction, northbound and southbound. College Avenue has a posted speed limit of 35 miles per hour. Prospect Road consists of two through lanes of travel in each direction, eastbound and westbound, within the study area and has a posted speed limit of 35 miles per hour. The signalized College Avenue (US-287) and Prospect Road intersection operates with protected only left turn phasing for all approaches. The northbound approach consists of dual left turn lanes and three through lanes with the outside lane being a shared through/right turn lane. The southbound approach consists of dual left turn lanes, three through lanes, and a yield controlled right turn lane. The eastbound and westbound approaches consist of dual left turn lanes, two through lanes, and a yield controlled right turn lane on each approach. Existing intersection lane configurations and control are shown in Figure 3. 3.3 Existing Traffic Volumes Existing peak hour turning movement counts were conducted at the key intersections on Thursday, September 3, 2020. The counts were conducted in 15-minute intervals during the morning and afternoon peak hours of adjacent street traffic from 7:00 AM to 9:00 AM and 4:00 PM to 6:00 PM on this count date. Existing turning movement counts are shown in Figure 4 with count sheets provided in Appendix B. 139(315)768(1158)117(179)92(207)616(1150)43(147)133(243) 504(592) 157(336) 104(88) 352(652) 122(228)0(9)666(910) 5(2) 572(968) Kimley-Horn and Associates, Inc. 096083125 – Alpine Bank Fort Collins Page 10 3.4 Adjusted Existing Traffic Volumes Since the collected turn ing movement counts were conducted during the COVID-19 pandemic, the counts were evaluated to determine i f an adjustment factor was needed to repre sent normal traffic conditions. Therefore, the counts conducted were compared to previous turning movement counts collected at the Lake Street and College Avenue intersection, which is the intersection directly north of College Avenue and Prospect Road. The roadway segment on College Avenue between Prospect Road and Lake Street were com pared to determine the appropriate adjustment factor needed. It was found that normal traffic conditions are approximately 56 percent higher during the morning peak hour and 20 percent higher during the afternoon peak hour than currently observed during the pandem ic. COVID adjustment calculations are included in Appendix B. Therefore, the existing traffic volumes were adjusted based on these factors and are shown in Figure 5. 217(378)1198(1390)183(215)144(248)961(1380)67(176)207(292) 786(710) 245(403) 162(106) 549(782) 190(274)0(11)1039(1092) 8(2) 892(1162) Kimley-Horn and Associates, Inc. 096083125 – Alpine Bank Fort Collins Page 12 4.0 FUTURE CONDITIONS 4.1 Proposed Project Access Direct access to the site is proposed along College Avenue (US-287) and Prospect Road. Both accesses will be restricted to right-in/right-out movements only. The access along College Avenue will be a new driveway and will be located approximately 200 feet south of the intersection at Prospect Road (measured edge to edge). The access along Prospect Road is proposed to be shared with the existing alley, which is approximately 150 feet east of College Avenue (also measured edge to edge). The alley access will continue to be restricted to right- in/right-out movements. 4.2 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 1.11 for College Avenue near the intersection at Prospect Road. This value equates to annual growth rate of approximately 0.52 percent. Traffic information from the CDOT Online Transportation Information System (OTIS) 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 inter sections without construction of the project. Figure 6 and Figure 7 illustrate the 2022 background volumes and the 2040 background volumes at the study intersections, respectively. 219(382)1210(1404)185(217)145(250)971(1394)68(178)209(295) 794(717) 247(407) 164(107) 555(790) 192(277)0(11)1049(1103) 8(2) 901(1174) 240(418)1324(1536)202(238)159(274)1062(1525)74(194)229(323) 868(784) 271(445) 179(117) 607(864) 210(303)0(12)1148(1207) 9(2) 986(1284) Kimley-Horn and Associates, Inc. 096083125 – Alpine Bank Fort Collins Page 15 5.0 PROJECT TRAFFIC CHARACTERISTICS 5.1 Trip Generation Site-generated traffic estimates are determ ined 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. The project is anticipated to include an approximate 7,600 square foot drive-in bank. Therefore, Kimley-Horn used the ITE Trip Generation Report average rates that apply to Drive-In Bank (ITE 912) for traffic associated with the development. Alpine Bank is anticipated to generate approximately 762 daily trips with 72 of those trips occurring during the morning peak hour and 155 of those trips occurring during the afternoon peak hour. The project traffic generation is shown in Table 1 while the trip generation calculation worksheet is provided in Appendix D. Table 1 – Alpine Bank Fort Collins Project Trip Generation Land Use and Quantity Daily Weekday Vehicle Trips AM Peak Hour PM Peak Hour In Out Total In Out Total Drive-In Bank (ITE 912) – 7,600 Square Feet 762 42 30 72 77 78 155 5.2 Trip Distribution Distribution of site traffic on the street system was based on the area street system characteristics, existing traffic patterns, existing and anticipated surrounding demographic information, and the prop osed access system for the project. The directional distribution of traffic is a means to quantify the percentage of site-generated traffic that approaches the site from a given direction and departs the site back to the original source. Since both accesses are restricted to right-in/right-out movements only, arriving traffic from the east will need to reroute on the street network to either approach the site from the south or north along College Avenue. Likewise, exiting traffic wishing to travel to the south, will instead need to travel eastbound on Prospect Road to turn south on the street network (likely Remington Street). The project trip distribution for the proposed development is illustrated in Figure 8. 1 Institute of Transportation Engineers, Trip Generation Manual, Tenth Edition, Washington DC, 2017. [25%][35%]35%25%40%[60%][40%]60% Kimley-Horn and Associates, Inc. 096083125 – Alpine Bank Fort Collins Page 17 5.3 Traffic Assignment Traffic assignment was obtained by applying the distribution from Figure 8 to the estimated traffic generation of the project shown in Table 1. The traffic assignment is shown in Figure 9. 5.4 Total (Background Plus Project) Traffic Project traffic volumes were added to the background volumes to represent estimated traffic conditions for the short-term 2022 horizon and long-term horizon. Figure 10 illustrates the background plus project traffic volumes for the 2022 horizon at the study key intersections. The 2040 total full buildout traffic volumes for the study area are shown in Figure 11. 8(20)11(27)15(27)11(19)17(31)18(47)12(31)25(46) 227(402)1221(1431)185(217)145(250)971(1394)83(205)209(295) 805(736) 247(407) 164(107) 555(790) 192(277)1613(2002)17(31)1410(2078)18(47)12(42)1049(1103) 33(48) 901(1174) 248(438)1335(1563)202(238)159(274)1062(1525)89(221)229(323) 879(803) 271(445) 179(117) 607(864) 210(303)1765(2190)17(31)1542(2273)18(47)12(43)1148(1207) 34(48) 986(1284) Kimley-Horn and Associates, Inc. 096083125 – Alpine Bank Fort Collins Page 21 6.0 TRAFFIC OPERATIONS ANALYSIS Kimley-Horn’s analysis of traffic operations in the vicinity of the site 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 current edition of the Highway Capacity Manual2. 6.1 Analysis Methodology Capacity analysis results are listed in terms of Level of Service (LOS). LOS is a qualitative term describing operating conditions a driver will experience while traveling on a particular street or highway during a specific time interval. It ranges from A (very little delay) to F (long delays and congestion). For intersections and roadways in this study area, 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 LOS 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 Study area intersections were analyzed based on average total delay analysis for signalized and unsignalized intersections. Under the unsignalized analysis, the LOS for a two-way stop- controlled intersection is determined by the computed or measured control delay and is defined for each minor movement. LOS for a two-way stop-controlled intersection is not defined fo r the intersection as a whole. LOS for a signalized and all-way stop controlled intersection is defined for each approach and for the intersection. The intersection analysis was conducted using Synchro software with the analysis results reported using the Highway Capacity Manual (HCM) procedure. 2 Transportation Research Board, Highway Capacity Manual, Sixth Edition, Washington DC, 2016. Kimley-Horn and Associates, Inc. 096083125 – Alpine Bank Fort Collins Page 22 6.2 Intersection Operational Analysis Calculations for the LOS at the study key intersections are provided in Appendix E. The existing LOS analyses are based on the lane geometry and intersection control shown in Figure 2. The LOS analyses determine what improvements may be needed at the intersections and proposed accesses to handle background traffic growth and project related traffic in the two study horizons. Existing peak hour factors were utilized in the existing and 2022 horizon analysis years, whereas the recommended peak hour factor of 0.92 was used for the 2040 horizon analysis. College Avenue (US -287) & Prospect Road The signalized intersection of College Avenue (US-287) and Prospect Road operates with protected only dual left turn phasing on all approaches. This intersection is currently operating acceptably with LOS D during the morning and afternoon peak hours. With the buildout of the project, a channelized northbound right turn lane will be constructed as requested by the City of Fort Collins. Construction of this northbound right turn lane will actually decrease the average vehicle delay through the intersection even with the addition of project traffic. Therefore, this is an overall good improvement for the intersection. With the addition of project traffic an d the new northbound right turn lane, the 2022 and 2040 total scenarios are expected to continue to operate acceptably with LOS D during the peak hours. Table 3 provides the results of the LOS analysis conducted at this intersection . Table 3 – College Avenue & Prospect 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 Left Westbound Through Westbound Right Northbound Approach Northbound Left Northbound Through Northbound Shared Right Southbound Approach Southbound Left Southbound Through Southbound Right 40.2 50.6 57.6 48.8 0.0 42.5 60.8 36.2 0.0 33.8 42.2 31.3 34.9 38.1 54.7 37.0 0.0 D D E D A D E D A C D C C D D D A 43.9 56.3 69.7 50.8 0.0 53.6 58.0 52.1 0.0 21.5 39.7 15.3 20.9 58.6 69.7 57.2 0.0 D E E D A D E D A C D B C E E E A Kimley-Horn and Associates, Inc. 096083125 – Alpine Bank Fort Collins Page 23 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 Shared Right Southbound Approach Southbound Left Southbound Through Southbound Right 40.6 51.0 57.8 49.3 0.0 42.5 60.9 36.2 0.0 34.5 42.5 31.9 35.7 38.3 54.7 37.0 0.0 D D E D A D E D A C D C D D D D A 44.9 56.5 70.0 51.0 0.0 53.9 58.2 52.4 0.0 22.7 40.7 16.4 22.4 60.3 70.6 59.0 0.0 D E E D A D E D A C D B C E E E A 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 Shared Right Southbound Approach Southbound Left Southbound Through Southbound Right 39.8 51.6 57.8 50.0 0.0 42.3 60.9 35.9 0.0 30.8 42.9 28.5 0.0 38.6 55.8 37.1 0.0 D D E D A D E D A C D C A D E D A 44.6 56.8 70.0 51.5 0.0 54.5 60.6 52.4 0.0 19.4 42.3 12.9 0.0 59.8 65.0 59.0 0.0 D E E D A D E D A B D B A E E E A 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 Shared Right Southbound Approach Southbound Left Southbound Through Southbound Right 40.5 50.4 57.6 48.6 0.0 42.2 60.1 36.0 0.0 33.9 42.0 31.4 35.0 40.1 55.1 39.0 0.0 D D E D A D E D A C D C C D E D A 50.5 60.5 76.3 54.0 0.0 65.4 62.4 66.5 0.0 27.8 73.3 15.4 0.0 59.8 66.2 59.0 0.0 D E E D A E E E A C E B A E E E A Kimley-Horn and Associates, Inc. 096083125 – Alpine Bank Fort Collins Page 24 Scenario AM Peak Hour PM Peak Hour Delay (sec/veh) LOS Delay (sec/veh) LOS 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 Shared Right Southbound Approach Southbound Left Southbound Through Southbound Right 39.8 50.9 27.6 49.2 0.0 42.1 60.1 35.8 0.0 30.4 42.4 28.1 0.0 40.3 56.0 39.0 0.0 D D E D A D E D A C D C A D E D A 52.4 61.2 76.3 55.1 0.0 66.2 65.4 66.5 0.0 32.6 85.2 17.9 0.0 60.3 69.4 59.0 0.0 D E E E A E E E A C F B A E E E A # = Exclusive NB channelized right turn lane Alpine Bank Project Access LOS Access to Alpine Bank will be provided with a proposed new right-in/right-out access along College Avenue (US-287) and an existing right-in/right-out alley access along Prospect Road. The new access along College Avenue (US-287) will require a CDOT Access Permit. There are two driveways along project frontage of College Avenue (US-287) so the Access Permit will serve as a relocation of an existing access and an access removal. Neither a northbound right turn deceleration lane nor acceleration lane along northbound College Avenue from the westbound right turn exit are anticipated to be needed at the College Avenue (US-287) Access since College Avenue (US-287) provides three through lanes. It is recommended that the westbound exiting approach of the College Avenue (US -287) access be stop-controlled with a R1-1 “STOP” sign installed on the exiting westbound driveway approach to College Avenue. Since this driveway will be restricted to right-in/right-out movements only, either a R3-5R Right Turn Only or R3-2 No Left Turn sign is recommended to be placed underneath the STOP sign. Likewise, a R6-1(R) “ONE WAY” sign may be installed within the existing raised median of College Avenue (US-287) directly in front of an exiting driver’s view if desired by the City and CDOT. The access along Prospect Road is proposed to be shared with the alley which provides access to adjacent residential homes. The City of Fort Collins may require improvements of the alley intersection along Prospect Road to better accommodate turning movements in and out of the alley. Table 4 provides the results of the level of service for the proposed access intersections. As shown in the table, the project accesses are anticipated to Kimley-Horn and Associates, Inc. 096083125 – Alpine Bank Fort Collins Page 25 have the right turn exiting movements operating at acceptable level of service during years 2022 and 2040. Table 4 – Project Access LOS Results Intersection 2022 Background Plus Project 2040 Background Plus Project AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour Delay (sec/ veh) LOS Delay (sec/ veh) LOS Delay (sec/ veh) LOS Delay (sec/ veh) LOS College Avenue Access Westbound Right 20.8 C 14.1 B 23.1 C 15.2 C Prospect Road Access Northbound Right 13.2 B 14.4 B 13.9 B 15.4 C 6.3 Bicycle and Pedestrian Access A bicycle and pedestrian access evaluation were conducted for the Alpine Bank project. This focused on the areas of College Avenue (US-287) and Prospect Road adjacent to the site. The following provides a description of the assessment. Adjacent to the site on the west, College Avenue (US-287) provides sidewalks along the east and west side of the roadway. With the buildout of the project and the construction of the northbound right turn lane, the sidewalk will be shifted and reconstructed to the east. Prospect Road provides sidewalks on the north and south sides of the roadway. The sidewalks along project frontage will be maintained or re constructed to meet City of Fort Collins standards. Transit within the area is provided by Transfort. The nearest bus station is located at Prospect Station, which is approximately 500 feet west of the project site. Pedestrian access between this station and Alpine Bank is provided via existing sidewalks along Prospect Road and the signalized protected crossing provided at the Prospect Road and College Avenue (US -287) intersection. Prospect Station is covered with ADA ra mps and signage. The MAX route provides service between the DTC in Downton Fort Collins and 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 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. Kimley-Horn and Associates, Inc. 096083125 – Alpine Bank Fort Collins Page 26 6.4 Queue Analysis A queuing analysis was conducted for the key intersection for left and right turn lanes. Results were obtained from the 95th percentile queue lengths obtained from the Synchro analysis. Queue length calculations for unsignalized intersections are provided within the level of service operational sheets provided in Appendix E and for the signalized intersection are provided in Appendix F. Results of the queuing analysis and recommendations at the study area intersections are provided in Table 5. Table 5 – Turn Lane Length Analysis Results Intersection Turn Lane Existing Turn Lane Length (feet) 2022 Calculated Queue Length (ft) 2022 Recommended Turn Lane Length (ft) 2040 Calculated Queue Length (ft) 2040 Recommended Turn Lane Length (ft) College Ave & Prospect Rd Eastbound Left Eastbound Right Westbound Left Westbound Right Northbound Left Northbound Right # Southbound Left Southbound Right 250’ DL 250’ 125’ DL 125’ 225’ DL DNE 175’ DL 200’ 206’ 207’ 178’ 64’ 256’ 46’ 166’ 123’ 250’ DL 250’ 125’ DL 125’ 225’ DL 190’ 175’ DL 200’ 252’ 264’ 219’ 77’ 283’ 70’ 159’ 136’ 250’ DL 250’ 125’ DL 125’ 225’DL 190’ 175’ DL 200’ C = Continuous Lane; DL = Dual Left Turn Lanes; DNE = Does Not Exists # = Northbound right turn lane to be constructed with project All existing left and right turn storage bays are anticipated to accommodate projected queue demands other than the westbound left turn lane and northbound left turn lane at the College Avenue and Prospect Road signalized intersection. However, these storage lanes cannot be extended due to the presence of back-to-back turn lanes; therefore, it is not feasible to be extended without extending into the adjacent turn lane . In addition, a northbound right turn lane will be constructed at the Prospect Road and College Avenue intersection with buildout of the project. This right turn lane was requested by City of Fort Collins staff to improve traffic operations of the intersection. By the CDOT State Highway Access Code, this northbound righ t turn lane would require a length of 225 feet (based on one foot per vehicle) with a 120-foot taper (storage plus taper). The project driveway along College Avenue (US-287) has been located as far south as possible with the relocation of the historic home to the south end of the property. Therefore, it is recommended that this northbound right turn lane be constructed with the maximum length possible as a continuous lane to the proposed access along College Avenue, which would provide a length of approximately 190 Kimley-Horn and Associates, Inc. 096083125 – Alpine Bank Fort Collins Page 27 feet. This length will accommodate the projected 46-foot queue in 2022 and 70-foot queue in 2040. 6.5 Drive Through Queueing Analysis The proposed drive-through for Alpine Bank will be located on the east side of the building. Vehicles entering the drive-through lanes will travel from south to north adjacent to the bank building. Since there is on-site vehicle queuing prior to the entering the three drive-through lanes, a vehicle queue analysis was conducted to ensure vehicles would not spill out to the adjacent drive aisles or out to College Avenue (US -287). Alpine Bank will contain three lanes for vehicles queueing with storage for at least nine (9) vehicles (three vehicles in each lane). There is approximately 75 feet of additional spill back length on-site in the drive-through for three more vehicles for a total of 12 vehicles prior to backing into the east-west drive aisle. This meets the eight (8)-vehicle design queue best practice standard for banks with a drive-through as referenced in the ITE Summer 2012, Drive- Through Queue Generation, 1 st Edition, written by Mark Spack. The documentation is included in Appendix G. 6.6 Improvement Summary Based on the results of the intersection operations and turn lane queuing analysis, improvements were identified as being needed at key study intersections in the short term 2022 project buildout and throughout the long term 2040 twenty-year planning horizons. These improvements are summarized in Figure 12 for both horizons as no additional improvements were found to be needed by 2040 than what was recommended to accommodate project traffic in 2022. Kimley-Horn and Associates, Inc. 096083125 – Alpine Bank Fort Collins Page 29 7.0 CONCLUSIONS AND RECOMMENDATIONS Based on the analysis presented in this report, Kimley-Horn believes the proposed Alpine Bank project will be successfully incorporated into the existing roadway network. Analysis of the existing street network, the proposed project development, and expected traffic volumes resulted in the following recommendations: • A new right-in/right-out access is proposed to be constructed along College Avenue (US- 287). This access will require a CDOT Access Permit due to College Avenue (US-287) being a state highway. There are two driveways along project frontage of College Avenue (US-287) so the Access Permit will serve as a relocation of an existing access and an access removal. Neither a northbound right turn deceleration lane nor acceleration lane along northbound College Avenue from the westbound right turn exit are anticipated to be needed at the College Avenue Access since College Avenue (US-287) provides three through lanes. It is recommended that a R1 -1 “STOP” sign be installed on the exiting westbound approach of this proposed driveway access to College Avenue (US-287). Since this driveway will be restricted to right-in/right-out movements only, either a R3-5R Right Turn Only or R3 -2 No Left Turn sign is recommended to be placed underneath the STOP sign. Likewise, if desired, a R6-1(R) “ONE WAY” sign may be installed within the existing raised median of College Avenue (US-287) directly in front of an exiting driver’s view. • The right-in/right-out access along Prospect Road is proposed to be shared with the existing alley which provides access to adjacent residential homes. The City of Fort Collins may require improvements of this alley intersection along Prospect Road to better accommodate turning movements into and out of the alley and the bank access with development of this project. • With buildout of the project, a northbound right turn lane will be constructed at the intersection of College Avenue (US-287) and Prospect Road as requested by the City of Fort Collins to improve traffic operations. It is recommended that this northbound right turn lane be constructed to the maximum length possible at a length of approximately 190 feet to be continuous to the proposed project right-in/right-out access along College Avenue. Kimley-Horn and Associates, Inc. 096083125 – Alpine Bank Fort Collins Page 30 • These signing and striping improvements should be incorporated into the Civil Drawings and conform to City of Fort Collins and CDOT standards as well as the Manual on Uniform Traffic Control Devices – 2009 Edition (MUTCD). Kimley-Horn and Associates, Inc. 096083125 – Alpine Bank Fort Collins APPENDICES Kimley-Horn and Associates, Inc. 096083125 – Alpine Bank Fort Collins APPENDIX A Base Assumptions Pedestrian LOS ROUTE REFPT ENDREFPT LENGTH UPDATEYR AADT AADTYR COUNTYEAR AADTDERIV YR20FACTOR DHV 287C 345.212 345.717 0.501 2019 40000 2018 2017 Factor 1 Yr 1.11 9.5 Yearly Growth Rate = 0.52% Project Alpine Bank Subject Trip Generation for Drive-In Bank Designed by CDR Date September 21, 2020 Job No. Checked by Date Sheet No.1 of 1 TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 10th Edition, Average Rate Equations Land Use Code - Drive-in Bank (912) Independant Variable - 1000 Square Feet Gross Floor Area (X) Gross Floor Area =7,600 Square Feet X = 7.600 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (900 Series Page 13) Average Weekday Directional Distribution:58%ent. 42%exit. T = 9.50 (X)T =72 Average Vehicle Trip Ends T = 9.50 *7.600 42 entering 30 exiting 42 +30 =72 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (900 Series Page 14) Average Weekday Directional Distribution:50%ent. 50%exit. T = 20.45 (X)T =155 Average Vehicle Trip Ends T = 20.45 *7.600 77 entering 78 exiting 77 (*) +78 =155 Weekday (900 Series Page 12) Average Weekday Directional Distribution: 50% entering, 50% exiting T = 100.03 (X)T =762 Average Vehicle Trip Ends T = 100.03 *7.600 381 entering 381 exiting 381 + 381 (*) =762 Saturday Peak Hour of Generator (900 Series Page 18) Average Saturday Directional Distribution:51%ent. 49%exit. T = 26.35 (X)T =200 Average Vehicle Trip Ends T = 26.35 *7.600 102 entering 98 exiting 102 +98 =200 Kimley-Horn and Associates, Inc. 096083125 – Alpine Bank Fort Collins APPENDIX B Intersection Counts www.idaxdata.com TMC1 to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 1 0 2 1 3 2 5 2 16 8 Peak Hour Date: Thu, Sep 03, 2020 Peak Hour Count Period: 7:00 AM 9:00 AM SB 4.3%0.92 TOTAL 3.3%0.85 TH RT WB 3.8%0.81 NB 3.0%0.84 Peak Hour: 7:30 AM 8:30 AM HV %:PHF EB 2.4%0.83 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start E PROSPECT RD E PROSPECT RD S COLLEGE AVE S COLLEGE AVE 15-min TotalUTLTTHRT 0 20 61 21 1 32 11 96 13 481 0 7:15 AM 0 19 131 34 11 0 15 125 16 27:00 AM 1 14 87 20 0 17 53 10 122 20 762 0 7:45 AM 1 33 157 47 30 1 39 193 31 0 651 0 7:30 AM 0 44 137 34 0 23 78 180 22 0 8 103 19 921 2,815 8:00 AM 0 22 101 32 0 29 92 224 36 0 13 153 3403411035143 0 36 72 24 0 33 9 165 21 687 3,021 8:15 AM 0 33 109 44 15 0 22 155 24 0 11 145 22 742 3,127 8:45 AM 0 36 110 50 21 0 37 212 21 0 777 3,147 8:30 AM 0 29 87 40 0 29 88 196 26 0 11 176 17 844 3,05020535221170280378219049 0 122 352 104 2 Count Total 2 230 919 301 0 225 636 94 1,130 174 5,865 0 0 0 0 0 0 0 West North South 7:00 AM 4 2 2 1 132 504 176 3 270 1,490 211 4 92 3,147 0137768117043616157 6 14 0 EB WB NB SB Total East 7:45 AM 3 7 4 5 19 0 0 1 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 1 0 7:15 AM 3 4 0 0 1 0 7:30 AM 2 6 9 10 27 0 0 0 0 0 0 0 0 0661900 1 0 8:15 AM 8 3 11 9 31 0 0 0 0 0 0 2 0 0 1 0 8:00 AM 6 6 7 8 27 0 0 0 0 0 0 0 8:45 AM 1 3 6 9 19 0 1 1 0 3 1 0 8:30 AM 1 2 10 6 19 1 0 0 0 0 0 1 0 1 0 0 1000001 7 3 Peak Hour 19 22 31 32 104 0 0 0 0 0 1 6 0Count Total 28 33 55 59 175 1 1000403 0 0003 10 4N S COLLEGE AVE E PROSPECT RD E PROSPECT RD S COLLEGE AVEE PROSPECT RDS COLLEGE AVE3,147TEV: 0.85PHF:92616437511,0040104 352 122 578 6640 1177681371,0248972157 504 132 794 582 1 Mark Skaggs: (425) 250-0777 mark.skaggs@idaxdata.com www.idaxdata.com TMC1 to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 4 5 6 6 2 4 10 7 44 19 Peak Hour Date: Thu, Sep 03, 2020 Peak Hour Count Period: 4:00 PM 6:00 PM SB 1.2%0.92 TOTAL 1.1%0.93 TH RT WB 0.8%0.95 NB 1.0%0.90 Peak Hour: 4:15 PM 5:15 PM HV %:PHF EB 1.3%0.89 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start E PROSPECT RD E PROSPECT RD S COLLEGE AVE S COLLEGE AVE 15-min TotalUTLTTHRT 0 59 169 21 1 74 41 289 32 1,237 0 4:15 PM 0 69 165 94 20 1 77 303 49 24:00 PM 0 42 136 79 0 45 121 38 294 54 1,278 0 4:45 PM 0 66 136 92 18 0 88 304 35 0 1,314 0 4:30 PM 1 48 121 79 0 48 150 266 55 1 24 272 44 1,282 5,111 5:00 PM 0 59 170 71 0 66 168 267 40 3 37 279 4905516528065 0 40 149 15 2 48 42 305 60 1,421 5,295 5:15 PM 0 40 137 76 21 1 86 321 49 2 22 278 54 1,316 5,197 5:45 PM 0 57 139 61 24 1 89 327 36 4 1,178 5,159 5:30 PM 0 50 123 79 0 38 191 281 25 6 29 283 47 1,222 5,137258387282524205419019077 0 228 652 88 2 Count Total 1 431 1,127 631 0 405 1,303 261 2,252 382 10,248 0 0 0 0 0 1 1 West North South 4:00 PM 4 2 8 1 242 592 166 6 604 2,327 327 25 207 5,295 03131,158 179 6 141 1,150336 5 19 0 EB WB NB SB Total East 4:45 PM 4 4 3 2 13 0 0 2 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 0 2 4:15 PM 5 0 2 0 2 2 4:30 PM 3 1 4 8 16 0 0 0 0 0 0 1 1 1351300 0 0 5:15 PM 1 1 2 0 4 0 0 0 0 0 0 1 1 3 3 0 5:00 PM 3 3 7 3 16 0 0 0 0 0 0 0 5:45 PM 3 1 3 2 9 0 0 2 2 4 2 0 5:30 PM 2 3 2 5 12 0 0 0 0 0 0 2 0 2 1 3 1100012 13 9 Peak Hour 15 8 17 18 58 0 0 0 0 0 1 11 11Count Total 25 15 32 30 102 1 4000474 0 0004 47 4N S COLLEGE AVE E PROSPECT RD E PROSPECT RD S COLLEGE AVEE PROSPECT RDS COLLEGE AVE5,295TEV: 0.93PHF:2071,1501411,5041,494688 652 228 968 9120 1791,1583131,6521,7162336 592 242 1,171 1,173 1 Mark Skaggs: (425) 250-0777 mark.skaggs@idaxdata.com www.idaxdata.com TMC2 to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 3 2 3 1 9 5 Peak Hour Date: Thu, Sep 03, 2020 Peak Hour Count Period: 7:00 AM 9:00 AM SB -- TOTAL 3.4%0.84 TH RT WB 4.0%0.88 NB -- Peak Hour: 7:30 AM 8:30 AM HV %:PHF EB 2.8%0.81 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start E PROSPECT RD E PROSPECT RD PROSPECT RD ALLEY PROSPECT RD ALLEY 15-min TotalUTLTTHRT 0 0 104 0 0 0 0 0 0 203 0 7:15 AM 0 0 155 1 0 0 0 0 1 07:00 AM 0 0 117 1 0 0 84 0 0 0 298 0 7:45 AM 0 0 208 0 0 0 0 0 0 0 261 0 7:30 AM 0 0 170 2 0 0 126 0 0 0 0 0 1 370 1,132 8:00 AM 0 0 141 1 0 0 151 0 0 0 0 0 000162000 0 0 133 0 0 0 0 0 0 293 1,222 8:15 AM 0 0 147 2 0 0 0 0 0 0 0 0 0 253 1,198 8:45 AM 0 0 157 3 0 0 0 0 1 0 282 1,243 8:30 AM 0 0 115 0 0 0 137 0 0 0 0 0 0 299 1,12701000000138000 0 0 572 0 0 Count Total 0 0 1,210 10 0 0 1,035 0 0 1 2,259 0 0 0 0 0 0 0 West North South 7:00 AM 2 2 0 0 0 666 0 0 0 0 3 0 0 1,243 00000005 0 4 0 EB WB NB SB Total East 7:45 AM 4 7 0 0 11 0 0 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 0 0 7:15 AM 5 3 0 0 0 0 7:30 AM 3 6 0 0 9 0 0 0 0 0 0 0 0 001900 1 1 8:15 AM 6 3 0 0 9 0 0 0 0 0 0 1 0 0 0 0 8:00 AM 6 7 0 0 13 0 0 0 0 0 0 0 8:45 AM 2 2 0 0 4 0 1 0 0 2 1 1 8:30 AM 5 2 0 0 7 1 0 0 0 0 0 0 0 1 0 0 1000000 4 4 Peak Hour 19 23 0 0 42 0 0 0 0 0 1 1 0Count Total 33 32 0 1 66 1 2000102 0 0002 20 1N PROSPECT RD ALLEY E PROSPECT RD E PROSPECT RD PROSPECT RD ALLEYE PROSPECT RDPROSPECT RD ALLEY1,243TEV: 0.84PHF:0000000 572 0 572 6660 0000505 666 0 671 572 0 Mark Skaggs: (425) 250-0777 mark.skaggs@idaxdata.com www.idaxdata.com TMC2 to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 2 0 3 0 3 3 4 15 5 Peak Hour Date: Thu, Sep 03, 2020 Peak Hour Count Period: 4:00 PM 6:00 PM SB 0.0%0.25 TOTAL 1.1%0.89 TH RT WB 0.9%0.91 NB 0.0%0.56 Peak Hour: 4:15 PM 5:15 PM HV %:PHF EB 1.2%0.87 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start E PROSPECT RD E PROSPECT RD PROSPECT RD ALLEY PROSPECT RD ALLEY 15-min TotalUTLTTHRT 0 0 237 0 0 0 0 0 0 431 0 4:15 PM 0 0 236 0 0 0 0 0 1 04:00 PM 0 0 230 1 0 0 199 0 0 0 436 0 4:45 PM 0 0 201 0 0 0 0 0 4 0 473 0 4:30 PM 0 0 211 1 0 0 220 0 0 0 0 0 0 448 1,788 5:00 PM 0 0 262 1 0 0 266 0 1 0 0 0 100245000 0 0 193 0 0 0 0 0 0 533 1,890 5:15 PM 0 0 185 0 0 0 0 0 4 0 0 0 1 460 1,819 5:45 PM 0 0 204 0 0 0 0 0 1 0 378 1,795 5:30 PM 0 0 184 1 0 0 273 0 0 0 0 0 0 449 1,82001000100243000 0 0 968 0 0 Count Total 0 0 1,713 4 0 0 1,876 0 0 3 3,608 0 0 0 0 0 0 0 West North South 4:00 PM 4 1 0 0 0 910 0 0 0 0 12 0 1 1,890 00090002 0 5 0 EB WB NB SB Total East 4:45 PM 3 2 0 0 5 0 0 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 0 0 4:15 PM 4 2 0 0 0 1 4:30 PM 3 2 0 0 5 0 0 0 0 0 0 0 0 100600 0 0 5:15 PM 2 1 0 0 3 0 0 0 0 0 0 0 0 0 3 0 5:00 PM 1 3 0 0 4 0 0 0 0 0 0 0 5:45 PM 3 3 0 0 6 0 0 0 0 2 1 1 5:30 PM 1 1 0 0 2 0 0 0 0 0 0 0 0 2 0 3 1100010 11 4 Peak Hour 11 9 0 0 20 0 0 0 0 0 1 0 0Count Total 21 15 0 0 36 1 1000004 0 0004 10 0N PROSPECT RD ALLEY E PROSPECT RD E PROSPECT RD PROSPECT RD ALLEYE PROSPECT RDPROSPECT RD ALLEY1,890TEV: 0.89PHF:1001000 968 0 968 9190 9009202 910 0 912 969 0 Mark Skaggs: (425) 250-0777 mark.skaggs@idaxdata.com Alpine Bank Counts Adjustment Scenario AM Peak PM Peak 2019 Existing (Pre-COVID - 2019-9-25)2,721 3,564 2019 to 2020 Grown Existing 2,735 3,582 2020 Counts (During COVID - 2020-09-03)1,755 2,992 Percent Change -35.82%-16.47% Growth Adjustment 55.82%19.71% Adjustment Factor 1.558 1.197 College Ave Btwn Prospect Rd and Lake St Traffic Counts File Name : Lake St & College Ave AM Site Code : IPO 458 Start Date : 9/25/2019 Page No : 1 Ft Collins, CO CSU Cordon Study - Main Campus AM Peak Lake St & College Ave (US-287) Groups Printed- Automobiles Lake St Eastbound Lake St Westbound College Ave (US-287) Northbound College Ave (US-287) Southbound Start Time Left Thru Right U Turns App. Total Left Thru Right U Turns App. Total Left Thru Right U Turns App. Total Left Thru Right U Turns App. Total Int. Total 07:30 AM 0 0 7 0 7 0 0 2 0 2 47 386 8 1 442 0 191 23 0 214 665 07:45 AM 0 0 13 0 13 0 0 2 0 2 60 462 16 0 538 0 249 38 0 287 840 Total 0 0 20 0 20 0 0 4 0 4 107 848 24 1 980 0 440 61 0 501 1505 08:00 AM 0 0 12 0 12 0 0 3 0 3 47 362 11 0 420 0 205 15 0 220 655 08:15 AM 0 0 10 0 10 0 0 3 0 3 36 338 7 0 381 0 252 14 0 266 660 08:30 AM 0 0 5 0 5 0 0 2 0 2 50 343 9 1 403 0 234 40 0 274 684 08:45 AM 0 1 32 0 33 0 0 1 0 1 56 410 15 2 483 0 260 26 0 286 803 Total 0 1 59 0 60 0 0 9 0 9 189 1453 42 3 1687 0 951 95 0 1046 2802 09:00 AM 0 0 27 0 27 0 0 4 0 4 30 324 12 2 368 0 241 14 0 255 654 09:15 AM 0 0 21 0 21 0 0 2 0 2 25 295 11 1 332 0 242 12 0 254 609 Grand Total 0 1 127 0 128 0 0 19 0 19 351 2920 89 7 3367 0 1874 182 0 2056 5570 Apprch %0 0.8 99.2 0 0 0 100 0 10.4 86.7 2.6 0.2 0 91.1 8.9 0 Total %0 0 2.3 0 2.3 0 0 0.3 0 0.3 6.3 52.4 1.6 0.1 60.4 0 33.6 3.3 0 36.9 File Name : Lake St & College Ave AM Site Code : IPO 458 Start Date : 9/25/2019 Page No : 2 Ft Collins, CO CSU Cordon Study - Main Campus AM Peak Lake St & College Ave (US-287) College Ave (US-287) Lake St Lake St College Ave (US-287) Right 182 Thru 1874 Left 0 U Turns 0 InOut Total 2939 2056 4995 Right19 Thru0 Left0 UTurns0 OutTotalIn90 19 109 Left 351 Thru 2920 Right 89 U Turns 7 Out TotalIn 2001 3367 5368 Left0 Thru1 Right127 UTurns0 TotalOutIn533 128 661 9/25/2019 07:30 AM 9/25/2019 09:15 AM Automobiles North File Name : Lake St & College Ave AM Site Code : IPO 458 Start Date : 9/25/2019 Page No : 3 Ft Collins, CO CSU Cordon Study - Main Campus AM Peak Lake St & College Ave (US-287) Lake St Eastbound Lake St Westbound College Ave (US-287) Northbound College Ave (US-287) Southbound Start Time Left Thru Right U Turns App. Total Left Thru Right U Turns App. Total Left Thru Right U Turns App. Total Left Thru Right U Turns App. Total Int. Total Peak Hour Analysis From 07:30 AM to 09:15 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:45 AM 07:45 AM 0 0 13 0 13 0 0 2 0 2 60 462 16 0 538 0 249 38 0 287 840 08:00 AM 0 0 12 0 12 0 0 3 0 3 47 362 11 0 420 0 205 15 0 220 655 08:15 AM 0 0 10 0 10 0 0 3 0 3 36 338 7 0 381 0 252 14 0 266 660 08:30 AM 0 0 5 0 5 0 0 2 0 2 50 343 9 1 403 0 234 40 0 274 684 Total Volume 0 0 40 0 40 0 0 10 0 10 193 1505 43 1 1742 0 940 107 0 1047 2839 % App. Total 0 0 100 0 0 0 100 0 11.1 86.4 2.5 0.1 0 89.8 10.2 0 PHF .000 .000 .769 .000 .769 .000 .000 .833 .000 .833 .804 .814 .672 .250 .809 .000 .933 .669 .000 .912 .845 College Ave (US-287) Lake St Lake St College Ave (US-287) Right 107 Thru 940 Left 0 U Turns 0 InOut Total 1515 1047 2562 Right10 Thru0 Left0 UTurns0 OutTotalIn43 10 53 Left 193 Thru 1505 Right 43 U Turns 1 Out TotalIn 980 1742 2722 Left0 Thru0 Right40 UTurns0 TotalOutIn300 40 340 Peak Hour Begins at 07:45 AM Automobiles Peak Hour Data North File Name : Lake St & College Ave PM Site Code : IPO 458 Start Date : 9/25/2019 Page No : 1 Ft Collins, CO CSU Cordon Study - Main Campus PM Peak Lake St & College Ave (US-287) Groups Printed- Automobiles Lake St Eastbound Lake St Westbound College Ave (US-287) Northbound College Ave (US-287) Southbound Start Time Left Thru Right U Turns App. Total Left Thru Right U Turns App. Total Left Thru Right U Turns App. Total Left Thru Right U Turns App. Total Int. Total 03:00 PM 0 0 53 0 53 0 0 11 0 11 9 312 8 0 329 0 435 16 0 451 844 03:15 PM 0 0 34 0 34 0 0 10 0 10 23 353 9 1 386 0 405 12 0 417 847 03:30 PM 0 0 63 0 63 0 0 10 0 10 23 322 9 0 354 0 391 23 0 414 841 03:45 PM 0 0 51 0 51 0 0 7 0 7 30 394 11 0 435 0 447 12 0 459 952 Total 0 0 201 0 201 0 0 38 0 38 85 1381 37 1 1504 0 1678 63 0 1741 3484 04:00 PM 2 0 56 0 58 0 0 10 0 10 16 342 8 0 366 0 454 21 0 475 909 04:15 PM 0 0 34 0 34 0 0 4 0 4 18 406 14 0 438 0 414 11 0 425 901 04:30 PM 0 0 56 0 56 0 0 3 0 3 25 335 16 1 377 0 397 16 0 413 849 04:45 PM 0 0 41 0 41 0 0 10 0 10 28 416 17 0 461 0 473 12 0 485 997 Total 2 0 187 0 189 0 0 27 0 27 87 1499 55 1 1642 0 1738 60 0 1798 3656 Grand Total 2 0 388 0 390 0 0 65 0 65 172 2880 92 2 3146 0 3416 123 0 3539 7140 Apprch %0.5 0 99.5 0 0 0 100 0 5.5 91.5 2.9 0.1 0 96.5 3.5 0 Total %0 0 5.4 0 5.5 0 0 0.9 0 0.9 2.4 40.3 1.3 0 44.1 0 47.8 1.7 0 49.6 File Name : Lake St & College Ave PM Site Code : IPO 458 Start Date : 9/25/2019 Page No : 2 Ft Collins, CO CSU Cordon Study - Main Campus PM Peak Lake St & College Ave (US-287) College Ave (US-287) Lake St Lake St College Ave (US-287) Right 123 Thru 3416 Left 0 U Turns 0 InOut Total 2947 3539 6486 Right65 Thru0 Left0 UTurns0 OutTotalIn92 65 157 Left 172 Thru 2880 Right 92 U Turns 2 Out TotalIn 3804 3146 6950 Left2 Thru0 Right388 UTurns0 TotalOutIn295 390 685 9/25/2019 03:00 PM 9/25/2019 04:45 PM Automobiles North File Name : Lake St & College Ave PM Site Code : IPO 458 Start Date : 9/25/2019 Page No : 3 Ft Collins, CO CSU Cordon Study - Main Campus PM Peak Lake St & College Ave (US-287) Lake St Eastbound Lake St Westbound College Ave (US-287) Northbound College Ave (US-287) Southbound Start Time Left Thru Right U Turns App. Total Left Thru Right U Turns App. Total Left Thru Right U Turns App. Total Left Thru Right U Turns App. Total Int. Total Peak Hour Analysis From 03:00 PM to 04:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:00 PM 04:00 PM 2 0 56 0 58 0 0 10 0 10 16 342 8 0 366 0 454 21 0 475 909 04:15 PM 0 0 34 0 34 0 0 4 0 4 18 406 14 0 438 0 414 11 0 425 901 04:30 PM 0 0 56 0 56 0 0 3 0 3 25 335 16 1 377 0 397 16 0 413 849 04:45 PM 0 0 41 0 41 0 0 10 0 10 28 416 17 0 461 0 473 12 0 485 997 Total Volume 2 0 187 0 189 0 0 27 0 27 87 1499 55 1 1642 0 1738 60 0 1798 3656 % App. Total 1.1 0 98.9 0 0 0 100 0 5.3 91.3 3.3 0.1 0 96.7 3.3 0 PHF .250 .000 .835 .000 .815 .000 .000 .675 .000 .675 .777 .901 .809 .250 .890 .000 .919 .714 .000 .927 .917 College Ave (US-287) Lake St Lake St College Ave (US-287) Right 60 Thru 1738 Left 0 U Turns 0 InOut Total 1528 1798 3326 Right27 Thru0 Left0 UTurns0 OutTotalIn55 27 82 Left 87 Thru 1499 Right 55 U Turns 1 Out TotalIn 1925 1642 3567 Left2 Thru0 Right187 UTurns0 TotalOutIn147 189 336 Peak Hour Begins at 04:00 PM Automobiles Peak Hour Data North Kimley-Horn and Associates, Inc. 096083125 – Alpine Bank Fort Collins APPENDIX C Background Traffic Calculations ROUTE REFPT ENDREFPT LENGTH UPDATEYR AADT AADTYR COUNTYEAR AADTDERIV YR20FACTOR DHV 287C 345.212 345.717 0.501 2019 40000 2018 2017 Factor 1 Yr 1.11 9.5 Yearly Growth Rate = 0.52% Kimley-Horn and Associates, Inc. 096083125 – Alpine Bank Fort Collins APPENDIX D Trip Generation Worksheets Project Alpine Bank Subject Trip Generation for Drive-In Bank Designed by CDR Date September 21, 2020 Job No. Checked by Date Sheet No.1 of 1 TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 10th Edition, Average Rate Equations Land Use Code - Drive-in Bank (912) Independant Variable - 1000 Square Feet Gross Floor Area (X) Gross Floor Area =7,600 Square Feet X = 7.600 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (900 Series Page 13) Average Weekday Directional Distribution:58%ent. 42%exit. T = 9.50 (X)T =72 Average Vehicle Trip Ends T = 9.50 *7.600 42 entering 30 exiting 42 +30 =72 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (900 Series Page 14) Average Weekday Directional Distribution:50%ent. 50%exit. T = 20.45 (X)T =155 Average Vehicle Trip Ends T = 20.45 *7.600 77 entering 78 exiting 77 (*) +78 =155 Weekday (900 Series Page 12) Average Weekday Directional Distribution: 50% entering, 50% exiting T = 100.03 (X)T =762 Average Vehicle Trip Ends T = 100.03 *7.600 381 entering 381 exiting 381 + 381 (*) =762 Saturday Peak Hour of Generator (900 Series Page 18) Average Saturday Directional Distribution:51%ent. 49%exit. T = 26.35 (X)T =200 Average Vehicle Trip Ends T = 26.35 *7.600 102 entering 98 exiting 102 +98 =200 Kimley-Horn and Associates, Inc. 096083125 – Alpine Bank Fort Collins APPENDIX E Intersection Analysis Worksheets Timings 2020 Ex Adj AM.syn 1: College Ave (US-287) & Prospect Rd 09/22/2020 Alpine Banks Fort Collins Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)207 786 245 190 549 162 217 1198 67 961 144 Future Volume (vph)207 786 245 190 549 162 217 1198 67 961 144 Turn Type Prot NA Perm Prot NA Perm Prot NA Prot NA Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 6 Detector Phase 7 4 4 3 8 8 5 2 1 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)9.5 22.5 22.5 9.5 22.5 22.5 9.5 22.5 9.5 22.5 22.5 Total Split (s)17.0 38.0 38.0 15.0 36.0 36.0 20.0 43.0 14.0 37.0 37.0 Total Split (%)15.5% 34.5% 34.5% 13.6% 32.7% 32.7% 18.2% 39.1% 12.7% 33.6% 33.6% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 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 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lead Lead Lag Lag Lag Lag Lag Lead Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max None C-Max C-Max Act Effct Green (s)11.8 32.9 32.9 10.3 31.4 31.4 15.5 43.2 7.7 33.3 33.3 Actuated g/C Ratio 0.11 0.30 0.30 0.09 0.29 0.29 0.14 0.39 0.07 0.30 0.30 v/c Ratio 0.68 0.90 0.43 0.73 0.67 0.36 0.53 0.83 0.31 0.68 0.27 Control Delay 57.0 48.8 5.5 62.8 38.6 10.5 48.4 35.4 51.5 36.5 5.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 57.0 48.8 5.5 62.8 38.6 10.5 48.4 35.4 51.5 36.5 5.9 LOS E D A E D B D D D D A Approach Delay 41.6 38.6 37.1 33.6 Approach LOS D D D C Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.90 Intersection Signal Delay: 37.8 Intersection LOS: D Intersection Capacity Utilization 73.5%ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 1: College Ave (US-287) & Prospect Rd HCM 6th Signalized Intersection Summary 2020 Ex Adj AM.syn 1: College Ave (US-287) & Prospect Rd 09/22/2020 Alpine Banks Fort Collins Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)207 786 245 190 549 162 217 1198 183 67 961 144 Future Volume (veh/h)207 786 245 190 549 162 217 1198 183 67 961 144 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 249 947 0 235 678 0 258 1426 218 73 1045 0 Peak Hour Factor 0.83 0.83 0.83 0.81 0.81 0.81 0.84 0.84 0.84 0.92 0.92 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 314 1039 296 1021 563 1867 285 140 1509 Arrive On Green 0.09 0.29 0.00 0.09 0.29 0.00 0.16 0.42 0.42 0.04 0.30 0.00 Sat Flow, veh/h 3456 3554 1585 3456 3554 1585 3456 4469 683 3456 5106 1585 Grp Volume(v), veh/h 249 947 0 235 678 0 258 1086 558 73 1045 0 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1728 1777 1585 1728 1702 1747 1728 1702 1585 Q Serve(g_s), s 7.8 28.3 0.0 7.3 18.5 0.0 7.4 30.0 30.0 2.3 19.9 0.0 Cycle Q Clear(g_c), s 7.8 28.3 0.0 7.3 18.5 0.0 7.4 30.0 30.0 2.3 19.9 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.39 1.00 1.00 Lane Grp Cap(c), veh/h 314 1039 296 1021 563 1422 730 140 1509 V/C Ratio(X)0.79 0.91 0.79 0.66 0.46 0.76 0.76 0.52 0.69 Avail Cap(c_a), veh/h 393 1082 330 1021 563 1422 730 298 1509 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 49.0 37.5 0.0 49.3 34.5 0.0 41.7 27.4 27.4 51.7 34.3 0.0 Incr Delay (d2), s/veh 8.6 11.2 0.0 11.4 1.6 0.0 0.6 3.9 7.5 3.0 2.6 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 3.7 13.7 0.0 3.6 8.2 0.0 3.2 12.7 13.7 1.0 8.5 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 57.6 48.8 0.0 60.8 36.2 0.0 42.2 31.3 34.9 54.7 37.0 0.0 LnGrp LOS E D E D D C C D D Approach Vol, veh/h 1196 A 913 A 1902 1118 A Approach Delay, s/veh 50.6 42.5 33.8 38.1 Approach LOS D D C D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 9.0 50.5 13.9 36.7 22.4 37.0 14.5 36.1 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 9.5 38.5 10.5 33.5 15.5 32.5 12.5 31.5 Max Q Clear Time (g_c+I1), s 4.3 32.0 9.3 30.3 9.4 21.9 9.8 20.5 Green Ext Time (p_c), s 0.1 5.0 0.1 1.9 0.4 5.2 0.2 3.5 Intersection Summary HCM 6th Ctrl Delay 40.2 HCM 6th LOS D Notes Unsignalized Delay for [EBR, WBR, SBR] is excluded from calculations of the approach delay and intersection delay. Timings 2020 Ex Adj PM.syn 1: College Ave (US-287) & Prospect Rd 09/22/2020 Alpine Banks Fort Collins Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)292 710 403 274 782 106 378 1390 176 1380 248 Future Volume (vph)292 710 403 274 782 106 378 1390 176 1380 248 Turn Type Prot NA Perm Prot NA Perm Prot NA Prot NA Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 6 Detector Phase 7 4 4 3 8 8 5 2 1 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)9.5 22.5 22.5 9.5 22.5 22.5 9.5 22.5 9.5 22.5 22.5 Total Split (s)18.0 39.0 39.0 17.5 38.5 38.5 22.5 50.5 13.0 41.0 41.0 Total Split (%)15.0% 32.5% 32.5% 14.6% 32.1% 32.1% 18.8% 42.1% 10.8% 34.2% 34.2% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 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 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lead Lead Lag Lag Lag Lag Lag Lead Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max None C-Max C-Max Act Effct Green (s)13.4 33.3 33.3 12.9 32.8 32.8 18.0 47.2 8.6 37.8 37.8 Actuated g/C Ratio 0.11 0.28 0.28 0.11 0.27 0.27 0.15 0.39 0.07 0.32 0.32 v/c Ratio 0.86 0.81 0.68 0.78 0.85 0.21 0.82 0.90 0.78 0.94 0.43 Control Delay 73.8 47.9 16.6 67.4 50.7 4.1 63.2 41.5 76.2 52.4 12.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 73.8 47.9 16.6 67.4 50.7 4.1 63.2 41.5 76.2 52.4 12.5 LOS E D B E D A E D E D B Approach Delay 44.3 50.4 45.7 49.2 Approach LOS D D D D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.94 Intersection Signal Delay: 47.2 Intersection LOS: D Intersection Capacity Utilization 82.4%ICU Level of Service E Analysis Period (min) 15 Splits and Phases: 1: College Ave (US-287) & Prospect Rd HCM 6th Signalized Intersection Summary 2020 Ex Adj PM.syn 1: College Ave (US-287) & Prospect Rd 09/22/2020 Alpine Banks Fort Collins Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)292 710 403 274 782 106 378 1390 215 176 1380 248 Future Volume (veh/h)292 710 403 274 782 106 378 1390 215 176 1380 248 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 328 798 0 288 823 0 420 1544 239 191 1500 0 Peak Hour Factor 0.89 0.89 0.89 0.95 0.95 0.95 0.90 0.90 0.90 0.92 0.92 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 381 911 395 926 605 1822 281 245 1553 Arrive On Green 0.11 0.26 0.00 0.11 0.26 0.00 0.35 0.82 0.82 0.07 0.30 0.00 Sat Flow, veh/h 3456 3554 1585 3456 3554 1585 3456 4462 689 3456 5106 1585 Grp Volume(v), veh/h 328 798 0 288 823 0 420 1177 606 191 1500 0 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1728 1777 1585 1728 1702 1746 1728 1702 1585 Q Serve(g_s), s 11.2 25.8 0.0 9.7 26.7 0.0 12.5 24.7 24.9 6.5 34.7 0.0 Cycle Q Clear(g_c), s 11.2 25.8 0.0 9.7 26.7 0.0 12.5 24.7 24.9 6.5 34.7 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.39 1.00 1.00 Lane Grp Cap(c), veh/h 381 911 395 926 605 1390 713 245 1553 V/C Ratio(X)0.86 0.88 0.73 0.89 0.69 0.85 0.85 0.78 0.97 Avail Cap(c_a), veh/h 389 1022 395 1007 605 1390 713 245 1553 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 52.5 42.8 0.0 51.3 42.7 0.0 36.2 8.8 8.8 54.8 41.1 0.0 Incr Delay (d2), s/veh 17.2 8.0 0.0 6.7 9.4 0.0 3.4 6.5 12.1 14.9 16.0 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 5.8 12.3 0.0 4.5 12.9 0.0 4.8 4.7 5.9 3.3 16.7 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 69.7 50.8 0.0 58.0 52.1 0.0 39.7 15.3 20.9 69.7 57.2 0.0 LnGrp LOS E D E D D B C E E Approach Vol, veh/h 1126 A 1111 A 2203 1691 A Approach Delay, s/veh 56.3 53.6 21.5 58.6 Approach LOS E D C E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 13.0 53.5 18.2 35.3 25.5 41.0 17.7 35.8 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 8.5 46.0 13.0 34.5 18.0 36.5 13.5 34.0 Max Q Clear Time (g_c+I1), s 8.5 26.9 11.7 27.8 14.5 36.7 13.2 28.7 Green Ext Time (p_c), s 0.0 12.5 0.1 2.9 0.6 0.0 0.0 2.5 Intersection Summary HCM 6th Ctrl Delay 43.9 HCM 6th LOS D Notes Unsignalized Delay for [EBR, WBR, SBR] is excluded from calculations of the approach delay and intersection delay. Timings 2022 BG AM.syn 1: College Ave (US-287) & Prospect Rd 09/22/2020 Alpine Banks Fort Collins Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)209 794 247 192 555 164 219 1210 68 971 145 Future Volume (vph)209 794 247 192 555 164 219 1210 68 971 145 Turn Type Prot NA Perm Prot NA Perm Prot NA Prot NA Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 6 Detector Phase 7 4 4 3 8 8 5 2 1 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)9.5 22.5 22.5 9.5 22.5 22.5 9.5 22.5 9.5 22.5 22.5 Total Split (s)17.0 38.0 38.0 15.0 36.0 36.0 20.0 43.0 14.0 37.0 37.0 Total Split (%)15.5% 34.5% 34.5% 13.6% 32.7% 32.7% 18.2% 39.1% 12.7% 33.6% 33.6% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 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 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lead Lead Lag Lag Lag Lag Lag Lead Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max None C-Max C-Max Act Effct Green (s)11.8 33.1 33.1 10.3 31.6 31.6 15.5 42.9 7.7 33.1 33.1 Actuated g/C Ratio 0.11 0.30 0.30 0.09 0.29 0.29 0.14 0.39 0.07 0.30 0.30 v/c Ratio 0.68 0.90 0.44 0.74 0.67 0.36 0.54 0.85 0.31 0.69 0.27 Control Delay 57.3 49.1 5.5 63.1 38.6 10.7 48.6 36.1 51.5 36.9 5.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 57.3 49.1 5.5 63.1 38.6 10.7 48.6 36.1 51.5 36.9 5.9 LOS E D A E D B D D D D A Approach Delay 41.8 38.7 37.8 34.0 Approach LOS D D D C Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.90 Intersection Signal Delay: 38.2 Intersection LOS: D Intersection Capacity Utilization 74.1%ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 1: College Ave (US-287) & Prospect Rd HCM 6th Signalized Intersection Summary 2022 BG AM.syn 1: College Ave (US-287) & Prospect Rd 09/22/2020 Alpine Banks Fort Collins Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)209 794 247 192 555 164 219 1210 185 68 971 145 Future Volume (veh/h)209 794 247 192 555 164 219 1210 185 68 971 145 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 252 957 0 237 685 0 261 1440 220 74 1055 0 Peak Hour Factor 0.83 0.83 0.83 0.81 0.81 0.81 0.84 0.84 0.84 0.92 0.92 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 317 1045 298 1026 555 1857 283 141 1509 Arrive On Green 0.09 0.29 0.00 0.09 0.29 0.00 0.16 0.42 0.42 0.04 0.30 0.00 Sat Flow, veh/h 3456 3554 1585 3456 3554 1585 3456 4469 682 3456 5106 1585 Grp Volume(v), veh/h 252 957 0 237 685 0 261 1096 564 74 1055 0 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1728 1777 1585 1728 1702 1748 1728 1702 1585 Q Serve(g_s), s 7.9 28.6 0.0 7.4 18.7 0.0 7.5 30.6 30.6 2.3 20.2 0.0 Cycle Q Clear(g_c), s 7.9 28.6 0.0 7.4 18.7 0.0 7.5 30.6 30.6 2.3 20.2 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.39 1.00 1.00 Lane Grp Cap(c), veh/h 317 1045 298 1026 555 1414 726 141 1509 V/C Ratio(X)0.80 0.92 0.80 0.67 0.47 0.78 0.78 0.53 0.70 Avail Cap(c_a), veh/h 393 1082 330 1026 555 1414 726 298 1509 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 49.0 37.5 0.0 49.3 34.5 0.0 41.9 27.7 27.7 51.7 34.4 0.0 Incr Delay (d2), s/veh 8.9 11.7 0.0 11.6 1.7 0.0 0.6 4.2 8.0 3.0 2.7 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 3.8 13.9 0.0 3.7 8.2 0.0 3.3 12.9 14.1 1.1 8.6 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 57.8 49.3 0.0 60.9 36.2 0.0 42.5 31.9 35.7 54.7 37.1 0.0 LnGrp LOS E D E D D C D D D Approach Vol, veh/h 1209 A 922 A 1921 1129 A Approach Delay, s/veh 51.0 42.5 34.5 38.3 Approach LOS D D C D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 9.0 50.2 14.0 36.8 22.2 37.0 14.6 36.2 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 9.5 38.5 10.5 33.5 15.5 32.5 12.5 31.5 Max Q Clear Time (g_c+I1), s 4.3 32.6 9.4 30.6 9.5 22.2 9.9 20.7 Green Ext Time (p_c), s 0.1 4.6 0.1 1.7 0.4 5.2 0.2 3.5 Intersection Summary HCM 6th Ctrl Delay 40.6 HCM 6th LOS D Notes Unsignalized Delay for [EBR, WBR, SBR] is excluded from calculations of the approach delay and intersection delay. Timings 2022 BG PM.syn 1: College Ave (US-287) & Prospect Rd 09/22/2020 Alpine Banks Fort Collins Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)295 717 407 277 790 107 382 1404 178 1394 250 Future Volume (vph)295 717 407 277 790 107 382 1404 178 1394 250 Turn Type Prot NA Perm Prot NA Perm Prot NA Prot NA Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 6 Detector Phase 7 4 4 3 8 8 5 2 1 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)9.5 22.5 22.5 9.5 22.5 22.5 9.5 22.5 9.5 22.5 22.5 Total Split (s)18.0 39.0 39.0 17.5 38.5 38.5 22.5 50.5 13.0 41.0 41.0 Total Split (%)15.0% 32.5% 32.5% 14.6% 32.1% 32.1% 18.8% 42.1% 10.8% 34.2% 34.2% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 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 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lead Lead Lag Lag Lag Lag Lag Lead Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max None C-Max C-Max Act Effct Green (s)13.4 33.4 33.4 13.0 32.9 32.9 18.0 47.0 8.6 37.7 37.7 Actuated g/C Ratio 0.11 0.28 0.28 0.11 0.27 0.27 0.15 0.39 0.07 0.31 0.31 v/c Ratio 0.86 0.82 0.68 0.79 0.86 0.21 0.82 0.91 0.78 0.95 0.43 Control Delay 74.3 48.2 16.9 68.0 51.2 4.3 63.9 42.6 76.8 54.1 12.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 74.3 48.2 16.9 68.0 51.2 4.3 63.9 42.6 76.8 54.1 12.8 LOS E D B E D A E D E D B Approach Delay 44.7 50.9 46.7 50.7 Approach LOS D D D D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.95 Intersection Signal Delay: 48.1 Intersection LOS: D Intersection Capacity Utilization 83.1%ICU Level of Service E Analysis Period (min) 15 Splits and Phases: 1: College Ave (US-287) & Prospect Rd HCM 6th Signalized Intersection Summary 2022 BG PM.syn 1: College Ave (US-287) & Prospect Rd 09/22/2020 Alpine Banks Fort Collins Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)295 717 407 277 790 107 382 1404 217 178 1394 250 Future Volume (veh/h)295 717 407 277 790 107 382 1404 217 178 1394 250 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 331 806 0 292 832 0 424 1560 241 193 1515 0 Peak Hour Factor 0.89 0.89 0.89 0.95 0.95 0.95 0.90 0.90 0.90 0.92 0.92 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 384 917 398 932 596 1811 279 245 1553 Arrive On Green 0.11 0.26 0.00 0.12 0.26 0.00 0.34 0.81 0.81 0.07 0.30 0.00 Sat Flow, veh/h 3456 3554 1585 3456 3554 1585 3456 4463 688 3456 5106 1585 Grp Volume(v), veh/h 331 806 0 292 832 0 424 1189 612 193 1515 0 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1728 1777 1585 1728 1702 1747 1728 1702 1585 Q Serve(g_s), s 11.3 26.1 0.0 9.8 27.1 0.0 12.8 26.2 26.5 6.6 35.2 0.0 Cycle Q Clear(g_c), s 11.3 26.1 0.0 9.8 27.1 0.0 12.8 26.2 26.5 6.6 35.2 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.39 1.00 1.00 Lane Grp Cap(c), veh/h 384 917 398 932 596 1381 709 245 1553 V/C Ratio(X)0.86 0.88 0.73 0.89 0.71 0.86 0.86 0.79 0.98 Avail Cap(c_a), veh/h 389 1022 398 1007 596 1381 709 245 1553 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 52.4 42.7 0.0 51.3 42.6 0.0 36.7 9.2 9.2 54.9 41.3 0.0 Incr Delay (d2), s/veh 17.6 8.3 0.0 6.9 9.7 0.0 4.0 7.2 13.2 15.7 17.7 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 5.8 12.4 0.0 4.6 13.1 0.0 4.9 5.0 6.3 3.4 17.1 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 70.0 51.0 0.0 58.2 52.4 0.0 40.7 16.4 22.4 70.6 59.0 0.0 LnGrp LOS E D E D D B C E E Approach Vol, veh/h 1137 A 1124 A 2225 1708 A Approach Delay, s/veh 56.5 53.9 22.7 60.3 Approach LOS E D C E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 13.0 53.2 18.3 35.5 25.2 41.0 17.8 36.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 8.5 46.0 13.0 34.5 18.0 36.5 13.5 34.0 Max Q Clear Time (g_c+I1), s 8.6 28.5 11.8 28.1 14.8 37.2 13.3 29.1 Green Ext Time (p_c), s 0.0 11.9 0.1 2.9 0.5 0.0 0.0 2.4 Intersection Summary HCM 6th Ctrl Delay 44.9 HCM 6th LOS D Notes Unsignalized Delay for [EBR, WBR, SBR] is excluded from calculations of the approach delay and intersection delay. Timings 2022 Total AM.syn 1: College Ave (US-287) & Prospect Rd 09/22/2020 Alpine Banks Fort Collins Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)209 805 247 192 555 164 227 1221 185 83 971 145 Future Volume (vph)209 805 247 192 555 164 227 1221 185 83 971 145 Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 2 6 Detector Phase 7 4 4 3 8 8 5 2 2 1 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)9.5 22.5 22.5 9.5 22.5 22.5 9.5 22.5 22.5 9.5 22.5 22.5 Total Split (s)17.0 38.0 38.0 15.0 36.0 36.0 20.0 43.0 43.0 14.0 37.0 37.0 Total Split (%)15.5% 34.5% 34.5% 13.6% 32.7% 32.7% 18.2% 39.1% 39.1% 12.7% 33.6% 33.6% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 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)4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lead Lead Lag Lag Lag Lag Lag Lag Lead Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes 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)11.8 33.3 33.3 10.3 31.8 31.8 15.5 42.5 42.5 8.1 32.9 32.9 Actuated g/C Ratio 0.11 0.30 0.30 0.09 0.29 0.29 0.14 0.39 0.39 0.07 0.30 0.30 v/c Ratio 0.68 0.91 0.43 0.74 0.67 0.36 0.56 0.74 0.29 0.36 0.69 0.27 Control Delay 57.3 50.0 5.5 63.1 38.4 10.7 49.0 32.8 4.5 52.2 37.0 5.9 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 57.3 50.0 5.5 63.1 38.4 10.7 49.0 32.8 4.5 52.2 37.0 5.9 LOS E D A E D B D C A D D A Approach Delay 42.5 38.6 31.9 34.3 Approach LOS D D C C Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.91 Intersection Signal Delay: 36.4 Intersection LOS: D Intersection Capacity Utilization 70.5%ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 1: College Ave (US-287) & Prospect Rd HCM 6th Signalized Intersection Summary 2022 Total AM.syn 1: College Ave (US-287) & Prospect Rd 09/22/2020 Alpine Banks Fort Collins Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)209 805 247 192 555 164 227 1221 185 83 971 145 Future Volume (veh/h)209 805 247 192 555 164 227 1221 185 83 971 145 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 252 970 0 237 685 0 270 1454 0 90 1055 0 Peak Hour Factor 0.83 0.83 0.83 0.81 0.81 0.81 0.84 0.84 0.84 0.92 0.92 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 317 1052 298 1033 548 2102 147 1509 Arrive On Green 0.09 0.30 0.00 0.09 0.29 0.00 0.16 0.41 0.00 0.04 0.30 0.00 Sat Flow, veh/h 3456 3554 1585 3456 3554 1585 3456 5106 1585 3456 5106 1585 Grp Volume(v), veh/h 252 970 0 237 685 0 270 1454 0 90 1055 0 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1728 1777 1585 1728 1702 1585 1728 1702 1585 Q Serve(g_s), s 7.9 29.1 0.0 7.4 18.6 0.0 7.8 25.8 0.0 2.8 20.2 0.0 Cycle Q Clear(g_c), s 7.9 29.1 0.0 7.4 18.6 0.0 7.8 25.8 0.0 2.8 20.2 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 317 1052 298 1033 548 2102 147 1509 V/C Ratio(X)0.80 0.92 0.80 0.66 0.49 0.69 0.61 0.70 Avail Cap(c_a), veh/h 393 1082 330 1033 548 2102 298 1509 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 49.0 37.5 0.0 49.3 34.3 0.0 42.2 26.6 0.0 51.8 34.4 0.0 Incr Delay (d2), s/veh 8.9 12.5 0.0 11.6 1.6 0.0 0.7 1.9 0.0 4.1 2.7 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 3.8 14.2 0.0 3.7 8.2 0.0 3.4 10.6 0.0 1.3 8.6 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 57.8 50.0 0.0 60.9 35.9 0.0 42.9 28.5 0.0 55.8 37.1 0.0 LnGrp LOS E D E D D C E D Approach Vol, veh/h 1222 A 922 A 1724 A 1145 A Approach Delay, s/veh 51.6 42.3 30.8 38.6 Approach LOS D D C D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 9.2 49.8 14.0 37.1 22.0 37.0 14.6 36.5 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 9.5 38.5 10.5 33.5 15.5 32.5 12.5 31.5 Max Q Clear Time (g_c+I1), s 4.8 27.8 9.4 31.1 9.8 22.2 9.9 20.6 Green Ext Time (p_c), s 0.1 7.1 0.1 1.5 0.5 5.2 0.2 3.5 Intersection Summary HCM 6th Ctrl Delay 39.8 HCM 6th LOS D Notes Unsignalized Delay for [NBR, EBR, WBR, SBR] is excluded from calculations of the approach delay and intersection delay. Timings 2022 Total PM.syn 1: College Ave (US-287) & Prospect Rd 09/25/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)295 736 407 277 790 107 402 1431 217 205 1394 250 Future Volume (vph)295 736 407 277 790 107 402 1431 217 205 1394 250 Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 2 6 Detector Phase 7 4 4 3 8 8 5 2 2 1 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)9.5 22.5 22.5 9.5 22.5 22.5 9.5 22.5 22.5 9.5 22.5 22.5 Total Split (s)18.0 39.0 39.0 17.5 38.5 38.5 22.5 47.5 47.5 16.0 41.0 41.0 Total Split (%)15.0% 32.5% 32.5% 14.6% 32.1% 32.1% 18.8% 39.6% 39.6% 13.3% 34.2% 34.2% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 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)4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lead Lead Lag Lag Lag Lag Lag Lag Lead Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes 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)13.4 33.6 33.6 12.8 32.9 32.9 18.0 44.6 44.6 11.1 37.7 37.7 Actuated g/C Ratio 0.11 0.28 0.28 0.11 0.27 0.27 0.15 0.37 0.37 0.09 0.31 0.31 v/c Ratio 0.86 0.84 0.68 0.80 0.86 0.21 0.87 0.84 0.33 0.70 0.95 0.43 Control Delay 74.3 49.1 16.9 69.3 51.2 4.3 62.1 35.3 5.5 65.4 54.1 12.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 74.3 49.1 16.9 69.3 51.2 4.3 62.1 35.3 5.5 65.4 54.1 12.8 LOS E D B E D A E D A E D B Approach Delay 45.2 51.2 37.4 49.8 Approach LOS D D D D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.95 Intersection Signal Delay: 45.0 Intersection LOS: D Intersection Capacity Utilization 83.7%ICU Level of Service E Analysis Period (min) 15 Splits and Phases: 1: College Ave (US-287) & Prospect Rd HCM 6th Signalized Intersection Summary 2022 Total PM.syn 1: College Ave (US-287) & Prospect Rd 09/25/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)295 736 407 277 790 107 402 1431 217 205 1394 250 Future Volume (veh/h)295 736 407 277 790 107 402 1431 217 205 1394 250 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 331 827 0 292 832 0 447 1590 0 223 1515 0 Peak Hour Factor 0.89 0.89 0.89 0.95 0.95 0.95 0.90 0.90 0.90 0.92 0.92 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 384 933 383 932 596 2019 280 1553 Arrive On Green 0.11 0.26 0.00 0.11 0.26 0.00 0.34 0.79 0.00 0.08 0.30 0.00 Sat Flow, veh/h 3456 3554 1585 3456 3554 1585 3456 5106 1585 3456 5106 1585 Grp Volume(v), veh/h 331 827 0 292 832 0 447 1590 0 223 1515 0 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1728 1777 1585 1728 1702 1585 1728 1702 1585 Q Serve(g_s), s 11.3 26.8 0.0 9.8 27.1 0.0 13.7 20.7 0.0 7.6 35.2 0.0 Cycle Q Clear(g_c), s 11.3 26.8 0.0 9.8 27.1 0.0 13.7 20.7 0.0 7.6 35.2 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 384 933 383 932 596 2019 280 1553 V/C Ratio(X)0.86 0.89 0.76 0.89 0.75 0.79 0.80 0.98 Avail Cap(c_a), veh/h 389 1022 383 1007 596 2019 331 1553 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 52.4 42.5 0.0 51.8 42.6 0.0 37.0 9.7 0.0 54.1 41.3 0.0 Incr Delay (d2), s/veh 17.6 9.0 0.0 8.8 9.7 0.0 5.3 3.2 0.0 10.9 17.7 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 5.8 12.8 0.0 4.7 13.1 0.0 5.3 4.1 0.0 3.7 17.1 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 70.0 51.5 0.0 60.6 52.4 0.0 42.3 12.9 0.0 65.0 59.0 0.0 LnGrp LOS E D E D D B E E Approach Vol, veh/h 1158 A 1124 A 2037 A 1738 A Approach Delay, s/veh 56.8 54.5 19.4 59.8 Approach LOS E D B E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 14.2 52.0 17.8 36.0 25.2 41.0 17.8 36.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 11.5 43.0 13.0 34.5 18.0 36.5 13.5 34.0 Max Q Clear Time (g_c+I1), s 9.6 22.7 11.8 28.8 15.7 37.2 13.3 29.1 Green Ext Time (p_c), s 0.1 12.0 0.1 2.7 0.4 0.0 0.0 2.4 Intersection Summary HCM 6th Ctrl Delay 44.6 HCM 6th LOS D Notes Unsignalized Delay for [NBR, EBR, WBR, SBR] is excluded from calculations of the approach delay and intersection delay. Timings 2040 BG AM.syn 1: College Ave (US-287) & Prospect Rd 09/22/2020 Alpine Banks Fort Collins Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)229 868 271 210 607 179 240 1324 74 1062 159 Future Volume (vph)229 868 271 210 607 179 240 1324 74 1062 159 Turn Type Prot NA Perm Prot NA Perm Prot NA Prot NA Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 6 Detector Phase 7 4 4 3 8 8 5 2 1 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)9.5 22.5 22.5 9.5 22.5 22.5 9.5 22.5 9.5 22.5 22.5 Total Split (s)17.0 38.0 38.0 15.0 36.0 36.0 20.0 43.0 14.0 37.0 37.0 Total Split (%)15.5% 34.5% 34.5% 13.6% 32.7% 32.7% 18.2% 39.1% 12.7% 33.6% 33.6% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 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 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lead Lead Lag Lag Lag Lag Lag Lead Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max None C-Max C-Max Act Effct Green (s)11.8 32.9 32.9 10.2 31.4 31.4 15.5 43.1 7.8 33.4 33.4 Actuated g/C Ratio 0.11 0.30 0.30 0.09 0.29 0.29 0.14 0.39 0.07 0.30 0.30 v/c Ratio 0.68 0.89 0.43 0.71 0.65 0.35 0.54 0.84 0.33 0.75 0.29 Control Delay 57.0 48.5 5.5 61.6 38.1 9.9 48.6 35.9 51.8 38.4 6.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 57.0 48.5 5.5 61.6 38.1 9.9 48.6 35.9 51.8 38.4 6.0 LOS E D A E D A D D D D A Approach Delay 41.4 38.0 37.6 35.2 Approach LOS D D D D Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.89 Intersection Signal Delay: 38.1 Intersection LOS: D Intersection Capacity Utilization 79.2%ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 1: College Ave (US-287) & Prospect Rd HCM 6th Signalized Intersection Summary 2040 BG AM.syn 1: College Ave (US-287) & Prospect Rd 09/22/2020 Alpine Banks Fort Collins Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)229 868 271 210 607 179 240 1324 202 74 1062 159 Future Volume (veh/h)229 868 271 210 607 179 240 1324 202 74 1062 159 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 249 943 0 228 660 0 261 1439 220 80 1154 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 314 1037 290 1012 572 1874 286 143 1509 Arrive On Green 0.09 0.29 0.00 0.08 0.28 0.00 0.17 0.42 0.42 0.04 0.30 0.00 Sat Flow, veh/h 3456 3554 1585 3456 3554 1585 3456 4469 683 3456 5106 1585 Grp Volume(v), veh/h 249 943 0 228 660 0 261 1096 563 80 1154 0 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1728 1777 1585 1728 1702 1747 1728 1702 1585 Q Serve(g_s), s 7.8 28.1 0.0 7.1 17.9 0.0 7.5 30.3 30.4 2.5 22.6 0.0 Cycle Q Clear(g_c), s 7.8 28.1 0.0 7.1 17.9 0.0 7.5 30.3 30.4 2.5 22.6 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.39 1.00 1.00 Lane Grp Cap(c), veh/h 314 1037 290 1012 572 1428 733 143 1509 V/C Ratio(X)0.79 0.91 0.79 0.65 0.46 0.77 0.77 0.56 0.76 Avail Cap(c_a), veh/h 393 1082 330 1018 572 1428 733 298 1509 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 49.0 37.6 0.0 49.4 34.6 0.0 41.4 27.3 27.4 51.7 35.3 0.0 Incr Delay (d2), s/veh 8.6 11.0 0.0 10.7 1.5 0.0 0.6 4.0 7.6 3.4 3.7 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 3.7 13.6 0.0 3.5 7.9 0.0 3.2 12.8 13.9 1.1 9.8 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 57.6 48.6 0.0 60.1 36.0 0.0 42.0 31.4 35.0 55.1 39.0 0.0 LnGrp LOS E D E D D C C E D Approach Vol, veh/h 1192 A 888 A 1920 1234 A Approach Delay, s/veh 50.4 42.2 33.9 40.1 Approach LOS D D C D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 9.1 50.6 13.7 36.6 22.7 37.0 14.5 35.8 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 9.5 38.5 10.5 33.5 15.5 32.5 12.5 31.5 Max Q Clear Time (g_c+I1), s 4.5 32.4 9.1 30.1 9.5 24.6 9.8 19.9 Green Ext Time (p_c), s 0.1 4.8 0.1 1.9 0.5 4.6 0.2 3.5 Intersection Summary HCM 6th Ctrl Delay 40.5 HCM 6th LOS D Notes Unsignalized Delay for [EBR, WBR, SBR] is excluded from calculations of the approach delay and intersection delay. Timings 2040 BG PM.syn 1: College Ave (US-287) & Prospect Rd 09/25/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)323 784 445 303 864 117 418 1536 238 194 1525 274 Future Volume (vph)323 784 445 303 864 117 418 1536 238 194 1525 274 Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 2 6 Detector Phase 7 4 4 3 8 8 5 2 2 1 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)9.5 22.5 22.5 9.5 22.5 22.5 9.5 22.5 22.5 9.5 22.5 22.5 Total Split (s)18.0 38.0 38.0 17.0 37.0 37.0 21.0 50.0 50.0 15.0 44.0 44.0 Total Split (%)15.0% 31.7% 31.7% 14.2% 30.8% 30.8% 17.5% 41.7% 41.7% 12.5% 36.7% 36.7% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 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)4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lead Lead Lag Lag Lag Lag Lag Lag Lead Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes 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)13.5 33.0 33.0 13.0 32.5 32.5 16.5 45.7 45.7 10.3 39.5 39.5 Actuated g/C Ratio 0.11 0.28 0.28 0.11 0.27 0.27 0.14 0.38 0.38 0.09 0.33 0.33 v/c Ratio 0.91 0.88 0.76 0.88 0.98 0.24 0.96 0.86 0.35 0.72 0.99 0.46 Control Delay 80.8 52.9 24.1 78.1 68.4 5.9 84.6 39.9 6.4 67.9 60.2 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 80.8 52.9 24.1 78.1 68.4 5.9 84.6 39.9 6.4 67.9 60.2 13.0 LOS F D C E E A F D A E E B Approach Delay 50.4 65.0 44.8 54.5 Approach LOS D E D D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 110 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.99 Intersection Signal Delay: 52.5 Intersection LOS: D Intersection Capacity Utilization 89.5%ICU Level of Service E Analysis Period (min) 15 Splits and Phases: 1: College Ave (US-287) & Prospect Rd HCM 6th Signalized Intersection Summary 2040 BG PM.syn 1: College Ave (US-287) & Prospect Rd 09/25/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)323 784 445 303 864 117 418 1536 238 194 1525 274 Future Volume (veh/h)323 784 445 303 864 117 418 1536 238 194 1525 274 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 351 852 0 329 939 0 454 1670 0 211 1658 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 389 940 410 962 475 1988 267 1681 Arrive On Green 0.11 0.26 0.00 0.12 0.27 0.00 0.28 0.78 0.00 0.08 0.33 0.00 Sat Flow, veh/h 3456 3554 1585 3456 3554 1585 3456 5106 1585 3456 5106 1585 Grp Volume(v), veh/h 351 852 0 329 939 0 454 1670 0 211 1658 0 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1728 1777 1585 1728 1702 1585 1728 1702 1585 Q Serve(g_s), s 12.0 27.8 0.0 11.1 31.4 0.0 15.5 25.1 0.0 7.2 38.7 0.0 Cycle Q Clear(g_c), s 12.0 27.8 0.0 11.1 31.4 0.0 15.5 25.1 0.0 7.2 38.7 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 389 940 410 962 475 1988 267 1681 V/C Ratio(X)0.90 0.91 0.80 0.98 0.96 0.84 0.79 0.99 Avail Cap(c_a), veh/h 389 992 410 962 475 1988 302 1681 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 52.6 42.7 0.0 51.5 43.4 0.0 43.1 10.9 0.0 54.4 40.0 0.0 Incr Delay (d2), s/veh 23.7 11.3 0.0 10.9 23.1 0.0 30.2 4.5 0.0 11.8 19.0 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 6.5 13.6 0.0 5.4 16.7 0.0 7.6 4.8 0.0 3.6 18.9 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 76.3 54.0 0.0 62.4 66.5 0.0 73.3 15.4 0.0 66.2 59.0 0.0 LnGrp LOS E D E E E B E E Approach Vol, veh/h 1203 A 1268 A 2124 A 1869 A Approach Delay, s/veh 60.5 65.4 27.8 59.8 Approach LOS E E C E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 13.8 51.2 18.7 36.3 21.0 44.0 18.0 37.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 10.5 45.5 12.5 33.5 16.5 39.5 13.5 32.5 Max Q Clear Time (g_c+I1), s 9.2 27.1 13.1 29.8 17.5 40.7 14.0 33.4 Green Ext Time (p_c), s 0.1 11.8 0.0 1.9 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 50.5 HCM 6th LOS D Notes Unsignalized Delay for [NBR, EBR, WBR, SBR] is excluded from calculations of the approach delay and intersection delay. Timings 2040 Total AM.syn 1: College Ave (US-287) & Prospect Rd/Prosepct Rd 09/22/2020 Alpine Banks Fort Collins Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)229 879 271 210 607 179 248 1335 202 89 1062 159 Future Volume (vph)229 879 271 210 607 179 248 1335 202 89 1062 159 Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 2 6 Detector Phase 7 4 4 3 8 8 5 2 2 1 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)9.5 22.5 22.5 9.5 22.5 22.5 9.5 22.5 22.5 9.5 22.5 22.5 Total Split (s)17.0 38.0 38.0 15.0 36.0 36.0 20.0 43.0 43.0 14.0 37.0 37.0 Total Split (%)15.5% 34.5% 34.5% 13.6% 32.7% 32.7% 18.2% 39.1% 39.1% 12.7% 33.6% 33.6% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 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)4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lead Lead Lag Lag Lag Lag Lag Lag Lead Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes 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)11.8 33.1 33.1 10.2 31.6 31.6 15.5 40.4 40.4 8.2 33.1 33.1 Actuated g/C Ratio 0.11 0.30 0.30 0.09 0.29 0.29 0.14 0.37 0.37 0.07 0.30 0.30 v/c Ratio 0.68 0.90 0.43 0.71 0.65 0.35 0.56 0.78 0.31 0.38 0.75 0.29 Control Delay 57.0 49.0 5.5 61.6 37.9 9.9 49.0 34.7 4.6 52.4 38.7 6.0 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 57.0 49.0 5.5 61.6 37.9 9.9 49.0 34.7 4.6 52.4 38.7 6.0 LOS E D A E D A D C A D D A Approach Delay 41.7 37.9 33.3 35.6 Approach LOS D D C D Intersection Summary Cycle Length: 110 Actuated Cycle Length: 110 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.90 Intersection Signal Delay: 36.8 Intersection LOS: D Intersection Capacity Utilization 75.2%ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 1: College Ave (US-287) & Prospect Rd/Prosepct Rd HCM 6th Signalized Intersection Summary 2040 Total AM.syn 1: College Ave (US-287) & Prospect Rd/Prosepct Rd 09/22/2020 Alpine Banks Fort Collins Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)229 879 271 210 607 179 248 1335 202 89 1062 159 Future Volume (veh/h)229 879 271 210 607 179 248 1335 202 89 1062 159 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 249 955 0 228 660 0 270 1451 0 97 1154 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 314 1044 290 1019 565 2118 153 1509 Arrive On Green 0.09 0.29 0.00 0.08 0.29 0.00 0.16 0.41 0.00 0.04 0.30 0.00 Sat Flow, veh/h 3456 3554 1585 3456 3554 1585 3456 5106 1585 3456 5106 1585 Grp Volume(v), veh/h 249 955 0 228 660 0 270 1451 0 97 1154 0 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1728 1777 1585 1728 1702 1585 1728 1702 1585 Q Serve(g_s), s 7.8 28.6 0.0 7.1 17.9 0.0 7.8 25.6 0.0 3.0 22.6 0.0 Cycle Q Clear(g_c), s 7.8 28.6 0.0 7.1 17.9 0.0 7.8 25.6 0.0 3.0 22.6 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 314 1044 290 1019 565 2118 153 1509 V/C Ratio(X)0.79 0.92 0.79 0.65 0.48 0.69 0.64 0.76 Avail Cap(c_a), veh/h 393 1082 330 1019 565 2118 298 1509 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 49.0 37.5 0.0 49.4 34.4 0.0 41.8 26.3 0.0 51.7 35.3 0.0 Incr Delay (d2), s/veh 8.6 11.6 0.0 10.7 1.4 0.0 0.6 1.8 0.0 4.3 3.7 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 3.7 13.9 0.0 3.5 7.9 0.0 3.4 10.5 0.0 1.4 9.8 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 57.6 49.2 0.0 60.1 35.8 0.0 42.4 28.1 0.0 56.0 39.0 0.0 LnGrp LOS E D E D D C E D Approach Vol, veh/h 1204 A 888 A 1721 A 1251 A Approach Delay, s/veh 50.9 42.1 30.4 40.3 Approach LOS D D C D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 9.4 50.1 13.7 36.8 22.5 37.0 14.5 36.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 9.5 38.5 10.5 33.5 15.5 32.5 12.5 31.5 Max Q Clear Time (g_c+I1), s 5.0 27.6 9.1 30.6 9.8 24.6 9.8 19.9 Green Ext Time (p_c), s 0.1 7.2 0.1 1.7 0.5 4.6 0.2 3.5 Intersection Summary HCM 6th Ctrl Delay 39.8 HCM 6th LOS D Notes Unsignalized Delay for [NBR, EBR, WBR, SBR] is excluded from calculations of the approach delay and intersection delay. Timings 2040 Total PM.syn 1: College Ave (US-287) & Prospect Rd 09/25/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)323 803 445 303 864 117 438 1563 238 221 1525 274 Future Volume (vph)323 803 445 303 864 117 438 1563 238 221 1525 274 Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 2 6 Detector Phase 7 4 4 3 8 8 5 2 2 1 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)9.5 22.5 22.5 9.5 22.5 22.5 9.5 22.5 22.5 9.5 22.5 22.5 Total Split (s)18.0 38.0 38.0 17.0 37.0 37.0 21.0 50.0 50.0 15.0 44.0 44.0 Total Split (%)15.0% 31.7% 31.7% 14.2% 30.8% 30.8% 17.5% 41.7% 41.7% 12.5% 36.7% 36.7% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 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)4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lead Lead Lag Lag Lag Lag Lag Lag Lead Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes 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)13.5 33.1 33.1 12.9 32.5 32.5 16.5 45.5 45.5 10.5 39.5 39.5 Actuated g/C Ratio 0.11 0.28 0.28 0.11 0.27 0.27 0.14 0.38 0.38 0.09 0.33 0.33 v/c Ratio 0.91 0.89 0.75 0.89 0.98 0.24 1.01 0.88 0.35 0.80 0.99 0.46 Control Delay 80.8 54.5 24.0 79.9 68.4 5.9 95.1 41.2 6.6 74.1 60.2 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 80.8 54.5 24.0 79.9 68.4 5.9 95.1 41.2 6.6 74.1 60.2 13.0 LOS F D C E E A F D A E E B Approach Delay 51.2 65.4 48.1 55.3 Approach LOS D E D E Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 110 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.01 Intersection Signal Delay: 54.0 Intersection LOS: D Intersection Capacity Utilization 90.1%ICU Level of Service E Analysis Period (min) 15 Splits and Phases: 1: College Ave (US-287) & Prospect Rd HCM 6th Signalized Intersection Summary 2040 Total PM.syn 1: College Ave (US-287) & Prospect Rd 09/25/2020 Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)323 803 445 303 864 117 438 1563 238 221 1525 274 Future Volume (veh/h)323 803 445 303 864 117 438 1563 238 221 1525 274 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 351 873 0 329 939 0 476 1699 0 240 1658 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 389 953 398 962 475 1948 294 1681 Arrive On Green 0.11 0.27 0.00 0.12 0.27 0.00 0.28 0.76 0.00 0.09 0.33 0.00 Sat Flow, veh/h 3456 3554 1585 3456 3554 1585 3456 5106 1585 3456 5106 1585 Grp Volume(v), veh/h 351 873 0 329 939 0 476 1699 0 240 1658 0 Grp Sat Flow(s),veh/h/ln 1728 1777 1585 1728 1777 1585 1728 1702 1585 1728 1702 1585 Q Serve(g_s), s 12.0 28.6 0.0 11.2 31.4 0.0 16.5 28.3 0.0 8.2 38.7 0.0 Cycle Q Clear(g_c), s 12.0 28.6 0.0 11.2 31.4 0.0 16.5 28.3 0.0 8.2 38.7 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 389 953 398 962 475 1948 294 1681 V/C Ratio(X)0.90 0.92 0.83 0.98 1.00 0.87 0.82 0.99 Avail Cap(c_a), veh/h 389 992 398 962 475 1948 302 1681 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 52.6 42.6 0.0 51.9 43.4 0.0 43.5 12.1 0.0 54.0 40.0 0.0 Incr Delay (d2), s/veh 23.7 12.5 0.0 13.5 23.1 0.0 41.7 5.7 0.0 15.4 19.0 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 6.5 14.1 0.0 5.6 16.7 0.0 8.8 5.4 0.0 4.2 18.9 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 76.3 55.1 0.0 65.4 66.5 0.0 85.2 17.9 0.0 69.4 59.0 0.0 LnGrp LOS E E E E F B E E Approach Vol, veh/h 1224 A 1268 A 2175 A 1898 A Approach Delay, s/veh 61.2 66.2 32.6 60.3 Approach LOS E E C E Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 14.7 50.3 18.3 36.7 21.0 44.0 18.0 37.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 10.5 45.5 12.5 33.5 16.5 39.5 13.5 32.5 Max Q Clear Time (g_c+I1), s 10.2 30.3 13.2 30.6 18.5 40.7 14.0 33.4 Green Ext Time (p_c), s 0.0 10.5 0.0 1.6 0.0 0.0 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 52.4 HCM 6th LOS D Notes Unsignalized Delay for [NBR, EBR, WBR, SBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th TWSC 2022 Total AM.syn 2: College Ave (US-287) & Access 09/22/2020 Alpine Banks Fort Collins Synchro 10 Report Page 1 Intersection Int Delay, s/veh 0.1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 18 1613 17 0 1410 Future Vol, veh/h 0 18 1613 17 0 1410 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length -0 ---- Veh in Median Storage, # 0 -0 --0 Grade, %0 -0 --0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 0 20 1753 18 0 1533 Major/Minor Minor1 Major1 Major2 Conflicting Flow All - 886 0 0 -- Stage 1 ------ Stage 2 ------ Critical Hdwy - 7.14 ---- Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy - 3.92 ---- Pot Cap-1 Maneuver 0 247 --0 - Stage 1 0 ---0 - Stage 2 0 ---0 - Platoon blocked, %--- Mov Cap-1 Maneuver - 247 ---- Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach WB NB SB HCM Control Delay, s 20.8 0 0 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 SBT Capacity (veh/h)-- 247 - HCM Lane V/C Ratio -- 0.079 - HCM Control Delay (s)-- 20.8 - HCM Lane LOS --C - HCM 95th %tile Q(veh)-- 0.3 - HCM 6th TWSC 2022 Total PM.syn 2: College Ave (US-287) & Access 09/25/2020 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 0.2 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 47 2002 31 0 2078 Future Vol, veh/h 0 47 2002 31 0 2078 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length -0 ---- Veh in Median Storage, # 0 -0 --0 Grade, %0 -0 --0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 0 51 2176 34 0 2259 Major/Minor Minor1 Major1 Major2 Conflicting Flow All - 1105 0 0 -- Stage 1 ------ Stage 2 ------ Critical Hdwy - 7.14 ---- Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy - 3.92 ---- Pot Cap-1 Maneuver 0 *447 --0 - Stage 1 0 ---0 - Stage 2 0 ---0 - Platoon blocked, %1 --- Mov Cap-1 Maneuver - *447 ---- Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach WB NB SB HCM Control Delay, s 14.1 0 0 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBT Capacity (veh/h)-- 447 - HCM Lane V/C Ratio -- 0.114 - HCM Control Delay (s)-- 14.1 - HCM Lane LOS --B - HCM 95th %tile Q(veh)-- 0.4 - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th TWSC 2040 Total AM.syn 2: College Ave (US-287) & Access 09/22/2020 Alpine Banks Fort Collins Synchro 10 Report Page 1 Intersection Int Delay, s/veh 0.1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 18 1765 17 0 1542 Future Vol, veh/h 0 18 1765 17 0 1542 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length -0 ---- Veh in Median Storage, # 0 -0 --0 Grade, %0 -0 --0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 0 20 1918 18 0 1676 Major/Minor Minor1 Major1 Major2 Conflicting Flow All - 968 0 0 -- Stage 1 ------ Stage 2 ------ Critical Hdwy - 7.14 ---- Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy - 3.92 ---- Pot Cap-1 Maneuver 0 218 --0 - Stage 1 0 ---0 - Stage 2 0 ---0 - Platoon blocked, %--- Mov Cap-1 Maneuver - 218 ---- Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach WB NB SB HCM Control Delay, s 23.1 0 0 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 SBT Capacity (veh/h)-- 218 - HCM Lane V/C Ratio -- 0.09 - HCM Control Delay (s)-- 23.1 - HCM Lane LOS --C - HCM 95th %tile Q(veh)-- 0.3 - HCM 6th TWSC 2040 Total PM.syn 2: College Ave (US-287) & Access 09/25/2020 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 0.2 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 47 2190 31 0 2273 Future Vol, veh/h 0 47 2190 31 0 2273 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length -0 ---- Veh in Median Storage, # 0 -0 --0 Grade, %0 -0 --0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 0 51 2380 34 0 2471 Major/Minor Minor1 Major1 Major2 Conflicting Flow All - 1207 0 0 -- Stage 1 ------ Stage 2 ------ Critical Hdwy - 7.14 ---- Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy - 3.92 ---- Pot Cap-1 Maneuver 0 *403 --0 - Stage 1 0 ---0 - Stage 2 0 ---0 - Platoon blocked, %1 --- Mov Cap-1 Maneuver - *403 ---- Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach WB NB SB HCM Control Delay, s 15.2 0 0 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 SBT Capacity (veh/h)-- 403 - HCM Lane V/C Ratio -- 0.127 - HCM Control Delay (s)-- 15.2 - HCM Lane LOS --C - HCM 95th %tile Q(veh)-- 0.4 - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th TWSC 2022 Total AM.syn 3: Alley Access & Prospect Rd 09/22/2020 Alpine Banks Fort Collins Synchro 10 Report Page 1 Intersection Int Delay, s/veh 0.1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 1049 33 0 901 0 12 Future Vol, veh/h 1049 33 0 901 0 12 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 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 1140 36 0 979 0 13 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 --- 588 Stage 1 ------ Stage 2 ------ Critical Hdwy ----- 6.94 Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy ----- 3.32 Pot Cap-1 Maneuver --0 -0 452 Stage 1 --0 -0 - Stage 2 --0 -0 - Platoon blocked, %--- Mov Cap-1 Maneuver ----- 452 Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB WB NB HCM Control Delay, s 0 0 13.2 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBT Capacity (veh/h)452 --- HCM Lane V/C Ratio 0.029 --- HCM Control Delay (s)13.2 --- HCM Lane LOS B --- HCM 95th %tile Q(veh)0.1 --- HCM 6th TWSC 2022 Total PM.syn 3: Alley Access & Prospect Rd 09/22/2020 Alpine Banks Fort Collins Synchro 10 Report Page 1 Intersection Int Delay, s/veh 0.3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 1103 48 0 1174 0 42 Future Vol, veh/h 1103 48 0 1174 0 42 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 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 1199 52 0 1276 0 46 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 --- 626 Stage 1 ------ Stage 2 ------ Critical Hdwy ----- 6.94 Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy ----- 3.32 Pot Cap-1 Maneuver --0 -0 427 Stage 1 --0 -0 - Stage 2 --0 -0 - Platoon blocked, %--- Mov Cap-1 Maneuver ----- 427 Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB WB NB HCM Control Delay, s 0 0 14.4 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBT Capacity (veh/h)427 --- HCM Lane V/C Ratio 0.107 --- HCM Control Delay (s)14.4 --- HCM Lane LOS B --- HCM 95th %tile Q(veh)0.4 --- HCM 6th TWSC 2040 Total AM.syn 3: Alley Access & Prosepct Rd 09/22/2020 Alpine Banks Fort Collins Synchro 10 Report Page 1 Intersection Int Delay, s/veh 0.1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 1148 34 0 986 0 12 Future Vol, veh/h 1148 34 0 986 0 12 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 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 1248 37 0 1072 0 13 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 --- 643 Stage 1 ------ Stage 2 ------ Critical Hdwy ----- 6.94 Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy ----- 3.32 Pot Cap-1 Maneuver --0 -0 416 Stage 1 --0 -0 - Stage 2 --0 -0 - Platoon blocked, %--- Mov Cap-1 Maneuver ----- 416 Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB WB NB HCM Control Delay, s 0 0 13.9 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBT Capacity (veh/h)416 --- HCM Lane V/C Ratio 0.031 --- HCM Control Delay (s)13.9 --- HCM Lane LOS B --- HCM 95th %tile Q(veh)0.1 --- HCM 6th TWSC 2040 Total PM.syn 3: Alley Access & Prospect Rd 09/22/2020 Alpine Banks Fort Collins Synchro 10 Report Page 1 Intersection Int Delay, s/veh 0.3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 1207 48 0 1284 0 43 Future Vol, veh/h 1207 48 0 1284 0 43 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 92 92 92 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 1312 52 0 1396 0 47 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 --- 682 Stage 1 ------ Stage 2 ------ Critical Hdwy ----- 6.94 Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy ----- 3.32 Pot Cap-1 Maneuver --0 -0 392 Stage 1 --0 -0 - Stage 2 --0 -0 - Platoon blocked, %--- Mov Cap-1 Maneuver ----- 392 Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB WB NB HCM Control Delay, s 0 0 15.4 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBT Capacity (veh/h)392 --- HCM Lane V/C Ratio 0.119 --- HCM Control Delay (s)15.4 --- HCM Lane LOS C --- HCM 95th %tile Q(veh)0.4 --- Kimley-Horn and Associates, Inc. 096083125 – Alpine Bank Fort Collins APPENDIX F Queue Analysis Worksheets Queues 2022 Total AM.syn 1: College Ave (US-287) & Prospect Rd 09/22/2020 Alpine Banks Fort Collins Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph)252 970 298 237 685 202 270 1454 220 90 1055 158 v/c Ratio 0.68 0.91 0.43 0.74 0.67 0.36 0.56 0.74 0.29 0.36 0.69 0.27 Control Delay 57.3 50.0 5.5 63.1 38.4 10.7 49.0 32.8 4.5 52.2 37.0 5.9 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 57.3 50.0 5.5 63.1 38.4 10.7 49.0 32.8 4.5 52.2 37.0 5.9 Queue Length 50th (ft)89 344 0 85 225 25 92 332 0 31 242 0 Queue Length 95th (ft)120 383 43 113 254 64 126 361 39 57 293 47 Internal Link Dist (ft)422 403 318 452 Turn Bay Length (ft)250 250 125 125 225 175 200 Base Capacity (vph)390 1077 689 327 1021 566 483 1963 746 296 1522 585 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 0.65 0.90 0.43 0.72 0.67 0.36 0.56 0.74 0.29 0.30 0.69 0.27 Intersection Summary Queues 2022 Total PM.syn 1: College Ave (US-287) & Prospect Rd 09/22/2020 Alpine Banks Fort Collins Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph)331 827 457 292 832 113 447 1590 241 223 1515 272 v/c Ratio 0.86 0.84 0.68 0.80 0.86 0.21 0.87 0.80 0.32 0.87 0.95 0.43 Control Delay 74.3 49.1 16.9 69.3 51.2 4.3 61.5 31.5 4.0 85.7 54.1 12.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 74.3 49.1 16.9 69.3 51.2 4.3 61.5 31.5 4.0 85.7 54.1 12.8 Queue Length 50th (ft)131 313 89 115 318 0 175 297 0 90 425 47 Queue Length 95th (ft)#206 386 207 #178 397 30 #256 336 46 #166 #534 123 Internal Link Dist (ft)422 403 318 452 Turn Bay Length (ft)250 250 125 125 225 175 200 Base Capacity (vph)386 1017 681 371 1002 545 514 1977 751 257 1595 627 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.86 0.81 0.67 0.79 0.83 0.21 0.87 0.80 0.32 0.87 0.95 0.43 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Queues 2040 Total AM.syn 1: College Ave (US-287) & Prospect Rd/Prosepct Rd 09/22/2020 Alpine Banks Fort Collins Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph)249 955 295 228 660 195 270 1451 220 97 1154 173 v/c Ratio 0.68 0.90 0.43 0.71 0.65 0.35 0.56 0.78 0.31 0.38 0.75 0.29 Control Delay 57.0 49.0 5.5 61.6 37.9 9.9 49.0 34.7 4.6 52.4 38.7 6.0 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 57.0 49.0 5.5 61.6 37.9 9.9 49.0 34.7 4.6 52.4 38.7 6.0 Queue Length 50th (ft)88 336 0 81 214 21 92 332 0 34 271 1 Queue Length 95th (ft)130 #451 61 #125 278 77 136 398 51 60 326 51 Internal Link Dist (ft)422 403 318 452 Turn Bay Length (ft)250 250 125 125 225 175 200 Base Capacity (vph)390 1077 687 327 1017 565 483 1868 720 296 1532 596 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 0.64 0.89 0.43 0.70 0.65 0.35 0.56 0.78 0.31 0.33 0.75 0.29 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Queues 2040 Total PM.syn 1: College Ave (US-287) & Prospect Rd 09/25/2020 Synchro 10 Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow (vph)351 873 484 329 939 127 476 1699 259 240 1658 298 v/c Ratio 1.07 0.94 0.75 0.92 0.98 0.24 0.90 0.84 0.34 0.80 0.99 0.46 Control Delay 120.7 61.9 22.6 84.9 68.4 5.9 71.1 37.7 5.9 74.1 60.2 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 120.7 61.9 22.6 84.9 68.4 5.9 71.1 37.7 5.9 74.1 60.2 13.0 Queue Length 50th (ft)~155 349 126 131 381 0 188 431 15 95 466 55 Queue Length 95th (ft)#252 #475 264 #219 #521 41 #283 497 70 #159 #582 136 Internal Link Dist (ft)422 403 318 452 Turn Bay Length (ft)250 250 125 125 225 175 200 Base Capacity (vph)328 928 643 357 958 527 529 2014 764 300 1673 653 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 0.94 0.75 0.92 0.98 0.24 0.90 0.84 0.34 0.80 0.99 0.46 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. Kimley-Horn and Associates, Inc. 096083125 – Alpine Bank Fort Collins APPENDIX G Drive Through Queuing Information Drive-Through Queue Generation 1 February 2012 Drive-Through Queue Generation Mike Spack, PE, PTOE, Max Moreland, EIT, Lindsay de Leeuw, Nate Hood 1.0 Introduction This report provides queuing data for businesses with drive-through services. It is intended to Trip Generation and Parking Generation reports. The data presentation is modeled on the Parking Generation report and data is provided based on at least six sites, similar to data sets marked as statistically significant in Trip Generation. Businesses with drive-through lanes are very common in the United States and having data that gives usage information for drive-through lanes will assist designers as well as cities in determining the appropriate amount of storage needed for proposed drive-through businesses. Data for drive-through queues was published by the ITE Technical Council Committee 5D-10 in 1995 based on information collected bet also published in 2009 by Mark Stuecheli, PTP giving updated information for bank and coffee shop drive-through lanes. The results from the 2009 study are incorporated into this paper (thank you Mark for your assistance). 2.0 Data Collection Data was collected using COUNTcam video recording systems at a total of 30 drive-through locations in Minneapolis, MN and several surrounding suburbs between 2010 and 2012 (26 of the 30 videos were recorded in February of 2012, which should represent peak usage in the cold Minnesota winter). Videos of drive-through lanes were collected at banks, car washes, coffee shops, fast food restaurants and pharmacies. A total of six locations were selected for each of the five different land uses. Each location was recorded for between one and five days where the majority of locations were recorded for two consecutive days. The days of the week that each video was recorded on varies. The 24-hour videos were watched at high speeds with the PC-TAS counting software and maximum queues throughout the day were noted. Most of the COUNTcams were set up such that the entire queue lane could be seen, but at a few locations the drive-through lanes wrapped around the building in a way that the entire queue length would not be able to be seen. For these situations, the COUNTcams were set up so that the ordering window and back of the queue could be seen and it was noted how many vehicles could fit between the ordering window and the front of the queue. For drive-through locations with multiple lanes, the number of lanes was noted but the maximum queue is defined as the sum of the queues at each lane for any given point in time, not the queue per lane. This approach provides overall demand, which may assist designers in determining how many drive through lanes are appropriate in addition to determining how long they should be. Drive-Through Queue Generation 2 February 2012 Once the maximum queue for each day at each location was determined, the data was compiled and statistics for each land use were calculated. The average maximum queue, standard deviation, coefficient of variation, range, 85th percentile and 33rd percentile were calculated for each land use. Data for drive-through coffee shops and banks from the Kansas City, Kansas metropolitan area was published in the 2009 paper New Drive-Through Stacking Information for Banks and Coffee Shops by Mark Stuecheli. This data is included in the analysis. 3.0 Data Analysis Based on the peak queue lengths, it is apparent that each land use will require a different minimum drive through stacking distance. The results for each land use can be found below. The peak queue lengths for each location, broken down by land use and day of the week, can be found in the Appendix. 3.1 Banks Data collection was done at six banks with drive-through services (including one credit union) in August 2011 and February 2012. Twelve days of data were collected. The banks were located in the cities of Minneapolis, Robbinsdale and St. Louis Park, MN. All of the locations had a lane with a drive-through ATM and at least two other lanes. Though service times may differ for ATM lanes compared to the regular lanes, the maximum queues were counted together. This is because based upon what was observed, vehicles would occasionally switch the lane they were in. For example, a vehicle waiting in the ATM line with a queue of three vehicles may move over to a regular line with a queue of only one vehicle. Much of w -through lane can also be accomplished at that Vehicles being served were counted as being in the queue. Nine days of data from the Kansas City, Kansas area is also included. This data does not factor in vehicles in ATM lanes. Table 3.1 Drive-Through Bank Maximum Queue Statistics Minnesota Data Minnesota + Kansas Data Number of Data Points 12 21 Average Maximum Queue (Vehicles)5.83 5.76 Standard Deviation (Vehicles)1.85 2.21 Coefficient of Variation 32%38% Range (Vehicles)3 to 8 1 to 10 85th Percentile (Vehicles)8.00 8.00 33rd Percentile (Vehicles)5.00 5.00 Drive-Through Queue Generation 5 February 2012 Figure 3.2 Drive-Through Car Wash Maximum Queue Frequency Two of the car washes had two lanes while the other four were one lane car washes. The full- service car wash had two lanes and also produced the highest maximum queue of 10 vehicles. The maximum queues for car washes were spread throughout the afternoon from 12:30pm to 8:30pm. With an 85th percentile maximum queue of more than six vehicles, the data suggests that car washes with drive-through lanes should be able to accommodate 140 feet of vehicle stacking throughout the day. 3.3 Coffee Shops Data collection was done at six coffee shops with drive-through services in November 2010, August 2011 and February 2012. Fourteen days of data were collected. The coffee shops were located in the cities of Edina, Hopkins, Minneapolis, Roseville and St. Louis Park, MN. Vehicles being served were counted as being in the queue. Twelve days of data from the Kansas City, Kansas area is also included. Table 3.3 Drive-Through Coffee Shop Maximum Queue Statistics Minnesota Data Minnesota + Kansas Data Number of Data Points 14 26 Average Maximum Queue (Vehicles)11.00 10.23 Standard Deviation (Vehicles)2.25 2.76 Coefficient of Variation 20%27% Range (Vehicles)7 to 16 3 to 16 85th Percentile (Vehicles)13.50 13.00 33rd Percentile (Vehicles)10.00 9.91 0 1 2 3 4 5 0 2 4 6 8 10Frequency Maximum Queue Length (Vehicles) Drive-Through Queue Generation 6 February 2012 Figure 3.3.1 Drive-Through Coffee Shop Maximum Queue Frequency Minnesota Data Figure 3.3.2 Drive-Through Coffee Shop Maximum Queue Frequency MN + KS Data 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16Frequency Maximum Queue Length (Vehicles) 0 1 2 3 4 5 6 2 4 6 8 10 12 14 16Frequency Maximum Queue Length (Vehicles) Drive-Through Queue Generation 7 February 2012 Coffee shops produced the longest maximum queues of any of the land uses in this study with all of the maximum queues occurring in the morning. In four of the six cases, the queues spilled out of the parking lot and into the street. These spillovers would typically only happen once or twice a day and last only a few minutes, however, one location had stacking into the street for about 15 minutes in addition to multiple periods of several minutes where cars would queue in the street. With an 85th percentile maximum queue of 13 vehicles, the data suggests that coffee shops with drive-through lanes should be able to accommodate at least 260 feet of vehicle stacking during morning hours. 3.4 Fast Food Restaurants Data collection was done at six fast food restaurants with drive-through services in August 2011 and February 2012. Fourteen days of data were collected. The restaurants were located in the cities of Golden Valley, Hopkins, Minneapolis and St. Louis Park, MN. Vehicles being served were counted as being in the queue. Table 3.4 Drive-Through Fast Food Restaurant Maximum Queue Statistics Number of Data Points 14 Average Maximum Queue (Vehicles)8.50 Standard Deviation (Vehicles)2.68 Coefficient of Variation 32% Range (Vehicles)5-13 85th Percentile (Vehicles)12.00 33rd Percentile (Vehicles)7.90 Kimley-Horn and Associates, Inc. 096083125 – Alpine Bank Fort Collins APPENDIX H Conceptual Site Plan TRASH ENCLOSURE HISTORICAL BUILDING RELOCATED PROPOSED BANK EXIT ONLY- - - - - - - - - - - - - - STAMP H:\Alpine Bank\CO, Fort Collins - XXXXX - College & Prospect\CADD\3 CD\Site Plan\ALB001_SP_02-Site.dwg - Matt Bundren - 11/18/2020Init.#Issue / DescriptionDate 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. COPYRIGHT GallowayUS.com 6162 S. Willow Drive, Suite 320 Greenwood Village, CO 80111 303.770.8884 PRELIMINARYNOT FOR BIDDINGNOT FOR CONSTRUCTIONDate: Drawn By: Project No: Checked By: ALB000001 OF 9SITE PLANS FORALPINE BANK1608 SOUTH COLLEGE AVENUES. COLLEGE AVE. & PROSPECT ROADFORT COLLINS, COLORADOOCTOBER 2020 EM WV WM SS CODYH IR ECB TL E EVT GM RI E SCALE: 1"=20' 0 10 20 2 SITE PLAN