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Home My WebLink About2018CV01 - SUTHERLAND V. CITY OF FORT COLLINS, ET AL - 022C - AGENDA ITEM PART 3DELICH 255 Johnson Drive TIS, October 2017 ASSOCIATES Page 2 II. EXISTING CONDITIONS The location of the 255 Johnson Drive site is shown in Figure 1. It is important that a thorough understanding of the existing conditions be presented. Land Use Land uses in the area are primarily commercial or residential. Land adjacent to the site is flat (<2% grade) from a traffic operations perspective. This site is near the center of Fort Collins. Colorado State University is north of the proposed 255 Johnson Drive site. Roads The primary streets near the 255 Johnson Drive site are College Avenue, Johnson Drive, Spring Park Drive, and Arthur Drive. Figure 2 shows a schematic of the existing geometry at the College/Spring Park-Johnson and College/Spring intersections. College Avenue (US287) is to the east of the 255 Johnson Drive site. It is classified as a six-lane arterial street on the Fort Collins Master Street Plan. Currently, College Avenue has a six-lane cross section in this area. At the College/Spring Park- Johnson intersection, College Avenue has northbound and southbound left-turn lanes and three through lanes in each direction. At the College/Arthur intersection, College Avenue has northbound and southbound left-turn lanes and three through lanes in each direction. The College/Spring Park-Johnson intersection has signal control. The College/Arthur intersection has stop sign control on Arthur Drive. The posted speed limit in this area of College Avenue is 40 mph. Spring Park Drive is to the east of the 255 Johnson Drive site. It is an east-west street designated as a collector street on the Fort Collins Master Street Plan. Currently, it has a two-lane cross section in this area. Spring Park Drive is the east leg of the College/Spring Park-Johnson intersection. At the College/Spring Park-Johnson intersection, Spring Park Drive has a westbound left-turn lane and a westbound through/right-turn lane. The posted speed limit on Spring Park is 25 mph. Johnson Drive is to the north (adjacent to) of the 255 Johnson Drive site. It is an east-west street designated as a local street on the Fort Collins Master Street Plan. Currently, it has a two-lane cross section with parking on both sides of the street. Johnson Drive is the west leg of the College/Spring Park-Johnson intersection. At the College/Spring Park-Johnson intersection, Johnson Drive has all eastbound movements combined into a single lane. Johnson Drive is off set to the north of Spring Park Drive (~45 feet). There is no posted speed limit on Johnson Drive. Traffic Impact Study ATTACHMENT 11 to Staff Report to P&Z SCALE: 1"=500' SITE LOCATION Figure 1 DELICH ASSOCIATES 255 Johnson Drive, October 2017 Page 3 Prospect Road Arthur Drive Johnson Drive Spring Park Drive College Avenue 255 Johnson Drive Traffic Impact Study ATTACHMENT 11 to Staff Report to P&Z EXISTING GEOMETRY Figure 2 DELICH ASSOCIATES 255 Johnson Drive TIS, October 2017 Page 4 Johnson Drive Spring Park Drive Arthur Drive College Avenue Retail Access - Denotes Lane Traffic Impact Study ATTACHMENT 11 to Staff Report to P&Z DELICH 255 Johnson Drive TIS, October 2017 ASSOCIATES Page 5 Arthur Drive is an east-west street designated as a local street on the Fort Collins Master Street Plan. Currently, Arthur Drive has a two-lane cross section with parking on both sides of the street. Arthur Drive is the west leg of the College/Arthur intersection. The east leg is into a retail development. At the College/Arthur intersection, Arthur Drive has all movements combined into a single lane. The posted speed limit in this area of Arthur Drive is 25 mph. Existing Traffic Figure 3 shows the recent morning and afternoon peak hour traffic counts at the College/Spring Park-Johnson and College/Arthur intersections. Recent count data at the College/Johnson-Spring Park and College/Arthur intersections was obtained in May 2017. Raw count data is provided in Appendix B. Existing Operation The College/Spring Park-Johnson and College/Arthur intersections were evaluated using techniques provided in the 2010 Highway Capacity Manual (2010HCM). Using the peak hour traffic shown in Figure 3, the peak hour operation is shown in Table 1. The College/Spring Park-Johnson and College/Arthur intersections meet the City of Fort Collins Motor Vehicle LOS Standard during the morning and afternoon peak hours with existing signal control, geometry, and signal timing Calculation forms are provided in Appendix C. At the College/Arthur intersection, the calculated delay for the northbound left-turn lane was commensurate with level of service F. The calculated delay associated with level of service F operation is provided in Table 1. A description of level of service for signalized and unsignalized intersections from the 2010 Highway Capacity Manual and a table showing the Fort Collins Motor Vehicle LOS Standards (Intersections) are also provided in Appendix C. Acceptable operation at signalized intersections during the peak hours is defined as level of service D or better for the overall intersection, and level of service E or better for any leg or movement. At arterial/arterial and collector/collector stop sign controlled intersections, acceptable operation is considered to be at level of service E, overall and level of service F, for any approach leg. At arterial/collector, arterial/local, collector/local, and local/local stop sign controlled intersections, acceptable operation is considered to be at level of service D, overall and level of service F, for any approach leg. Pedestrian Facilities There are sidewalks along College Avenue, Spring Park Drive, Johnson Drive, Spring Court, and the north side of Arthur Drive. Traffic Impact Study ATTACHMENT 11 to Staff Report to P&Z RECENT PEAK HOUR TRAFFIC Figure 3 DELICH ASSOCIATES 255 Johnson Drive TIS, October 2017 Page 6 Johnson Drive AM/PM 7/9 1557/1640 17/27 8/12 922/2225 14/37 5/8 0/0 6/12 65/67 1/3 24/97 2/5 1580/1675 1/1 1/2 951/2331 0/1 1/0 0/0 4/6 0/1 0/0 0/0 Spring Park Drive Arthur Drive College Avenue Retail Access Traffic Impact Study ATTACHMENT 11 to Staff Report to P&Z DELICH 255 Johnson Drive TIS, October 2017 ASSOCIATES Page 7 TABLE 1 Current Peak Hour Operation Intersection Movement Level of Service AM PM College/Spring Park-Johnson (signal) EB LT/T/RT E E WB LT E E WB T/RT D D WB APPROACH E E NB LT A B NB T/RT A A NB APPROACH A A SB LT A A SB T/RT A A SB APPROACH A A OVERALL A A College/Arthur (stop sign) EB LT/T/RT C D WB LT/T/RT A C NB LT C F (54.4 secs) SB LT A D OVERALL A A Traffic Impact Study ATTACHMENT 11 to Staff Report to P&Z DELICH 255 Johnson Drive TIS, October 2017 ASSOCIATES Page 8 Bicycle Facilities Bicycle lanes exist on Spring Park Drive. The Spring Creek Trail is to the north of the site and Mason Trail is to the west of the site. Bike lanes are not required on local streets. Transit Facilities This area of Fort Collins is served by The Max. There is a Max stop to the south of 255 Johnson Drive. Traffic Impact Study ATTACHMENT 11 to Staff Report to P&Z DELICH 255 Johnson Drive TIS, October 2017 ASSOCIATES Page 9 III. PROPOSED DEVELOPMENT The 255 Johnson Drive development is a student residential development with 412 beds (192 apartment dwelling units). Figure 4 shows a site plan of the 255 Johnson Drive development. The site plan shows access to/from Spring Court. The 255 Johnson Drive development will replace the existing mini storage and the duplexes on the west side of Spring Court. The short range analysis (Year 2022) includes development of the 255 Johnson Drive site and an appropriate increase in background traffic, due to normal growth, and other approved developments in the area. The long range analysis (Year 2035) includes background traffic due to normal growth and in general accordance with the Fort Collins Structure Plan. Trip Generation Trip generation is important in considering the impact of a development such as this upon the existing and proposed street system. A compilation of trip generation information contained in Trip Generation, 9th Edition, ITE is customarily used to estimate trips that would be generated by the proposed/expected use at a site. However, the City of Fort Collins has developed trip generation rates for apartment projects similar to 255 Johnson Drive. The Fort Collins trip generation rates are specifically applied to student housing projects. Table 2 shows the daily and peak hour trip generation for the 255 Johnson Drive site. It is assumed that alternative modes (pedestrian, bicycle, and transit) have been considered in the City of Fort Collins rates for apartments. The trip generation of the 255 Johnson Drive development resulted in 1092 daily trip ends, 78 morning peak hour trip ends, and 173 afternoon peak hour trip ends. TABLE 2 Trip Generation Code Use Size AWDTE AM Peak Hour PM Peak Hour Rate Trips Rate In Rate Out Rate In Rate Out 220 Apartment 412 Beds 2.65 1092 0.04 16 0.15 62 0.27 111 0.15 62 Trip Distribution Directional distribution of the generated trips was determined for the 255 Johnson Drive site. Figure 5 shows the vehicle trip distribution used for the 255 Johnson Drive site. The trip distribution was agreed to by City of Fort Collins staff in the scoping discussions. Traffic Impact Study ATTACHMENT 11 to Staff Report to P&Z SITE PLAN Figure 4 DELICH ASSOCIATES 255 Johnson Drive TIS, October 2017 Page 10 Traffic Impact Study ATTACHMENT 11 to Staff Report to P&Z TRIP DISTRIBUTION Figure 5 DELICH ASSOCIATES 255 Johnson Drive TIS, October 2017 Page 11 Johnson Drive AM/PM Spring Park Drive Arthur Drive College Avenue Retail Access 30% 70% Traffic Impact Study ATTACHMENT 11 to Staff Report to P&Z DELICH 255 Johnson Drive TIS, October 2017 ASSOCIATES Page 12 Background Traffic Projections Figures 6 and 7 show the short range (2022) and long range (2035) background peak hour traffic projections at the key intersections. Traffic at the key intersections was increased at a rate of one percent per year for the short range (2022) and long range (2035) background traffic forecasts. In addition to this, site generated traffic from Elevations Credit Union was included in the traffic forecasts. Traffic from duplexes were excluded from the traffic forecasts since they will be razed for the 255 Johnson Drive development. Trip Assignment Trip assignment is how the generated and distributed trips are expected to be loaded on the street system. The assigned trips are the resultant of the trip distribution process. Using the trip distribution shown in Figure 5, Figure 8 shows the assignment of the site generated peak hour vehicle traffic. The site generated vehicle traffic was combined with the background traffic to determine the total forecasted vehicle traffic at the key intersections. Figures 9 and 10 shows the short range (2022) and long range (2035) total peak hour vehicle traffic at the key intersections. Signal Warrants As a matter of policy, traffic signals are not installed at any location unless warrants are met according to the Manual on Uniform Traffic Control Devices (MUTCD). The College/Spring Park-Johnson intersection is currently signalized. The stop sign controlled intersection at the College/Arthur intersection is not expected to meet peak hour signal warrants and does not meet signal spacing requirements. Geometry The short range (2022) and long range (2035) geometry is shown in Figure 11. This is the existing geometry at the College/Arthur intersection. According to Figure 8-1 of LCUASS left-turn lanes are required at all intersections and all-movement accesses on arterial roadways. Therefore, the College/Spring Park-Johnson intersection was analyzed with and without a separate eastbound left-turn lane in the short range (2022) and long range (2035) total peak hours to determine if this lane has an impact on the level of service. Operation Analysis Operation analyses were performed at the College/Spring Park-Johnson and College/Arthur intersections. The operation analyses were conducted for the short range future, reflecting a year 2022 condition and for the long range future, reflecting a Traffic Impact Study ATTACHMENT 11 to Staff Report to P&Z SHORT RANGE (2022) BACKGROUND PEAK HOUR TRAFFIC Figure 6 DELICH ASSOCIATES 255 Johnson Drive TIS, October 2017 Page 13 Johnson Drive AM/PM 11/26 1637/1725 18/28 8/12 983/2367 15/39 14/36 0/0 6/12 68/70 1/3 25/102 10/12 1665/1777 1/1 3/6 1011/2474 0/1 1/1 0/0 10/30 0/1 0/0 0/0 Spring Park Drive Arthur Drive College Avenue Retail Access Traffic Impact Study ATTACHMENT 11 to Staff Report to P&Z LONG RANGE (2035) BACKGROUND PEAK HOUR TRAFFIC Figure 7 DELICH ASSOCIATES 255 Johnson Drive TIS, October 2017 Page 14 Johnson Drive 10/25 1865/1960 20/30 10/10 1115/2690 15/45 15/35 5/5 5/10 80/80 5/5 30/115 10/10 1885/2005 5/5 5/5 1140/2805 5/5 5/5 0/0 10/30 5/5 0/0 5/5 Spring Park Drive Arthur Drive College Avenue Retail Access AM/PM Rounded to Nearest 5 Vehicles Traffic Impact Study ATTACHMENT 11 to Staff Report to P&Z SITE GENERATED PEAK HOUR TRAFFIC Figure 8 DELICH ASSOCIATES 255 Johnson Drive TIS, October 2017 Page 15 Johnson Drive AM/PM 4/31 11/78 43/43 15/15 1/2 4/31 15/15 4/4 Spring Park Drive Arthur Drive College Avenue Retail Access Traffic Impact Study ATTACHMENT 11 to Staff Report to P&Z SHORT RANGE (2022) TOTAL PEAK HOUR TRAFFIC Figure 9 DELICH ASSOCIATES 255 Johnson Drive TIS, October 2017 Page 16 Johnson Drive AM/PM 15/57 1637/1725 18/28 19/90 983/2367 15/39 57/79 0/0 21/27 68/70 1/3 25/102 11/14 1669/1808 1/1 3/6 1026/2489 0/1 1/1 0/0 14/34 0/1 0/0 0/0 Spring Park Drive Arthur Drive College Avenue Retail Access Traffic Impact Study ATTACHMENT 11 to Staff Report to P&Z LONG RANGE (2035) TOTAL PEAK HOUR TRAFFIC Figure 10 DELICH ASSOCIATES 255 Johnson Drive TIS, October 2017 Page 17 Johnson Drive 15/55 1865/1960 20/30 20/90 1115/2690 15/45 60/80 5/5 20/25 80/80 5/5 30/115 10/15 1890/2035 5/5 5/5 1155/2820 5/5 5/5 0/0 15/35 5/5 0/0 5/5 Spring Park Drive Arthur Drive College Avenue Retail Access AM/PM Rounded to Nearest 5 Vehicles Traffic Impact Study ATTACHMENT 11 to Staff Report to P&Z SHORT RANGE (2022) AND LONG RANGE (2035) GEOMETRY Figure 11 DELICH ASSOCIATES 255 Johnson Drive TIS, October 2017 Page 18 Johnson Drive Spring Park Drive Arthur Drive College Avenue Retail Access - Denotes Lane or Traffic Impact Study ATTACHMENT 11 to Staff Report to P&Z DELICH 255 Johnson Drive TIS, October 2017 ASSOCIATES Page 19 year 2035 condition. The long range (2035) operational analyses are used for planning and informational purposes only. The short range (2022) and long range (2035) total peak hours were analyzed with and without a northbound left-turn arrow at the College/Spring Park-Johnson intersection. Using the short range (2022) background peak hour traffic volumes, the College/Spring Park-Johnson and College/Arthur intersections operate as indicated in Table 3. Calculation forms for these analyses are provided in Appendix D. The key intersections will meet the City of Fort Collins Motor Vehicle LOS Standard in the morning and afternoon peak hours with the existing geometry. At the College/Arthur intersection, the calculated delay for the northbound left-turn lane and eastbound approach was commensurate with level of service F. The calculated delay associated with level of service F operation is provided in Table 3. Using the long range (2035) background peak hour traffic volumes, the College/Spring Park-Johnson and College/Arthur intersections operate as indicated in Table 4. Calculation forms for these analyses are provided in Appendix E. In the long range (2035) future, the key intersections will meet the City of Fort Collins Motor Vehicle LOS Standard in the morning and afternoon peak hour with the existing geometry. At the College/Arthur intersection, the calculated delay for the northbound left-turn lane, eastbound approach, westbound approach was commensurate with level of service F. The calculated delay associated with level of service F operation is provided in Table 4. Using the short range (2022) total peak hour traffic volumes, the College/Spring Park-Johnson and College/Arthur intersections operate as indicated in Table 5. Calculation forms for these analyses are provided in Appendix F. The key intersections will meet the City of Fort Collins Motor Vehicle LOS Standard in the morning and afternoon peak hours with the existing geometry. The College/Spring Park-Johnson intersection was also analyzed with an eastbound left-turn lane and an eastbound through/right-turn lane. At the College/Arthur intersection, the calculated delay for the northbound left-turn lane and eastbound approach was commensurate with level of service F. The calculated delay associated with level of service F operation is provided in Table 5. Using the long range (2035) total peak hour traffic volumes, the College/Spring Park-Johnson and College/Arthur intersections operate as indicated in Table 6. Calculation forms for these analyses are provided in Appendix G. In the long range (2035) future, the key intersections will meet the City of Fort Collins Motor Vehicle LOS standard in the morning and afternoon peak hours with the existing geometry. The College/Spring Park-Johnson intersection was also analyzed with an eastbound left-turn lane and an eastbound through/right-turn lane. At the College/Arthur intersection, the calculated delay for the northbound left-turn lane, eastbound approach, westbound approach was commensurate with level of service F. The calculated delay associated with level of service F operation is provided in Table 6. Traffic Impact Study ATTACHMENT 11 to Staff Report to P&Z DELICH 255 Johnson Drive TIS, October 2017 ASSOCIATES Page 20 TABLE 3 Short Range (2022) Background Peak Hour Operation Intersection Movement Level of Service AM PM College/Spring Park-Johnson (signal) EB LT/T/RT E E WB LT E E WB T/RT D D WB APPROACH E E NB LT A B NB T/RT A A NB APPROACH A A SB LT A B SB T/RT A A SB APPROACH A A OVERALL A A College/Arthur (stop sign) EB LT/T/RT C F (66.6 secs) WB LT/T/RT A C NB LT C F (73 secs) SB LT A D OVERALL A A Traffic Impact Study ATTACHMENT 11 to Staff Report to P&Z DELICH 255 Johnson Drive TIS, October 2017 ASSOCIATES Page 21 TABLE 4 Long Range (2035) Background Peak Hour Operation (For Information Only) Intersection Movement Level of Service AM PM College/Spring Park-Johnson (signal) EB LT/T/RT E E WB LT E E WB T/RT D D WB APPROACH E E NB LT A C NB T/RT A A NB APPROACH A A SB LT A B SB T/RT A B SB APPROACH A B OVERALL A B College/Arthur (stop sign) EB LT/T/RT E F (645.7 secs) WB LT/T/RT F (136 secs) F (615.3 secs) NB LT C F (113.3 secs) SB LT E E (54.4 secs) OVERALL A A Traffic Impact Study ATTACHMENT 11 to Staff Report to P&Z DELICH 255 Johnson Drive TIS, October 2017 ASSOCIATES Page 22 TABLE 5 Short Range (2022) Total Peak Hour Operation Intersection Movement Level of Service AM PM College/Spring Park-Johnson (signal) (existing geometry) (no northbound left-turn arrow) EB LT/T/RT E E WB LT E E WB T/RT D D WB APPROACH E E NB LT A D NB T/RT A A NB APPROACH A A SB LT A B SB T/RT A B SB APPROACH A B OVERALL A B College/Spring Park-Johnson (signal) (eastbound left-turn lane) (no northbound left-turn arrow) EB LT E E EB T/RT A A EB APPROACH E E WB LT E E WB T/RT D D WB APPROACH E E NB LT A D NB T/RT A A NB APPROACH A A SB LT A B SB T/RT A B SB APPROACH A B OVERALL A B College/Spring Park-Johnson (signal) (existing geometry) (northbound left-turn arrow) EB LT/T/RT E E WB LT E E WB T/RT D D WB APPROACH E E NB LT A C NB T/RT A A NB APPROACH A A SB LT A B SB T/RT A B SB APPROACH A B OVERALL A B College/Arthur (stop sign) EB LT/T/RT C F (71.8 secs) WB LT/T/RT A C NB LT C F (76.9 secs) SB LT A D DELICH 255 Johnson Drive TIS, October 2017 ASSOCIATES Page 23 TABLE 6 Long Range (2035) Total Peak Hour Operation (For Information Only) Intersection Movement Level of Service AM PM College/Spring Park-Johnson (signal) (existing geometry) (no northbound left-turn arrow) EB LT/T/RT E E WB LT E E WB T/RT D D WB APPROACH E E NB LT A E NB T/RT A A NB APPROACH A B SB LT B C SB T/RT A B SB APPROACH A B OVERALL A B College/Spring Park-Johnson (signal) (eastbound left-turn lane) (no northbound left-turn arrow) EB LT E E EB T/RT D D EB APPROACH E E WB LT E E WB T/RT D D WB APPROACH E E NB LT A E NB T/RT A A NB APPROACH A B SB LT B C SB T/RT A B SB APPROACH A B OVERALL A B College/Spring Park-Johnson (signal) (existing geometry) (northbound left-turn arrow) EB LT/T/RT E E WB LT E E WB T/RT D D WB APPROACH E E NB LT A C NB T/RT A A NB APPROACH A A SB LT B C SB T/RT A C SB APPROACH A C OVERALL A B College/Arthur (stop sign) EB LT/T/RT E F (897.3 secs) WB LT/T/RT F (145.7 secs) F (1034.9 secs) NB LT C F (134.1 secs) DELICH 255 Johnson Drive TIS, October 2017 ASSOCIATES Page 24 College/Spring Park-Johnson Intersection Eastbound Left-turn and Northbound Left-turn Arrow Analysis According to the analyses, adding the eastbound left-turn lane increases the delay for the east leg approach compared to that with the existing geometry. However, this is due to the fact that the right turning vehicles can make their turning movement during the minor street red phase and are not included in the approach delay calculation. The eastbound left-turn lane should be considered if feasible. Adding the northbound left-turn arrow increases the overall delay of the College/Spring Park-Johnson intersection, but no change in the overall LOS letter designation. The northbound left-turn delay is reduced in the morning and afternoon peak hours. The afternoon peak hour LOS goes from D to C with a northbound left-turn arrow. However, based on the afternoon 95th percentile queue without a northbound left-turn lane, the queue will spill into the northbound through lane. The northbound left- turn queue will not spill into the northbound through lane, based on the 95th percentile calculation with a northbound left-turn arrow. Therefore, it is recommended that a northbound left-turn arrow be installed. Pedestrian Level of Service Appendix H shows a map of the area that is within 1320 feet of the 255 Johnson Drive site. The 255 Johnson Drive site is located within an area termed as “Activity Centers and Corridors,” which sets the level of service threshold at LOS B for measured categories, except for street crossing at LOS C. There are four destination areas within 1320 feet of the proposed 255 Johnson Drive site: 1) the Spring Creek and Mason trails; 2) the residential/commercial area to the north of the site; 3) the commercial area to the south of the site; and 4) the offices to the southwest of the site. This site is proposed to develop as student housing, therefore CSU (Area #5) was added to the destination areas even though it is outside of the 1320 feet. The pedestrian LOS Worksheet is provided in Appendix H. Currently, acceptable pedestrian level of service is achieved for all pedestrian destinations, except for the Commercial area to the south. Furthermore, all pedestrian destinations achieve a level of service of A, except for the Commercial area to the south. This assumes that students use the Prospect Road Underpass to get to CSU. The commercial area to the south will meet acceptable pedestrian level of service with the proposed Spring Station Development and a proposed stair connection. This route will be non-ADA compliant, but will be an asset to most of the walking public. Individuals that cannot go up/down the stairs have two other routes. One route to the commercial area to the south is the Mason Trail to the Max station overpass. This route achieves level of service A for all thresholds, except directness. The other route is using the College Avenue sidewalk. This route achieves level of service A for all thresholds, except directness and continuity. The directness is at level of service B which is acceptable. In order to achieve acceptable level of service for continuity, the College Avenue sidewalk would have to be separated with a landscape parkway. This is unlikely to happen in the foreseeable future. Traffic Impact Study ATTACHMENT 11 to Staff Report to P&Z DELICH 255 Johnson Drive TIS, October 2017 ASSOCIATES Page 25 Bicycle Level of Service Appendix H shows a map of the area that is within 1320 feet of the 255 Johnson Drive site. Based upon Fort Collins bicycle LOS criteria, there are three destination areas within 1320 feet of the proposed 255 Johnson Drive site: 1) the Spring Creek and Maxwell trails; 2) the residential/commercial area to the north of the site; and 3) the commercial area to the south of the site. This site is proposed to develop as student housing, therefore CSU (Area #4) was added to the destination areas even though it is outside of the 1320 feet. Table 2 shows the bicycle LOS to the destination areas. Acceptable bicycle level of service cannot be achieved based on the requirement that the site must be directly connected to both North-South and East-West on-street lanes. Due to the location of the site, it is unlikely that this will occur in the foreseeable future. In this area College Avenue does not allow bicycle traffic. College Avenue However, this site is directly connected to both North-South (Mason) and East-West (Spring Creek) trails. At this location these trails will act similarly to on-street lanes Transit Level of Service This area of Fort Collins is served by The Max. There is a Max stop to the south of 255 Johnson Drive. Traffic Impact Study ATTACHMENT 11 to Staff Report to P&Z DELICH 255 Johnson Drive TIS, October 2017 ASSOCIATES Page 26 IV. CONCLUSIONS/RECOMMENDATIONS This study assessed the impacts of the 255 Johnson Drive development on the short range (2022) and long range (2035) street system in the vicinity of the proposed development. As a result of this analysis, the following is concluded:  The development of the 255 Johnson Drive site is feasible from a traffic engineering standpoint. At full development, the 255 Johnson Drive site will generate approximately 1092 daily trip ends, 78 morning peak hour trip ends, and 173 afternoon peak hour trip ends.  Current operation at the College/Spring Park-Johnson and College/Arthur intersections meet the City of Fort Collins Motor vehicle LOS Standard during the morning and afternoon peak hours. At the College/Arthur intersection, the calculated delay for the northbound left-turn lane was commensurate with level of service F in the afternoon peak hour.  In the short range (2022) future, given development of the 255 Johnson Drive site and an increase in background traffic, the College/Spring Park-Johnson and College/Arthur intersections will meet the City of Fort Collins Motor Vehicle LOS Standard in the morning and afternoon peak hours. At the College/Arthur intersection, the calculated delay for the northbound left-turn lane was commensurate with level of service F in the afternoon peak hour.  In the long range (2035) future, given development of the 255 Johnson Drive site and an increase in background traffic, the key intersections will meet the City of Fort Collins Motor Vehicle LOS Standard in the morning and afternoon peak hours. The long range (2035) operational analyses are used for planning and informational purposes only. At the College/Arthur intersection, the calculated delay for the northbound left-turn lane was commensurate with level of service F in the afternoon peak hour.  The short range (2022) and long range (2035) geometry is shown in Figure 11. According to Figure 8-1 of LCUASS left-turn lanes are required at all intersections and all-movement accesses on arterial roadways. The eastbound left-turn lane should be considered if feasible.  Adding the northbound left-turn arrow increases the overall delay of the College/Spring Park-Johnson intersection, but decreases the northbound left-turn delay. However, based on the afternoon 95th percentile queue without a northbound left-turn lane, the queue will spill into the northbound through lane. The northbound left-turn queue will not spill into the northbound through lane, based on the 95th percentile calculation with a northbound left-turn arrow. Therefore, it is recommended that a northbound left-turn arrow be installed. Traffic Impact Study ATTACHMENT 11 to Staff Report to P&Z DELICH 255 Johnson Drive TIS, October 2017 ASSOCIATES Page 27  Currently, acceptable pedestrian level of service is achieved for all pedestrian destinations, except for the Commercial area to the south. Furthermore, all pedestrian destinations achieve a level of service of A, except for the Commercial area to the south. This assumes that students use the Prospect Road Underpass to get to CSU. The commercial area to the south will meet acceptable pedestrian level of service with the proposed Spring Station Development and a proposed stair connection. This route will be non-ADA compliant, but will be an asset to most of the walking public. Individuals that cannot go up/down the stairs have two other routes. One route to the commercial area to the south is the Mason Trail to the Max station overpass. This route achieves level of service A for all thresholds, except directness. The other route is using the College Avenue sidewalk. This route achieves level of service A for all thresholds, except directness and continuity. The directness is at level of service B which is acceptable. In order to achieve acceptable level of service for continuity, the College Avenue sidewalk would have to be separated with a landscape parkway. This is unlikely to happen in the foreseeable future.  Acceptable bicycle level of service cannot be achieved based on the requirement that the site must be directly connected to both North-South and East-West on- street lanes. Due to the location of the site, it is unlikely that this will occur in the foreseeable future. In this area College Avenue does not allow bicycle traffic. College Avenue However, this site is directly connected to both North-South (Mason) and East-West (Spring Creek) trails. At this location these trails will act similarly to on-street lanes.  Acceptable level of service is achieved for transit based upon the measures in the multi-modal transportation guidelines. Traffic Impact Study ATTACHMENT 11 to Staff Report to P&Z APPENDIX A Traffic Impact Study Appendix ATTACHMENT 12 to Staff Report to P&Z Traffic Impact Study Appendix ATTACHMENT 12 to Staff Report to P&Z Traffic Impact Study Appendix ATTACHMENT 12 to Staff Report to P&Z Traffic Impact Study Appendix ATTACHMENT 12 to Staff Report to P&Z APPENDIX B Traffic Impact Study Appendix ATTACHMENT 12 to Staff Report to P&Z DELICH ASSOCIATES 2272 GLEN HAVEN DRIVE LOVELAND, CO 80538 Phone: (970) 669-2061 TABULAR SUMMARY OF VEHICLE COUNTS Date: 5/3/2017 Observer: Vicky Day: Wednesday Jurisdiction: Fort Collins R = right turn Intersection: College/Spring Park-Johnson S = straight L = left turn Time Northbound: College Southbound: College Total Eastbound: Johnson Westbound: Spring Park Total Total Begins L S R Total L S R Total north/south L S R Total L S R Total east/west All 7:30 1 438 2 441 1 229 3 233 674 001 1 3010 13 14 688 7:45 2 469 4 475 4 231 2 237 712 202 4 8020 28 32 744 8:00 3 353 6 362 5 253 1 259 621 102 3 7122 30 33 654 8:15 1 297 5 303 4 209 2 215 518 201 3 6015 21 24 542 7:30-8:30 7 1557 17 1581 14 922 8 944 2525 5 0 6 11 24 1 67 92 103 2628 PHF 0.58 0.83 0.71 0.83 0.7 0.91 0.67 0.91 0.63 n/a 0.75 0.69 0.75 0.25 0.76 0.77 0.88 4:30 2 436 4 442 9 516 3 528 970 203 5 23 1 16 40 45 1015 4:45 1 410 6 417 11 549 4 564 981 105 6 21 0 19 40 46 1027 5:00 3 403 8 414 8 585 2 595 1009 303 6 26 2 20 48 54 1063 5:15 3 391 9 403 9 575 3 587 990 201 3 27 0 12 39 42 1032 4:30-5:30 9 1640 27 1676 37 2225 12 2274 3950 8 0 12 20 97 3 67 167 187 4137 PHF 0.75 0.94 0.75 0.95 0.84 0.95 0.75 0.96 0.67 n/a 0.6 0.83 0.9 0.38 0.84 0.87 0.97 Traffic Impact Study Appendix ATTACHMENT 12 to Staff Report to P&Z DELICH ASSOCIATES 2272 GLEN HAVEN DRIVE LOVELAND, CO 80538 Phone: (970) 669-2061 TABULAR SUMMARY OF VEHICLE COUNTS Date: 9/7/2017 Observer: Joseph Day: Thursday Jurisdiction: Fort Collins R = right turn Intersection: College/Arthur S = straight L = left turn Time Northbound: College Southbound: College Total Eastbound: Arthur Westbound: Retail Access Total Total Begins L S R Total L S R Total north/south L S R Total L S R Total east/west All 7:30 000 000 0 001 1 000 0 11 7:45 112 011 3 102 3 000 0 36 8:00 101 000 1 001 1 000 0 12 8:15 000 000 0 000 0 000 0 00 7:30-8:30 2 0 1 3 0 0 1 1 4 104 5 000 0 59 PHF 0.5 n/a 0.25 0.38 n/a n/a 0.25 0.25 0.25 n/a 0.5 0.42 n/a n/a n/a n/a 0.38 4:30 000 000 0 000 0 000 0 00 4:45 101 101 2 002 2 000 0 24 5:00 213 011 4 003 3 001 1 48 5:15 202 011 3 001 1 000 0 14 4:30-5:30 5 0 1 6 1 0 2 3 9 006 6 001 1 716 PHF 0.63 n/a 0.25 0.5 0.25 n/a 0.5 0.75 n/a n/a 0.5 0.5 n/a n/a 0.25 0.25 0.5 Traffic Impact Study Appendix ATTACHMENT 12 to Staff Report to P&Z APPENDIX C Traffic Impact Study Appendix ATTACHMENT 12 to Staff Report to P&Z HCM 2010 Signalized Intersection Summary 8: College (US 287) & Johnson/Spring Park recent am City of Fort Collins Signal Timing 8:00 am 03/06/2008 Final Timings - 2009 Synchro 9 Light Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 5 0 6 24 1 65 7 1557 17 14 922 8 Future Volume (veh/h) 5 0 6 24 1 65 7 1557 17 14 922 8 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 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 Adj Sat Flow, veh/h/ln 1824 1863 1824 1863 1937 1824 1863 1863 1824 1863 1863 1824 Adj Flow Rate, veh/h 6 0 0 27 1 0 8 1769 18 16 1048 9 Adj No. of Lanes 010110130130 Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Percent Heavy Veh, % 222222222222 Cap, veh/h 27 0 0 55 60 0 475 4243 43 256 4251 37 Arrive On Green 0.02 0.00 0.00 0.03 0.03 0.00 0.82 0.82 0.82 0.82 0.82 0.82 Sat Flow, veh/h 1774 0 0 1774 1937 0 531 5191 53 264 5200 45 Grp Volume(v), veh/h 6 0 0 27 1 0 8 1155 632 16 683 374 Grp Sat Flow(s),veh/h/ln 1774 0 0 1774 1937 0 531 1695 1853 264 1695 1855 Q Serve(g_s), s 0.4 0.0 0.0 1.6 0.1 0.0 0.4 10.4 10.4 2.0 5.1 5.1 Cycle Q Clear(g_c), s 0.4 0.0 0.0 1.6 0.1 0.0 5.5 10.4 10.4 12.3 5.1 5.1 Prop In Lane 1.00 0.00 1.00 0.00 1.00 0.03 1.00 0.02 Lane Grp Cap(c), veh/h 27 0 0 55 60 0 475 2772 1515 256 2772 1516 V/C Ratio(X) 0.22 0.00 0.00 0.49 0.02 0.00 0.02 0.42 0.42 0.06 0.25 0.25 Avail Cap(c_a), veh/h 161 0 0 161 176 0 475 2772 1515 256 2772 1516 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 0.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 53.5 0.0 0.0 52.4 51.7 0.0 2.9 2.8 2.8 4.5 2.3 2.3 Incr Delay (d2), s/veh 4.1 0.0 0.0 6.7 0.1 0.0 0.1 0.5 0.8 0.5 0.2 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.2 0.0 0.0 0.9 0.0 0.0 0.1 4.8 5.4 0.2 2.4 2.7 LnGrp Delay(d),s/veh 57.6 0.0 0.0 59.1 51.8 0.0 3.0 3.2 3.6 5.0 2.5 2.7 LnGrp LOS E E D AAAAAA Approach Vol, veh/h 6 28 1795 1073 Approach Delay, s/veh 57.6 58.9 3.4 2.6 Approach LOS EEAA Timer 12345678 Assigned Phs 2468 Phs Duration (G+Y+Rc), s 94.9 6.7 94.9 8.4 Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 Max Green Setting (Gmax), s 74.0 9.0 74.0 9.0 Max Q Clear Time (g_c+I1), s 12.4 2.4 14.3 3.6 Green Ext Time (p_c), s 21.3 0.0 21.1 0.0 Intersection Summary HCM 2010 Ctrl Delay 3.7 HCM 2010 LOS A Notes Traffic Impact Study Appendix ATTACHMENT 12 to Staff Report to P&Z Timing Report, Sorted By Phase 8: College (US 287) & Johnson/Spring Park recent am City of Fort Collins Signal Timing 8:00 am 03/06/2008 Final Timings - 2009 Synchro 9 Light Report Page 4 Phase Number 2468 Movement NBTL EBTL SBTL WBTL Lead/Lag Lead-Lag Optimize Recall Mode C-Max None Max None Maximum Split (s) 80 15 80 15 Maximum Split (%) 72.7% 13.6% 72.7% 13.6% Minimum Split (s) 23.5 10 23.5 31 Yellow Time (s) 4343 All-Red Time (s) 2323 Minimum Initial (s) 10 4 10 4 Vehicle Extension (s) 3333 Minimum Gap (s) 3333 Time Before Reduce (s) 0000 Time To Reduce (s) 0000 Walk Time (s) 7 7 7 Flash Dont Walk (s) 10 10 18 Dual Entry Yes Yes Yes Yes Inhibit Max Yes Yes Yes Yes Start Time (s) 40 10 40 25 End Time (s) 10 25 10 40 Yield/Force Off (s) 4 19 4 34 Yield/Force Off 170(s) 104 19 104 16 Local Start Time (s) 30 0 30 15 Local Yield (s) 104 9 104 24 Local Yield 170(s) 94 9 94 6 Intersection Summary Cycle Length 110 Control Type Actuated-Coordinated Natural Cycle 75 Offset: 10 (9%), Referenced to phase 2:NBTL, Start of Red Splits and Phases: 8: College (US 287) & Johnson/Spring Park Traffic Impact Study Appendix ATTACHMENT 12 to Staff Report to P&Z HCM 2010 Signalized Intersection Summary 8: College (US 287) & Johnson/Spring Park recent pm City of Fort Collins Signal Timing 4:30 pm 08/09/2012 Synchro 9 Light Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 8 0 12 97 3 67 9 1640 27 37 2225 12 Future Volume (veh/h) 8 0 12 97 3 67 9 1640 27 37 2225 12 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 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 Adj Sat Flow, veh/h/ln 1824 1863 1824 1863 1937 1824 1863 1863 1824 1863 1863 1824 Adj Flow Rate, veh/h 8 0 0 100 3 0 9 1691 25 38 2294 12 Adj No. of Lanes 010110130130 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 222222222222 Cap, veh/h 29 0 0 140 152 0 155 4007 59 249 4051 21 Arrive On Green 0.02 0.00 0.00 0.08 0.08 0.00 0.78 0.78 0.78 0.78 0.78 0.78 Sat Flow, veh/h 1774 0 0 1774 1937 0 159 5163 76 283 5221 27 Grp Volume(v), veh/h 8 0 0 100 3 0 9 1110 606 38 1489 817 Grp Sat Flow(s),veh/h/ln 1774 0 0 1774 1937 0 159 1695 1849 283 1695 1858 Q Serve(g_s), s 0.5 0.0 0.0 6.6 0.2 0.0 2.9 13.1 13.1 6.2 21.1 21.1 Cycle Q Clear(g_c), s 0.5 0.0 0.0 6.6 0.2 0.0 24.0 13.1 13.1 19.3 21.1 21.1 Prop In Lane 1.00 0.00 1.00 0.00 1.00 0.04 1.00 0.01 Lane Grp Cap(c), veh/h 29 0 0 140 152 0 155 2631 1435 249 2631 1442 V/C Ratio(X) 0.28 0.00 0.00 0.72 0.02 0.00 0.06 0.42 0.42 0.15 0.57 0.57 Avail Cap(c_a), veh/h 133 0 0 163 178 0 155 2631 1435 249 2631 1442 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 0.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 58.3 0.0 0.0 54.0 51.0 0.0 10.2 4.5 4.5 7.7 5.4 5.4 Incr Delay (d2), s/veh 5.2 0.0 0.0 11.8 0.1 0.0 0.7 0.5 0.9 1.3 0.9 1.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.3 0.0 0.0 3.7 0.1 0.0 0.2 6.2 6.9 0.6 10.0 11.3 LnGrp Delay(d),s/veh 63.5 0.0 0.0 65.8 51.1 0.0 10.9 5.0 5.4 9.0 6.3 7.0 LnGrp LOS E E D BAAAAA Approach Vol, veh/h 8 103 1725 2344 Approach Delay, s/veh 63.5 65.4 5.2 6.6 Approach LOS EEAA Timer 12345678 Assigned Phs 2468 Phs Duration (G+Y+Rc), s 98.6 6.9 98.6 14.4 Change Period (Y+Rc), s 6.5 6.0 6.5 6.0 Max Green Setting (Gmax), s 83.5 8.0 83.5 10.0 Max Q Clear Time (g_c+I1), s 26.0 2.5 23.1 8.6 Green Ext Time (p_c), s 40.3 0.0 41.7 0.0 Intersection Summary HCM 2010 Ctrl Delay 7.5 HCM 2010 LOS A Notes Traffic Impact Study Appendix ATTACHMENT 12 to Staff Report to P&Z Timing Report, Sorted By Phase 8: College (US 287) & Johnson/Spring Park recent pm City of Fort Collins Signal Timing 4:30 pm 08/09/2012 Synchro 9 Light Report Page 4 Phase Number 2468 Movement NBTL EBTL SBTL WBTL Lead/Lag Lead-Lag Optimize Recall Mode C-Max None Max None Maximum Split (s) 90 14 90 16 Maximum Split (%) 75.0% 11.7% 75.0% 13.3% Minimum Split (s) 23.5 10 23.5 31 Yellow Time (s) 4.5 3 4.5 3 All-Red Time (s) 2323 Minimum Initial (s) 10 4 10 4 Vehicle Extension (s) 3333 Minimum Gap (s) 3333 Time Before Reduce (s) 0000 Time To Reduce (s) 0000 Walk Time (s) 7 7 7 Flash Dont Walk (s) 10 10 18 Dual Entry Yes Yes Yes Yes Inhibit Max Yes Yes Yes Yes Start Time (s) 114.5 84.5 114.5 98.5 End Time (s) 84.5 98.5 84.5 114.5 Yield/Force Off (s) 78 92.5 78 108.5 Yield/Force Off 170(s) 68 92.5 68 90.5 Local Start Time (s) 36.5 6.5 36.5 20.5 Local Yield (s) 0 14.5 0 30.5 Local Yield 170(s) 110 14.5 110 12.5 Intersection Summary Cycle Length 120 Control Type Actuated-Coordinated Natural Cycle 90 Offset: 78 (65%), Referenced to phase 2:NBTL, Start of Yellow Splits and Phases: 8: College (US 287) & Johnson/Spring Park Traffic Impact Study Appendix ATTACHMENT 12 to Staff Report to P&Z HCM 2010 TWSC 3: College (US 287) & Arthur recent am City of Fort Collins Signal Timing 8:00 am 03/06/2008 Final Timings - 2009 Synchro 9 Light Report Page 1 Intersection Int Delay, s/veh 0 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 1 0 4 0 0 0 2 1581 1 0 951 1 Future Vol, veh/h 1 0 4 0 0 0 2 1581 1 0 951 1 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - 50 - - 50 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 88 88 88 88 88 88 88 88 88 88 88 88 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 1 0 5 0 0 0 2 1797 1 0 1081 1 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1804 2883 541 2234 2884 899 1082 0 0 1798 0 0 Stage 1 1081 1081 - 1802 1802 - - - - - - - Stage 2 723 1802 - 432 1082 - - - - - - - Critical Hdwy 6.44 6.54 7.14 6.44 6.54 7.14 5.34 - - 5.34 - - Critical Hdwy Stg 1 7.34 5.54 - 7.34 5.54 - - - - - - - Critical Hdwy Stg 2 6.74 5.54 - 6.74 5.54 - - - - - - - Follow-up Hdwy 3.82 4.02 3.92 3.82 4.02 3.92 3.12 - - 3.12 - - Pot Cap-1 Maneuver 84 16 416 45 16 242 357 - - 158 - - Stage 1 175 292 - 54 130 - - - - - - - Stage 2 349 130 - 523 292 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 84 16 416 44 16 242 357 - - 158 - - Mov Cap-2 Maneuver 84 16 - 44 16 - - - - - - - Stage 1 174 292 - 54 129 - - - - - - - Stage 2 347 129 - 517 292 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 20.9 0 0 0 HCM LOS C A Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 357 - - 232 - 158 - - HCM Lane V/C Ratio 0.006 - - 0.024 ---- HCM Control Delay (s) 15.1 - - 20.9 0 0 - - HCM Lane LOS C - - C A A - - HCM 95th %tile Q(veh) 0 - - 0.1 - 0 - - Traffic Impact Study Appendix ATTACHMENT 12 to Staff Report to P&Z HCM 2010 TWSC 2: College (US 287) & Arthur recent pm City of Fort Collins Signal Timing 4:30 pm 08/09/2012 Synchro 9 Light Report Page 1 Intersection Int Delay, s/veh 0.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 0 6 0 0 1 5 1675 1 1 2331 2 Future Vol, veh/h 0 0 6 0 0 1 5 1675 1 1 2331 2 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - 50 - - 50 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 0 6 0 0 1 5 1727 1 1 2403 2 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 3107 4144 1203 2701 4145 864 2405 0 0 1728 0 0 Stage 1 2406 2406 - 1738 1738 - - - - - - - Stage 2 701 1738 - 963 2407 - - - - - - - Critical Hdwy 6.44 6.54 7.14 6.44 6.54 7.14 5.34 - - 5.34 - - Critical Hdwy Stg 1 7.34 5.54 - 7.34 5.54 - - - - - - - Critical Hdwy Stg 2 6.74 5.54 - 6.74 5.54 - - - - - - - Follow-up Hdwy 3.82 4.02 3.92 3.82 4.02 3.92 3.12 - - 3.12 - - Pot Cap-1 Maneuver 12 2 152 23 2 255 78 - - 172 - - Stage 1 19 64 - 60 140 - - - - - - - Stage 2 360 140 - 248 64 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 11 2 152 21 2 255 78 - - 172 - - Mov Cap-2 Maneuver 11 2 - 21 2 - - - - - - - Stage 1 18 64 - 56 131 - - - - - - - Stage 2 336 131 - 237 64 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 29.7 19.2 0.2 0 HCM LOS D C Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 78 - - 152 255 172 - - HCM Lane V/C Ratio 0.066 - - 0.041 0.004 0.006 - - HCM Control Delay (s) 54.4 - - 29.7 19.2 26.1 - - HCM Lane LOS F - - D C D - - HCM 95th %tile Q(veh) 0.2 - - 0.1 0 0 - - Traffic Impact Study Appendix ATTACHMENT 12 to Staff Report to P&Z Table 4-3 Fort Collins (GMA and City Limits) Motor Vehicle LOS Standards (Intersections) Overall Any Approach Leg Any Movement Signalized D1 E E2 Unsignalized E3 F4 Arterial/Arterial Collector/Collector Unsignalized D3 F4 Arterial/Collector Arterial/Local Collector/Local Local/Local Roundabout E3,5 E5,4 E5 1 In mixed use district including downtown as defined by structure plan, overall LOS E is acceptable 2 Applicable with at least 5% of total entering volume 3 Use weighed average to identify overall delay 4 Mitigation may be required 5 Apply unsignalized delay value thresholds to determine LOS Traffic Impact Study Appendix ATTACHMENT 12 to Staff Report to P&Z UNSIGNALIZED INTERSECTIONS Level-of-Service Average Total Delay sec/veh A < 10 B > 10 and < 15 C > 15 and < 25 D > 25 and < 35 E > 35 and < 50 F > 50 SIGNALIZED INTERSECTIONS Level-of-Service Average Total Delay sec/veh A < 10 B > 10 and < 20 C > 20 and < 35 D > 35 and < 55 E > 55 and < 80 F > 80 Traffic Impact Study Appendix ATTACHMENT 12 to Staff Report to P&Z APPENDIX D Traffic Impact Study Appendix ATTACHMENT 12 to Staff Report to P&Z HCM 2010 Signalized Intersection Summary 8: College (US 287) & Johnson/Spring Park short background am City of Fort Collins Signal Timing 8:00 am 03/06/2008 Final Timings - 2009 Synchro 9 Light Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 14 0 6 25 1 68 11 1637 18 15 983 8 Future Volume (veh/h) 14 0 6 25 1 68 11 1637 18 15 983 8 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1824 1863 1824 1863 1937 1824 1863 1863 1824 1863 1863 1824 Adj Flow Rate, veh/h 16 0 0 28 1 2 12 1860 19 17 1117 8 Adj No. of Lanes 010110130130 Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 Percent Heavy Veh, % 222222222222 Cap, veh/h 41 0 0 57 19 37 442 4195 43 235 4210 30 Arrive On Green 0.02 0.00 0.00 0.03 0.03 0.03 0.81 0.81 0.81 0.81 0.81 0.81 Sat Flow, veh/h 1774 0 0 1774 574 1149 498 5190 53 241 5209 37 Grp Volume(v), veh/h 16 0 0 28 0 3 12 1215 664 17 727 398 Grp Sat Flow(s),veh/h/ln 1774 0 0 1774 0 1723 498 1695 1853 241 1695 1856 Q Serve(g_s), s 1.0 0.0 0.0 1.7 0.0 0.2 0.7 11.8 11.8 2.5 5.8 5.8 Cycle Q Clear(g_c), s 1.0 0.0 0.0 1.7 0.0 0.2 6.4 11.8 11.8 14.3 5.8 5.8 Prop In Lane 1.00 0.00 1.00 0.67 1.00 0.03 1.00 0.02 Lane Grp Cap(c), veh/h 41 0 0 57 0 56 442 2740 1498 235 2740 1500 V/C Ratio(X) 0.39 0.00 0.00 0.49 0.00 0.05 0.03 0.44 0.44 0.07 0.27 0.27 Avail Cap(c_a), veh/h 161 0 0 161 0 157 442 2740 1498 235 2740 1500 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 0.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 53.0 0.0 0.0 52.3 0.0 51.6 3.4 3.2 3.2 5.3 2.6 2.6 Incr Delay (d2), s/veh 5.9 0.0 0.0 6.3 0.0 0.4 0.1 0.5 1.0 0.6 0.2 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.5 0.0 0.0 0.9 0.0 0.1 0.1 5.6 6.3 0.2 2.7 3.1 LnGrp Delay(d),s/veh 58.9 0.0 0.0 58.7 0.0 52.0 3.5 3.7 4.1 5.9 2.8 3.0 LnGrp LOS E E D AAAAAA Approach Vol, veh/h 16 31 1891 1142 Approach Delay, s/veh 58.9 58.0 3.8 2.9 Approach LOS EEAA Timer 12345678 Assigned Phs 2468 Phs Duration (G+Y+Rc), s 93.9 7.5 93.9 8.6 Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 Max Green Setting (Gmax), s 74.0 9.0 74.0 9.0 Max Q Clear Time (g_c+I1), s 13.8 3.0 16.3 3.7 Green Ext Time (p_c), s 23.9 0.0 23.6 0.0 Intersection Summary HCM 2010 Ctrl Delay 4.3 HCM 2010 LOS A Notes Traffic Impact Study Appendix ATTACHMENT 12 to Staff Report to P&Z Timing Report, Sorted By Phase 8: College (US 287) & Johnson/Spring Park short background am City of Fort Collins Signal Timing 8:00 am 03/06/2008 Final Timings - 2009 Synchro 9 Light Report Page 4 Phase Number 2468 Movement NBTL EBTL SBTL WBTL Lead/Lag Lead-Lag Optimize Recall Mode C-Max None Max None Maximum Split (s) 80 15 80 15 Maximum Split (%) 72.7% 13.6% 72.7% 13.6% Minimum Split (s) 23.5 10 23.5 31 Yellow Time (s) 4343 All-Red Time (s) 2323 Minimum Initial (s) 10 4 10 4 Vehicle Extension (s) 3333 Minimum Gap (s) 3333 Time Before Reduce (s) 0000 Time To Reduce (s) 0000 Walk Time (s) 7 7 7 Flash Dont Walk (s) 10 10 18 Dual Entry Yes Yes Yes Yes Inhibit Max Yes Yes Yes Yes Start Time (s) 40 10 40 25 End Time (s) 10 25 10 40 Yield/Force Off (s) 4 19 4 34 Yield/Force Off 170(s) 104 19 104 16 Local Start Time (s) 30 0 30 15 Local Yield (s) 104 9 104 24 Local Yield 170(s) 94 9 94 6 Intersection Summary Cycle Length 110 Control Type Actuated-Coordinated Natural Cycle 80 Offset: 10 (9%), Referenced to phase 2:NBTL, Start of Red Splits and Phases: 8: College (US 287) & Johnson/Spring Park Traffic Impact Study Appendix ATTACHMENT 12 to Staff Report to P&Z HCM 2010 Signalized Intersection Summary 8: College (US 287) & Johnson/Spring Park short background pm City of Fort Collins Signal Timing 4:30 pm 08/09/2012 Synchro 9 Light Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 36 0 12 102 3 70 26 1725 28 39 2367 12 Future Volume (veh/h) 36 0 12 102 3 70 26 1725 28 39 2367 12 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.99 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1824 1863 1824 1863 1937 1824 1863 1863 1824 1863 1863 1824 Adj Flow Rate, veh/h 37 0 0 105 3 19 27 1778 28 40 2440 9 Adj No. of Lanes 010110130130 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 222222222222 Cap, veh/h 62 0 0 146 19 118 134 3887 61 222 3942 15 Arrive On Green 0.03 0.00 0.00 0.08 0.08 0.08 0.75 0.75 0.75 0.75 0.75 0.75 Sat Flow, veh/h 1774 0 0 1774 227 1438 138 5157 81 259 5230 19 Grp Volume(v), veh/h 37 0 0 105 0 22 27 1169 637 40 1581 868 Grp Sat Flow(s),veh/h/ln 1774 0 0 1774 0 1665 138 1695 1848 259 1695 1859 Q Serve(g_s), s 2.5 0.0 0.0 6.9 0.0 1.5 13.5 15.6 15.6 8.2 25.8 25.9 Cycle Q Clear(g_c), s 2.5 0.0 0.0 6.9 0.0 1.5 39.4 15.6 15.6 23.8 25.8 25.9 Prop In Lane 1.00 0.00 1.00 0.86 1.00 0.04 1.00 0.01 Lane Grp Cap(c), veh/h 62 0 0 146 0 137 134 2555 1393 222 2555 1401 V/C Ratio(X) 0.60 0.00 0.00 0.72 0.00 0.16 0.20 0.46 0.46 0.18 0.62 0.62 Avail Cap(c_a), veh/h 133 0 0 163 0 153 134 2555 1393 222 2555 1401 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 0.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 57.1 0.0 0.0 53.7 0.0 51.2 15.9 5.6 5.6 10.0 6.8 6.8 Incr Delay (d2), s/veh 9.0 0.0 0.0 12.7 0.0 0.5 3.4 0.6 1.1 1.8 1.1 2.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.4 0.0 0.0 3.9 0.0 0.7 0.6 7.4 8.2 0.7 12.3 13.8 LnGrp Delay(d),s/veh 66.1 0.0 0.0 66.4 0.0 51.7 19.3 6.2 6.6 11.8 8.0 8.9 LnGrp LOS E E D BAABAA Approach Vol, veh/h 37 127 1833 2489 Approach Delay, s/veh 66.1 63.8 6.5 8.3 Approach LOS EEAA Timer 12345678 Assigned Phs 2468 Phs Duration (G+Y+Rc), s 95.9 9.2 95.9 14.9 Change Period (Y+Rc), s 6.5 6.0 6.5 6.0 Max Green Setting (Gmax), s 83.5 8.0 83.5 10.0 Max Q Clear Time (g_c+I1), s 41.4 4.5 27.9 8.9 Green Ext Time (p_c), s 35.1 0.0 44.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 9.6 HCM 2010 LOS A Notes Traffic Impact Study Appendix ATTACHMENT 12 to Staff Report to P&Z Timing Report, Sorted By Phase 8: College (US 287) & Johnson/Spring Park short background pm City of Fort Collins Signal Timing 4:30 pm 08/09/2012 Synchro 9 Light Report Page 4 Phase Number 2468 Movement NBTL EBTL SBTL WBTL Lead/Lag Lead-Lag Optimize Recall Mode C-Max None Max None Maximum Split (s) 90 14 90 16 Maximum Split (%) 75.0% 11.7% 75.0% 13.3% Minimum Split (s) 23.5 10 23.5 31 Yellow Time (s) 4.5 3 4.5 3 All-Red Time (s) 2323 Minimum Initial (s) 10 4 10 4 Vehicle Extension (s) 3333 Minimum Gap (s) 3333 Time Before Reduce (s) 0000 Time To Reduce (s) 0000 Walk Time (s) 7 7 7 Flash Dont Walk (s) 10 10 18 Dual Entry Yes Yes Yes Yes Inhibit Max Yes Yes Yes Yes Start Time (s) 114.5 84.5 114.5 98.5 End Time (s) 84.5 98.5 84.5 114.5 Yield/Force Off (s) 78 92.5 78 108.5 Yield/Force Off 170(s) 68 92.5 68 90.5 Local Start Time (s) 36.5 6.5 36.5 20.5 Local Yield (s) 0 14.5 0 30.5 Local Yield 170(s) 110 14.5 110 12.5 Intersection Summary Cycle Length 120 Control Type Actuated-Coordinated Natural Cycle 90 Offset: 78 (65%), Referenced to phase 2:NBTL, Start of Yellow Splits and Phases: 8: College (US 287) & Johnson/Spring Park Traffic Impact Study Appendix ATTACHMENT 12 to Staff Report to P&Z HCM 2010 TWSC 3: College (US 287) & Arthur short background am City of Fort Collins Signal Timing 8:00 am 03/06/2008 Final Timings - 2009 Synchro 9 Light Report Page 1 Intersection Int Delay, s/veh 0.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 1 0 10 0 0 0 10 1665 1 0 1011 3 Future Vol, veh/h 1 0 10 0 0 0 10 1665 1 0 1011 3 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - 50 - - 50 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 88 88 88 88 88 88 88 88 88 88 88 88 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 1 0 11 0 0 0 11 1892 1 0 1149 3 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1931 3067 576 2375 3067 947 1152 0 0 1893 0 0 Stage 1 1151 1151 - 1915 1915 - - - - - - - Stage 2 780 1916 - 460 1152 - - - - - - - Critical Hdwy 6.44 6.54 7.14 6.44 6.54 7.14 5.34 - - 5.34 - - Critical Hdwy Stg 1 7.34 5.54 - 7.34 5.54 - - - - - - - Critical Hdwy Stg 2 6.74 5.54 - 6.74 5.54 - - - - - - - Follow-up Hdwy 3.82 4.02 3.92 3.82 4.02 3.92 3.12 - - 3.12 - - Pot Cap-1 Maneuver 70 12 394 37 12 225 330 - - 142 - - Stage 1 156 271 - 44 114 - - - - - - - Stage 2 322 114 - 503 270 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 68 12 394 35 12 225 330 - - 142 - - Mov Cap-2 Maneuver 68 12 - 35 12 - - - - - - - Stage 1 151 271 - 43 110 - - - - - - - Stage 2 311 110 - 488 270 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 18.8 0 0.1 0 HCM LOS C A Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 330 - - 274 - 142 - - HCM Lane V/C Ratio 0.034 - - 0.046 ---- HCM Control Delay (s) 16.3 - - 18.8 0 0 - - HCM Lane LOS C - - C A A - - HCM 95th %tile Q(veh) 0.1 - - 0.1 - 0 - - Traffic Impact Study Appendix ATTACHMENT 12 to Staff Report to P&Z HCM 2010 TWSC 2: College (US 287) & Arthur short background pm City of Fort Collins Signal Timing 4:30 pm 08/09/2012 Synchro 9 Light Report Page 1 Intersection Int Delay, s/veh 0.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 1 0 30 0 0 1 12 1777 1 1 2474 6 Future Vol, veh/h 1 0 30 0 0 1 12 1777 1 1 2474 6 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - 50 - - 50 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 1 0 31 0 0 1 12 1832 1 1 2551 6 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 3314 4414 1278 2879 4416 916 2557 0 0 1833 0 0 Stage 1 2556 2556 - 1857 1857 - - - - - - - Stage 2 758 1858 - 1022 2559 - - - - - - - Critical Hdwy 6.44 6.54 7.14 6.44 6.54 7.14 5.34 - - 5.34 - - Critical Hdwy Stg 1 7.34 5.54 - 7.34 5.54 - - - - - - - Critical Hdwy Stg 2 6.74 5.54 - 6.74 5.54 - - - - - - - Follow-up Hdwy 3.82 4.02 3.92 3.82 4.02 3.92 3.12 - - 3.12 - - Pot Cap-1 Maneuver 9 1 135 18 1 236 65 - - 152 - - Stage 1 15 53 - 49 122 - - - - - - - Stage 2 332 122 - 228 53 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 8 1 135 12 1 236 65 - - 152 - - Mov Cap-2 Maneuver 8 1 - 12 1 - - - - - - - Stage 1 12 53 - 40 99 - - - - - - - Stage 2 270 99 - 175 53 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 66.6 20.3 0.5 0 HCM LOS F C Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 65 - - 89 236 152 - - HCM Lane V/C Ratio 0.19 - - 0.359 0.004 0.007 - - HCM Control Delay (s) 73 - - 66.6 20.3 28.8 - - HCM Lane LOS F - - F C D - - HCM 95th %tile Q(veh) 0.6 - - 1.4 0 0 - - Traffic Impact Study Appendix ATTACHMENT 12 to Staff Report to P&Z APPENDIX E Traffic Impact Study Appendix ATTACHMENT 12 to Staff Report to P&Z SB LT E E OVERALL A A Traffic Impact Study ATTACHMENT 11 to Staff Report to P&Z OVERALL A A Traffic Impact Study ATTACHMENT 11 to Staff Report to P&Z