HomeMy WebLinkAboutMOUNTAIN VIEW COMMUNITY CHURCH - PDP - 31-07 - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYy
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Pedestrian LOS Worksheet
Project Location Classification
O T F4 67
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Minimum
C.
C.
C_
C-
1
4,,lzT6l-&AS-r
Actual
D
C
D
C
Proposed
. D
C
T
C-
rEi c. To .
Minimum
C
C,
C.
G
G
2
FIST
,��VS
Actual
ao-wBkrtA�
Prq)o�
A
A
r3
C
Minimal
G
C
C
C.
3
V6'r•A (G/C�pr+tM6�tYAt
A
D
A
C
C
To 40�4
D
A
G
IQPA (L TM�A T
Minimum
L
C—
C_
C_
C_
4
ec—sibs4mk
Actual
li
D
'D
C
Proposed
D
C
l^t�t)Co�tll�rxeD G4�
r��
Minimum
C_
-
C
C_
L
5
Actual
13
D
j)
C
ftposed
13
D
c
Minimum.
6
Actual
Proposed
Minimum
7
Actual
Proposed
Minimum
8
Actual
Pmposed
Minimum
9
Actual
Pmposed
Minimum
10
Actual
3 �
■
0
SCALE: 1 "=500'
PEDESTRIAN INFLUENCE AREA
3Z
N
BURLINGTON N
No Text
3: Buckingham & Lemay
3: Buckingham & Lemay
Short Total Sunday
with 0.80 critical gap
adjustment
9/14/2007
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR SBL
SBT SBR
Lane Configurations
4;.
4
Vi
T
T*
Sign Control
Stop
Stop
Free
Free
Grade
0%
0%
0%
0%
Volume (veh/h)
15
10.
165
5
5
0
135
495
5 0
530 25
Peak Hour Factor
0.85
0.85
0.85
0.85
0.85
0.85
0.91
0.91
0.91 0.91
0.91 0.91
Hourly flow rate (vph)
18
12
194
6
.6
0
148
544
5 0
582 27
Pedestrians
Lane Width (ft)
Walking Speed (f /s)
Percent Blockage
Right turn flare (veh)
Median type
Raised
Raised
Median storage veh)
0
0
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
1440
1442
596
1626
1453
547
610
549
vC1, stage 1 conf vol
596
596
843
843
vC2, stage 2 conf vol
844
846
782
610
vCu, unblocked vol
1440
1442
596
1626
1453
547
610
549
tC, single (s)
*5.7
*5.2
*5.0
*5.7
. *5.2
6.2
4.1
4.1
tC, 2 stage (s)
4.7
4.2
4.7
4.2
tF (s)
3.5
4.0
3.3
3.5
4.0
3.3
2.2
2.2
p0 queue free %
92
95
68
95
97
100
85
100
cM capacity (veh/h)
224
235
616.
120
216
537
969
1020
Direction, Lane #
EB 1
WB 1
NB 1
NB 2
SB 1
SB 2
Volume Total
224
12
148
549
0
610
Volume Left
18
6
148
0
0
0
Volume Right
194
0
0
5
0
27
cSH
503
154
969
1700
1700
1700
Volume to Capacity
0.44
0.08
0.15
0.32
0.00
0.36
Queue Length 95th (ft)
56
6
13
. 0
0
0
Control Delay (s)
17.7
30.3
9.4
0.0
0.0
0.0
Lane LOS
C
D
A
Approach Delay (s)
17.7
30.3
2.0
0.0
Approach LOS
C
D
Intersection Summary
Average Delay
3.7
Intersection Capacity Utilization
58.5%
ICU Level
of Service
B
Analysis Period (min)
15
* User Entered Value
Synchro 6 Light Report
Matthew J. Delich , P. E. Page 1
:�O
3: Buckingham & Lemay 3: Buckingham & Lemay
Short Total PM with 0.80 critical gap adjustment 9/14/2007
EBL EBT
WBL WBT WBR NBL NBT NBR SBL SBT SBF
Lane Configurations
.T+
,+
Vi
T+
T+
Sign Control
Stop
Stop
Free
Free
Grade
0%
0%
0%
0%
Volume (veh/h)
5
5
75
5
5
5
55
995
10 5
645 15
Peak Hour Factor
0.85
0.85
0.85
0.85
0.85
0.85
0.94
0.94
0.94 0.89
0.89 0.89
Hourly flow rate (vph)
6
6
88
6
6
6
59
1059
11 6
725 17
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type
Raised
Raised
Median storage veh)
0
0 .
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
1929
1931
733
2008
1934
1064
742
1069
vC1, stage 1 conf vol
744
744
1181
1181
vC2, stage 2 conf vol
1184
1186
827
753
vCu, unblocked vol
1929
1931
733
2008
1934
1064
742
1069
tC, single (s)
*5.7
*5.2
*5.0
*5.7
*5.2
*5.0
4.1
4.1
tC, 2 stage (s)
4.7
4.2
4.7
4.2
IF (s)
3.5
4.0
3.3
3.5
4.0
3.3
2.2
2.2
p0 queue free %
97
97
84
96
97
98
93
99
cM capacity (veh/h)
169
191
539
145
186
388
865
652
Direction, Lane #
EB 1
WB 1
NB 1
NB 2
SB 1
SB 2
Volume Total
100
18
59
1069
6
742
Volume Left
6
6
59
0
6
0
Volume Right
88
6
0
11
0
17
cSH
436
202
865
1700
652
1700
Volume to Capacity
0.23
0.09
0.07
0.63
0.01
0.44
Queue Length 95th (ft)
22
7
5
0
1
0
Control Delay (s)
15.7
24.5
9.5
0.0
10.6
0.0
Lane LOS
C
C
A
B
Approach Delay (s)
15.7
24.5
0.5
0.1
Approach LOS
C
C
Intersection Summary
Average Delay 1.3
Intersection Capacity Utilization 65.0% ICU Level of Service C
Analysis Period (min) 15
* User Entered Value
Synchro 6 Light Report
Matthew J. Delich , P. E. Pagel
.a 7.
3: Buckingham & Lemay
3: Buckingham & Lemay
Short Total AM with 0.80 critical
gap adjustment
9/14/2007
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR SBL
SBT SBR
Lane Configurations
44
4+
T1+
Vi
T+.
Sign Control
Stop
Stop
Free
Free
Grade
0%
0%
0%
0%
Volume (veh/h)
10
5
35
5
5
0
65
385
5 0
870 20
Peak Hour Factor
0.85
0.85
0.85
0.85
0.85
0.85
0.90
0.90
0.90 0.85
0.85 0.85
Hourly flow rate (vph)
12
6
41
6
6
0
72
428
6 0
1024 24
Pedestrians
Lane Width (ft)
Walking Speed (f /s)
Percent Blockage
Right turn flare (veh)
Median type
Raised
Raised
Median storage veh)
0
0
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
1610
1613
1035
1643
1622
.431
1047
433
vC1, stage 1 conf vol
1035
1035
575
575 .
vC2, stage 2 conf vol
575
578
1068
1047
vCu, unblocked vol
1610
1613
1035
1643
1622
431
1047
433
tC, single (s)
*5.7
*5.2
*5.0
*5.7
*5.2
6.2
4.1
4.1
tC, 2 stage (s)
4.7
4.2
4.7
4.2
tF (s)
3.5
4.01
3.3
3.5
4.0
3.3
2.2
2.2
p0 queue free %
94
97
.90
96
97.
100
89
100
cM capacity (veh/h)
210
225
400
166
205
625
665
1126
Direction, Lane #
EB 1
WB 1
NB 1
NB 2
SB 1
SIB 2
Volume Total
59
.12
72
433
0
1047
Volume Left
12
6
72
0
0
0
Volume Right
41
0
0
6
0
24
cSH
318
184
665
1700
1700
1700
Volume to Capacity
0.19
0.06
0.11
0.25
0.00
0.62
Queue Length 95th (ft)
17
5
9
0
0
0
Control Delay (s)
18.9
26.0
11.1
0.0
0.0
0.0
Lane LOS
C
D
B
Approach Delay (s)
18.9
26.0
1.6
0.0
Approach LOS
C
D
Intersection Summary
Average Delay
1.4
Intersection Capacity Utilization
63.9%
ICU Level of Service
B
Analysis Period (min)
15
* User Entered Value
Synchro 6 Light Report
Matthew J. Delich , P. E. Page 1
Z �.
' 6: Buckingham & Site Access
6: Buckingham &_Site Access
Short Total Sunday
9/13/2007
Movement
EBT
EBR
WBL
WBT
NBL
NBR
'
Lane Configurations
f,
4
�►
Sign Control
Free
Free
Stop
Grade
0%
0%
0%
Volume.(veh/h)
25
45
140
25
55
165
Peak Hour Factor
0.85
0.85
0.85
0.85
0.85
0.85
Hourly flow rate (vph)
29
53
165
29
65
194
Pedestrians
'
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
'
Right turn flare (veh)
Median type
None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
82
415
56
vC1, stage 1 conf vol
'
vC2, stage 2 conf vol
vCu, unblocked vol
82
415
56
tC, single (s)
4.1
6.4
6.2
tC, 2 stage (s)
tF (s)
2.2
3.5
3.3
p0 queue free %
89
88
81
' cM capacity (veh/h)
1515
529
1011
Direction, Lane #
EB 1
WB 1
NB 1
NB 2.
Volume Total
82
194
65
194
' Volume Left
0
165
65
0
Volume Right
53
0
0
194 .
cSH
1700
1515
529
1011
Volume to Capacity
0.05
0.11
. 0.12
0.19
Queue Length 95th (ft)
0
9
10
18
Control Delay (s)
0.0
6.6
12.7
9.4
Lane LOS
A
B
A
Approach Delay (s)
0.0
6.6
10.2
Approach LOS
B
Intersection Summary
'
Average Delay
7.4
Intersection Capacity Utilization
25.7%
ICU
Level of Service A
Analysis Period (min)
1
15
Synchro 6 Light Report
Matthew J. Delich , P. E. Page 1
27
6: Buckingham & Site Access 6: Buckingham & Site Access
Short Total PM 8/20/2007
Movement
EBT
EBR
WBL
WBT
NBL
NBR
Lane Configurations
T+
,f
Vi
if
Sign Control
Free
Free
Stop
Grade
0%
0%
0%
Volume (veh/h)
80
5
5
70
5
5
Peak Hour Factor
0.85
0.85
0.85
0.85
0.85
0.85
Hourly flow rate (vph)
94
6
6
82
6
6
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type
None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
100
191
97
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
100
191
97
tC, single (s)
4.1
6.4
6.2
tC, 2 stage (s)
tF (s)
2.2
3.5
3.3
p0 queue free %
100
99
99
cM capacity (veh/h)
1493
795
959
Direction, Lane #
EB 1
WB 1
NB 1
NB 2
Volume Total
100
88
6
6
Volume Left
0
6
6
0
Volume Right
6
0
0
6
cSH
1700
1493
795
959
Volume to Capacity
0.06
0.00
0.01
0.01
Queue Length 95th (ft)
0
0
1
0
Control Delay (s)
0.0
0.5
9.6
8.8
Lane LOS
A
A
A
Approach Delay (s)
0.0
0.5
9.2
Approach LOS
A
Intersection Summary
Average Delay
0.8
Intersection Capacity Utilization
17.8%
ICU
Level
of Service A.
Analysis Period (min)
15
' Matthew J. Delich , P. E.
Synchro 6 Light Report
Page 2
6: Buckingham & Site Access
6: Buckingham & Site Access
Short Total AM
8/20/2007
Movement
EBT
EBR
WBL
WBT
NBL
NBR
Lane Configurations
T *
+T
.
Sign Control
Free '
Free
Stop
Grade
0%
0%
0%
Volume (veh/h)
45
5
10
80
5
5
Peak Hour Factor
0.85
0.85
0.85
0.85
0.85
0.85
Hourly flow rate (vph)
53
6
12
94
6
6
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right tum flare (veh)
Median type
None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
59
174
56
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
59
174
56
tC, single (s)
4.1
6.4
6.2
tC, 2 stage (s)
tF (s)
2.2
3.5
3.3
p0 queue free %
99
99
99
cM capacity (veh/h)
1545
810
1011
Direction, Lane #
EB 1
WB 1
NB 1
NB 2
Volume Total
59
106
6
6
Volume Left
0
12
6
0
Volume Right
6
0
0
6
cSH
1700
1545
810
1011
Volume to Capacity
0.03
0.01
0.01
0.01
Queue Length 95th (ft)
0
1
1
0
Control Delay (s)
0.0
0.9
9.5
8.6
Lane LOS
A
A
A
Approach Delay (s)
0.0
0.9
9.0
Approach LOS
A
Intersection Summary
Average Delay
1.1
Intersection Capacity Utilization
21.4%
ICU Level
of Service A
Analysis Period (min)
15
Synchro 6 Light Report
Matthew J. Delich , P. E. Page 2
3: Buckingham.& Lemay
3: Buckingham & Lemay
Short Total Sunday
9/13/2007
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR_ SBL
SBT SBR
Lane Configurations
4r
4
1
1,
y, .
Sign Control
Stop
Stop
Free
Free
Grade
0%
0%
0%
0%
Volume (veh/h)
15
10
165
5
5
0
135
495
5 0
530 25
Peak Hour Factor
0.85
0.85
0.85
0.85
0.85
0.85
0.91
0.91
' 0.91 0.91
0.91 0.91
Hourly flow rate (vph)
18
12
194
6
6
0
148
544
5 0
582 27
Pedestrians
Lane Width (ft)
Walking Speed (f /s)
Percent Blockage
Right turn flare (veh)
Median type .
Raised
Raised
Median storage veh)
0
0
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting.volume
1440
1442
596
1626
1453
547
610
549
vC1, stage 1 conf vol
596
596
843
843
vC2, stage 2 conf vol
844
846
782
610
vCu, unblocked vol
1440
1442
596
1626
1453,
547
610
549
tC, single (s)
7.1
6.5
6.2
7.1
6.5
6.2
4.1
4.1
tC, 2 stage (s)
6.1
5.5
6.1
5.5
tF (s)
3.5
4.0
3.3
3.5
4.0
3.3
2.2
2.2
p0 queue free %
89
93
61
89
96
100
85 .
100
cM capacity(veh/h)
156
168
503
53
149
537
969
1020
Direction, Lane #
EB 1
WB 1
NB 1
NB 2
SB 1
SB 2
Volume Total
224
12
148
549
0
610
Volume Left
18
6
148
0
0
0
Volume Right
194
0
0
5
0
27
cSH
393
78
969
1700
1700
1700
Volume to Capacity
0.57
0.15
0.15
0.32
0.00
0.36
Queue Length 95th (ft)
85
13
13
0
0
0
Control Delay (s)
25.6
58.9
9.4
0.0
0.0
0.0
Lane LOS
D
F
A
Approach Delay (s)
25.6
58.9
2.0
0.0
Approach LOS.
D
F
Intersection Summary
Average Delay.
5.1
Intersection Capacity Utilization
58.5%
ICU Level of Service
B
Analysis Period (min)
15
Synchro 6 Light Report
Matthew J. Delich , P. E., Page 1
Z4
3: Buckingham & Lemay
3: Buckingham & Lemay
Short Total PM
8/20/2007
-♦
♦-
4
t
,►
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR SBL
SBT SBR
Lane Configurations
T+
Sign Control
Stop
Stop
Free
Free
Grade
0%
0%
0%
0%
Volume (veh/h)
5
5
75
5
5
5
55
995
10 5
645 15
Peak Hour Factor
0.85
0.85
0.85
0.85
0.85
0.85
0.94
0.94
0.94 0.89
0.89 0.89
Hourly flow rate (vph)
6
6
88
.6
6
6
59
1059
11 6
725 17
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type
Raised
Raised
Median storage veh)
0
0
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
1929
1931
733
2008
1934
1064
742
1069
vC1, stage 1 conf vol
744
744
1181
1181
vC2, stage 2 conf vol
1184
1186
827
753
vCu, unblocked vol
1929
1931
733
2008
1934
1064
742
1069
tC, single (s)
7.1
6.5
6.2
7.1
6.5
6.2
4.1
4.1
tC, 2 stage (s)
6.1
5.5
6.1
5.5
tF (s)
3.5
4.0
3.3
3.5
4.0
3.3
2.2
2.2
p0 queue free %
94
- 95
79
93
95
98
93
99
cM capacity(veh/h)
104
122
421
86
119
271
865
652
Direction, Lane #
EB 1
WB 1
NB 1
NB 2
SB 1
SB 2
Volume Total
100
18
59
1069
6
742
Volume Left
6
6
59
0
6
0
Volume Right
88
6
0
11
0.
17
cSH
318
126
865
1700
652
1700
Volume to Capacity
0.31
0.14
0.07
0.63
0.01
0.44
Queue Length 95th (ft)
33
12
5
0
1
.0
Control Delay (s)
21.4
38.2
9.5
0.0
10.6
0.0
Lane LOS
C
E
A
B
Approach Delay (s)
21.4
38.2
0.5
0.1
Approach LOS
C
E
Intersection Summary
Average Delay
1.7
Intersection Capacity Utilization
65.0%
ICU Level of Service
C
Analysis Period (min)
15
' Matthew J. Delich , P. E.
Synchro 6 Light Report
Page 1
3: Buckingham & Lemay
3: Buckingham
& Lemay
Short Total AM
8/20/2007
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR SBL
SBT SBR
Lane Configurations
4
4
1
ll�
1
A
Sign Control
Stop
Stop
Free
Free
Grade
0%
0%
0%
0%
Volume (veh/h)
10
5
35
5
5
0
65
385
5 0
870 20
Peak Hour Factor
0.85
0.85
0.85
0.85
0.85
0.85
0.90
0.90
0.90 0.85
0.85 0.85
Hourly flow rate (vph)
12
6
41
6
6
0
72
428
6 0
1024 24
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type
Raised
Raised
Median storage veh)
0
0
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
1610
1613
1035
1643
1622
431
1047
433
vC1, stage 1 conf vol
1035
1035
575
575
vC2, stage 2 conf vol
575
578
1068
1047
vCu, unblocked vol
1610
1613
1035
1643
1622
431
1047
433
tC, single (s)
7.1
6.5
6.2
7.1
6.5
6.2
4.1
4.1
tC, 2 stage (s)
6.1
5.5
6.1
5.5
tF (s)
3.5
4.0
3.3
3.5
4.0
3.3
2.2
2.2
p0 queue free %
92
96
85.
94
96
100
89
100
cM capacity (veh/h)
140
154
281
92
131
625
665
1126
Direction, Lane #
EB 1
WB 1
NB 1
NB 2
SB 1
SB 2
Volume Total
59
12
72
433
0
1047
Volume Left
12
6
72
0
0
0
Volume Right
41
0
0
6
0
24
cSH
219
108
665
1700
1700
1700
Volume to Capacity
0.27
0.11
0.11
0.25
0.00
0.62
Queue Length 95th (ft)
26
9
9
0
0
0
Control Delay (s)
27.3
42.4
11.1
0.0
0.0
0.0
Lane LOS
D
E
B
Approach Delay (s)
27.3
42.4
1.6
0.0
Approach LOS
D
E
Intersection Summary
Average Delay
1.8
Intersection Capacity Utilization
63.9%
ICU Level of Service
B
Analysis Period (min)
15
Matthew J. Delich , P. E.
Synchro 6 Light Report
Page 1
ZZ
APPENDIX E
3: Buckingham & Lemay
Short Bkgrd Sunday
with 0.80 critical
ap adjustment
9/14/2007
�'
-►
7
'�
�,
t
�►
1 1
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR SBL
SBT SBR
'
Lane Configurations
44
.T*
14
T+
Sign Control
Stop
Stop
Free
Free
Grade
0%
0%
0%
0%
'
Volume (veh/h)
5
10
10
5
5
0
5
495
5 0
530 15
Peak Hour Factor
0.85
0.85
0.85
0.85
0.85
0.85
0.91
0.91
0.91 0.91,
0.91 0.91
Hourly flow rate (vph)
6
12
12
6
6
0
5
544
5 0
582 16
Pedestrians
'
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
'
Right turn flare (veh)
Median type
Raised
Raised
Median storage veh)
0
0
' Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
1149
1151
591
1158
1157
547
599
549
vC1, stage 1 conf vol .
591
591
558
558
'
vC2, stage 2 conf vol
558
560
600
599
vCu, unblocked vol
1149
1151
591
1158
1157
547
599
549
tC, single (s)
*5.7
*5.2
*5.0
*5.7
*5.2
6.2
4.1
4.1
'
tC, 2 stage (s)
4.7
4.2
4.7
4.2
tF (s)
3.5
4.0
3.3
3.5
4.0
3.3
2.2
2.2
p0 queue free %
98
96
98
98
98
100
99
100
' cM capacity (veh/h)
305
312
619
296
310
537
978
1020 .
Direction, Lane #
EB 1
WB 1
NB 1
NB 2
SB 1
SB 2
Volume Total
29 '
12
5
549
0
599
' Volume Left
6
6
5
0
0
0
Volume Right
12
0
0
5
0
16
cSH
387
303
978
1700
1700
1700
Volume to Capacity
0.08
0.04
0.01
0.32
.0.00
0.35
'
Queue Length 95th (ft)
6
3
0
. 0
0
0
Control Delay (s)
15.1
17.4
8.7
0.0
0.0
0.0
Lane LOS
C
C
A
'
Approach Delay (s)
15.1
17.4
0.1
0.0
Approach LOS
C
C
Intersection Summary
'
Average Delay
0.6
Intersection Capacity Utilization
38.8%
ICU Level of Service
A
Analysis Period (min)
15
' * User Entered Value
' Matthew J. Delich , P. E.
z0C..
Synchro 6 Light Report
Page 1
3: Buckingham & Lemay
Short Bkgrd PM with 0.80 critical
gap
adjustment
9/14/2007
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
S13T SBR
'
Lane Configurations
44
+T+
T*
Vi
14
. Sign Control
Stop
Stop
Free
Free
Grade.
0%
0%
0%
0%
' Volume (veh/h)
5
5
70
5
5
5
50
995
10
5
645 15
Peak Hour Factor
0.85
6.85
0.85
0.85
0.85
0.85
0.94
0.94
0.94
0.89
0.89 0.89
Hourly flow rate (vph)
6
6
82
6
6
6
53
1059
11
6
725 17
Pedestrians
' Lane Width (ft)
Walking Speed (f /s)
Percent Blockage
'
Right turn flare (veh)
Median type
Raised
Raised
Median storage veh)
0
0
' Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
1918
1920
733
1991
1923
1064
742
.1069
vC1, stage 1 conf vol
744
744
1170
1170
'
vC2, stage 2 conf vol
1174
1176
821
753
vCu, unblocked vol
1918
1920
733
1991
1923
1064
742
1069
tC, single (s)
*5.7
*5.2
*5.0
*5.7
*5.2
*5.0
4.1
4.1
tC, 2 stage (s)
4.7
4.2
4.7
4.2
tF (s)
3.5
4.0
3.3
3.5
4.0
3.3
2.2
2.2
p0 queue free %
97
97
85
96
97
98
94
99
' cM capacity(veh/h)
171
193
539
149
189
388
865
652
Direction, Lane #
EB 1
WB 1
NB 1
NB 2
. SB 1
SB 2
Volume Total_
94
18
53
1069
6
742
' Volume Left
6
6
53
0
6
0.
Volume Right
82
6
0
11
0
17
cSH
433
206
865
1700
652
1700
Volume to Capacity
0.22
0.09
0.06
0.63
0.01
0.44
'
Queue Length 95th (ft)
20
7
5
0
1
0
Control Delay (s)
15.6
24.2
9.4
0.0
10.6
0.0
Lane LOS
C
C
A
B
Approach Delay (s)
15.6
24.2
0.4
0.1
Approach LOS
C
C
Intersection Summary
' Average Delay
1.2
Intersection Capacity Utilization
64.7%
ICU Level
of Service
C
Analysis Period (min)
15
* User Entered Value
' Matthew J. Delich , P. E.
Synchro 6 Light Report
Page 1
zoo
3: Buckingham & Lemay
Short Bkgrd AM with 0.80 critical gap adjustment 9/14/2007
Movement
EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
+14
. 4
�
j,
T4
Sign Control
Stop
Stop
Free
Free
Grade
0%
0%
0%
0%
Volume (veh/h)
10
5
30
5
5
0
55
385
5 0
870 20
Peak Hour Factor
0.85
0.85
0.85
0.85
0.85
0.85
0.90
0.90
0.90 0.85
0,85 0.85
Hourly flow rate (vph)
12
6
35
6
6
0
61
428
6 0
1024 24
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type
Raised
Raised
Median storage veh)
0
0
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
1588
1591
1035
1615
1600
431
1047
433
vC1, stage 1 conf vol
1035
1035
553
553
vC2, stage 2 conf vol
553
556
1062
1047
vCu, unblocked vol
1588
1591
1035
1615
1600
431
1047
433
tC, single (s)
*5.7
*5.2
*5.0
*5.7
*5.2
6.2
4.1
4.1
tC, 2 stage (s)
4.7
4.2
4.7
4.2
IF (s)
3.5
4.0
3.3
3.5
4.0
3.3
2.2
2.2
p0 queue free %
95
97
91
97
97
100
91
100
cM capacity(veh/h)
214
230.
400
176
212
625
665
1126
Direction, Lane #
EB 1
WB 1
NB 1
NB 2
SB 1
SB 2
Volume Total
53
12
61
433
0
1047
Volume Left
12
6
61
0
0
0
Volume Right
35
0
0
6
0
24
cSH
314
192
665
1700
1700
1700
Volume to Capacity
0.17
0.06
0.09
0.25
0.00
0.62
Queue Length 95th (ft)
15
5
8
0
0
0
Control Delay (s)
18.8
24.9
11.0
0.0
0.0
0.0
Lane LOS
C
C
B
Approach Delay (s)
18.8
24.9
1.4
0.0
Approach LOS
C
C
Intersection Summary
Average Delay
1.2
Intersection Capacity Utilization
57.0%
ICU Level
of Service
B
Analysis Period (min)
15
* User Entered Value
Synchro 6 Light Report
Matthew J. Delich , P. E. Page 1
2oA
3: Buckingham & Lemay
Short Bkgrd Sunday
12/11/2006
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR SBL
SBT SBR
Lane Configurations
444
44�
R
14
Vi
T4
Sign Control
Stop
Stop
Free
Free
Grade
0%
0%
0%
0%
Volume (veh/h)
5
10
10
5
5
0
5
495
5 0
530 15
Peak Hour Factor
0.85
0.85
0.85
0.85
0.85
0.85
0.91
0.91
0.91 0.91
0.91 0.91
Hourly flow rate (vph)
6
12
12
6
6
0
5
544
5 0
582 16
Pedestrians
Lane Width (ft)
Walking Speed (f /s)
Percent Blockage
Right turn flare (veh)
Median type
Raised
Raised
Median storage veh)
0
0
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
1149
1151
591
1158
1157
547
599
549
vC1, stage 1 conf vol
591
591
558
558
vC2, stage 2 conf vol
558
560
600
599
vCu, unblocked vol
1149
1151
591
1158
1157
547
599
549
tC, single (s)
7.1
6.5
6.2
7.1
6.5
6.2
4.1
4.1
tC, 2 stage (s)
6.1
5.5
6.1
5.5
tF (s)
3.5
4.0
3.3
3.5
4.0
3.3
2.2
2.2
p0 queue free %
97
95
98
97
97
100
99
100
cM capacity (veh/h)
228
237
507
219
235
537
978
1020
Direction, Lane #
EB 1
WB 1
NB 1
NB 2
SB 1
SB 2
Volume Total
29
12
5
549
0
599
Volume Left
6
6
5
0
0
0
Volume Right
12
0
0
5
0
16
cSH
298
227
978
1700
1700
1700
Volume to Capacity
0.10
0.05
0.01
0.32
0.00
0.35
Queue Length 95th (ft)
8
4
0
0
0
0
Control Delay Is)
18.4
21.7
8.7
0.0
0.0
0.0
Lane LOS
C
C
A
Approach Delay (s)
18.4
21.7
0.1
0.0
Approach LOS
C
C
Intersection Summary
Average Delay
0.7
Intersection Capacity Utilization
38.8%
ICU
Level of Service
A
Analysis Period (min)
15
Matthew J. Delich , P. E.
Synchro 6 Light Report ,
Page 1
<n
' 3: Buckingham & Lemay
Short Bkgrd PM
12/11/2006
-�
--v
t
1
d
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR SBL
SBT SBR
Lane Configurations
4�
#14
Vi
T*
R
14
Sign Control
Stop
Stop
Free
Free
Grade
0%
0%
0%
0%
' Volume (veh/h)
5
5
70
5
5
5
50
995
10 5
645 15
Peak Hour Factor
0.85
0.85
0.85
0.85
0.85
0.85
0.94
0.94
0.94 0.89
0.89 0.89
Hourly flow rate (vph)
6
6
82
6
6
6
53
1059
11 6
725 17
Pedestrians_
'
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type
Raised
Raised
Median storage veh)
0
0
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
1918
1920
733
1991
1923
1064
742
1069
vC1, stage 1 conf vol
744
744
1170
1170
'
vC2, stage 2 conf vol
1174
1176
821
753
vCu, unblocked vol
1918
1920
733
1991
1923
1064
742
1069
tC, single (s)
7,1
6.5
6.2
7.1
6.5
6.2
4.1
4.1
' tC, 2 stage (s)
6.1
5.5
6.1
5.5
tF (s)
3.5
4.0
3.3
3.5
4.0
3.3
2.2
2.2
p0 queue free %
94
95
80
93
95
98
94
99
' cM capacity(veh/h)
106
124
421
89
121
271
865
652
Direction, Lane #
EB 1
WB 1
NB 1
NB 2
SB 1
SB 2
Volume Total
94
18
53
1069
6
742
Volume Left
6
6
53
0
6
0
'
Volume Right
82
6
0
11
0
17
cSH
315
129
865
1700
652
1700
Volume to Capacity
0.30
0.14
0.06
0.63
0.01
0.44
Queue Length 95th (ft)
31
11
5
0
1
0
Control Delay (s)
21.2
37.2
9.4
0.0
10.6
0.0
Lane LOS
C
E
A
B
.' Approach Delay (s)
21.2
37.2
0.4
0.1
Approach LOS
C
E
Intersection Summary
Average Delay
1.6
Intersection Capacity Utilization
64.7%
ICU
Level of Service
C
Analysis Period (min)
15
' Matthew J. Delich , P. E.
Synchro 6 Light Report
Page 1
3: Buckingham & Lemay
Short Bkgrd AM
12/11/2006
t
/0' �►
d
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR SBL
SBT SBR
Lane Configurations
4i
4,
Vi
T+
Vi
1�
Sign Control
Stop
Stop
Free
Free
Grade
0%
0%
0%
0%
Volume (veh/h)
10
5
30
5
5
0
55
385
5 0
870 20
Peak Hour Factor
0.85
0.85
0.85
0.85
0.85
0.85
0.90
0.90
0.90 0.85
0.85 0.85
Hourly flow rate (vph)
12
6
35
6
6
0
61
428
6 0
1024 24
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type
Raised
Raised
Median storage veh)
0
0
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
1588
1591
1035
1615
1600
431.
1047
433
vC1, stage 1 conf vol
1035
1035
553
553
vC2, stage 2 conf vol
553
556
1062
1047
vCu, unblocked vol
1588
1591
1035
1615
1600
431
1047
433
tC, single (s)
7.1
6.5
6.2
7.1
6.5
6.2
4.1
4.1
tC, 2 stage (s)
6.1
5.5
6.1
5.5
tF (s)
3.5
4.0
3.3
3.5
4.0
3.3
2.2
2.2
p0 queue free %
92
96
87
94
96
100
91
100
cM capacity (veh/h)
143
158
281
102
137
625
665
1126
Direction, Lane #
EB 1
WB 1
NB 1
NB 2
SB 1
SB 2
Volume Total
53
12
61
433
0
1047
Volume Left
12
6
61
0
0
0
Volume Right
35
0
0
6
0
24
cSH
216
117
665
1700
1700
1700
Volume to Capacity
0.24
0.10
0.09
0.25
0.00
0.62
Queue Length 95th (ft)
23
8
8
0
0
0
Control Delay (s)
27.0
39.3
11.0
0.0
0.0
0.0
Lane LOS
D
E
B
Approach Delay (s)
27.0
39.3
1.4
0.0
Approach LOS
D
E
Intersection Summary
Average Delay
1.6
Intersection Capacity Utilization
57.0%
ICU
Level of Service
B
Analysis Period (min)
15
Matthew J. Delich , P. E.
Synchro 6 Light Report ,
Page 1
1'
APPENDIX D
17
w
D
0
I
am
momm
ilim
ummorillimHMO
um
0
O
Co
O d
0
Cl
0-
0
o
0
O
Lo
O
a
N
M
O
_M Q
O
O
N_
Co
O
0
0
0
t-
I
0
O
ti
O
O
O
O
Lo M N
_ _
(L a
u, o
m Lo
a Q
m m
w w
MINOR STREET APPROACH - VPH
� d
L L
N N
Q O O C
O E-a)m
Ew m
Ce m m o
a=�C.nLw
Q � m3
O t m
m�
0om
LL 0 , 0
O �' ; m
1 rm-
�- m rn
QW ago
03 N C
W w o m
' J y � o
HU °L
W= o E
W n 3
�� m >
3 O
O Lnom
� L
L
Q 0.m Q
2 zm
e
G
Z
Y
U
m
5�
L
J
a
Z
Q
D
0
fQ
a.
r
0
0
Z
9
F-
w
0
APPENDIX C
6
Table 4-3
Fort Collins (City Limits)
Motor Vehicle LOS Standards (intersections)
Land Use (from structure plan)
Other corridors within:
Intersection type
Commercial
Mixed use
Low density
mixed use
All other
corridors
districts
residential
areas
Signalized intersections
D
E'
D
D
(overall)
Any Leg
E
E
D
E
Any Movement
E
E
D
E
Stop sign control
NIA
F"
F"
E
(arterial/collector or local --
any approach leg
Stop sign control
NIA
C
C
C
(collector/local—any
approach leg)
' mitigating measures required
" considered normal in an urban environment
ZI
UNSIGNALIZED INTERSECTIONS
Level -of -Service
Average Total Delay
seclveh
A
_< 10
B
>10and<15
C
> 15 and _< 25
D
>25 and < 35
E
> 35 and < 50
F
> 50
13
3: Buckingham & Lemay
Recent Sunday with 0.80 critical
gap adjustment
9/14/2007
'
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
+T+
+�k
4:k
+T+
Sign Control
Stop
Stop
Free
Free
Grade
0%
0%
0%
0%
'
Volume (veh/h)
2
6
6
1
3
0
5
396
5
0
421
10
Peak Hour Factor
0.85
0.85
0.85
.0.85
0.85
0.85
0.91
0.91
0.91
0.91
0.91
0.91
Hourly flow rate (vph)
2
7
7
1
4
0
5
435
5
0
463
11
' Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
'
Right turn flare (veh)
Median type
None
None
Median storage veh)
' Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
919
920
468
928
923
438
474
441
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
919
920
468
928
923
438
474
441
tC, single (s)
*5.7
*5.2
*5.0
*5.7
*5.2
6.2
4.1
4.1
tc, 2 stage (s)
tF (s)
3.5
4.0
3.3
3.5
4.0
3.3
2.2
2.2
p0 queue free %
99
98
99
100
99
100
99
100
tcM capacity (veh/h)
358
378
697
348
377
619
1088
1119
Direction, Lane #
EB 1
WB 1
NB 1
SB 1
Volume Total
16
5
446
474
' Volume Left
2
1
5
0
Volume Right
7
0
5
11
cSH
465
369
1088
1119
Volume to Capacity
0.04
0.01
0.01
0.00
'
Queue Length 95th (ft)
3
1
0
0
Control Delay (s)
13.0
14.9
0.2
0.0
Lane LOS
B
B
A
'
Approach Delay (s)
13.0
14.9
0.2
0.0
Approach LOS
B
B
Intersection Summary
'
Average Delay
0.4
Intersection Capacity Utilization
35.1%
ICU Level
of Service
A
Analysis Period (min)
15
t* User Entered Value
' Synchro 6 Light Report
Matthew J. Delich , P. E. Page 1
12C
3: Buckingham & Lemay
Recent PM with 0.80 critical gap
adjustment
9/14/2007
'
41
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
.T+
4,
43,
#14
Sign Control
Stop
Stop
Free
Free
Grade
0%
0%
0%
0%
'
Volume (veh/h)
1
2
66
2
1
2
34
798
8
1
509
8
Peak Hour Factor
0.85
0.85
0.85
0.85
0.85
0.85
0.94
0.94
0.94
0.89
0.89
0.89
Hourly flow rate (vph)
1
2
78
2
1
2
36
849
9
1
.572
9
Pedestrians
'
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
'
Right turn flare (veh)
Median type
None
None
Median storage veh)
'
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
1507
1508
576
1583
1509
853
581
857
vC1, stage 1 conf vol
'
vC2, stage 2 conf vol
vCu, unblocked vol
1507
1508
576
1583
1509
853
581
857
tC, single (s)
*5.7
*5.2
*5.0
*5.7
*5.2
*5.0
4.1
4.1
'
tC, 2 stage (s)
tF (s)
3.5
4.0
3.3
3.5
4.0
3.3
2.2
2.2
p0 queue free %
99
99
88
98
99
100
96
100
cM capacity(veh/h)
173
202
628
138
. 202
479
993
783
Direction, Lane #
EB 1
WB 1
NB 1
SB 1
Volume Total
81
6
894
582
' Volume Left
1
2
36
1
Volume Right
78
2
9
9
cSH
571
212
993
783
Volume to Capacity
0.14
0.03
0.04
0.00
'
Queue Length 95th (ft)
12
2
3
0
Control Delay (s)
12.3
22.5
1.0
0.0
Lane LOS
B
C
A
A
Approach Delay (s)
12.3
22.5
1.0
0.0
Approach LOS
B
C
Intersection Summary
'
Average Delay
1.3
Intersection Capacity Utilization
79.6%
ICU Level
of Service
D
Analysis Period (min)
15
* User Entered Value
!' Matthew J. Delich , P. E.
Synchro 6 Light Report
Page 1
3: Buckingham & Lemay
Recent AM with 0.80 critical gap
adjustment
9/14/2007
'
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
' Lane Configurations
4�
Sign Control
Stop
Stop
Free
Free
Grade
0%
0%
0%
0%
'
Volume (veh/h)
8,
2
25
3
0
0
38
309
2
0
677
19
Peak Hour Factor
0.85
0.85
0.85
0.85
0.85
0.85
0.90
0.90
0.90
0.85
0.85
0.85
Hourly flow rate (vph)
9
2
29
4
0
0
42
343
2
0
796
22
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
'
Right turn flare (veh)
Median type
None
None
Median storage veh)
'
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
1237
1238
808
1267
1248
344
819
346
vC1, stage 1 conf vol
t vC2, stage 2 conf vol
vCu, unblocked vol
1237
1238
808
1267
1248
344
819
346
tC, single (s)
*5.7
*5.2
*5.0
*5.7
6.5
6.2
4.1
4.1
'
tC, 2 stage (s)
tF (s)
3.5
4.0
3.3
3.5
4.0
3.3
2.2
2.2
p0 queue free %
96
99
94
98
100
100
95
100
' cM capacity (veh/h)
239
262
501
215
164
698
810
1213
Direction, Lane #
EB 1
WB 1
NB 1
SB 1
Volume Total
41
4
388
819
' Volume Left
9
4
42
0
Volume Right
29
0
2
22
cSH
385
215
810
1213
Volume to Capacity
0.11
0.02
0.05
0.00
'
Queue Length 95th (ft)
9
1
4
0
Control Delay (s)
15.5
22.0
1.6
0.0
Lane LOS
C
C
A
'
Approach Delay (s)
15.5
22.0
1.6
0.0
Approach LOS
C
C
Intersection Summary
Average Delay
1.1
Intersection Capacity Utilization
58.2%
ICU Level
of Service
B
Analysis Period (min)
15
' User Entered Value
' Matthew J. Delich , P. E.
iZ A
Synchro 6 Light Report
Page 1
3: Buckingham & Lemay
Recent Sunday 12/7/2006
t �� �♦- �� t a 4 r
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
4�
4�
#14
444
Sign Control
Stop
Stop
Free
Free
Grade
0%
0%
0%
0%
Volume (veh/h)
2
6
6
1
3
0
5
396 •
5 0
421 10
Peak Hour Factor
0.85
0.85
0.85
0.85
0.85
0.85
0.91
0.91
0.91 0.91
0.91 0.91
Hourly flow rate (vph)
2
7
7
1
4
0
5
435
5 0
463 11
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type
None
None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
919
920
468
928
923
438
474
441
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
919
920
468
928
923
438
474
441
IC, single (s)
7.1
6.5
6.2
7.1
6.5
6.2
4.1
4.1
IC, 2 stage (s)
tF (s)
3.5
4.0
3.3
3.5
4.0
3.3
2.2
2.2
p0 queue free %
99
97
99
100
99
100
99
100
cM capacity (veh/h)
248
270
595
240
269
619
1088
1119
Direction, Lane #
EB 1
WB 1
NB 1
SB 1
Volume Total
16
5
446
474
Volume Left
2
1
5
0
Volume Right
7
0
5
11
cSH
347
261
1088
1119
Volume to Capacity
0.05
0.02
0.01
0.00
Queue Length 95th (ft)
4
1
0
0
Control Delay (s)
15.9
19.1
0.2
0.0
Lane LOS
C
C
A
Approach Delay (s)
15.9
19.1
0.2
0.0
Approach LOS
C
C
Intersection Summary
Average Delay 0.4
Intersection Capacity Utilization 35.1% ICU Level of Service A
Analysis Period (min) 15
Matthew J. Delich , P. E.
Synchro 6 Light Report '
Page 1
/Z.
3: Buckingham & Lemay
Recent PM
12/7/2006
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
'
Lane Configurations
44
44
4�
44
Sign Control
Stop
Stop
Free
Free
Grade
0%
0%
0%
0%
Volume (veh/h)
1-
2
66
2
1
2
34
798
8
1
509
8
Peak Hour Factor
0.85
0.85
0.85
0.85
0.85
0.85
0.94
0.94
0.94
0.89
0.89
0.89
Hourly flow rate (vph)
1
2
78
2
1
2
36
849
9
1
572
9
Pedestrians
'
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type
None
None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
1507
1508
576
1583
1509
853
581
857
vC1, stage 1 conf vol
' vC2, stage 2 conf vol
vCu, unblocked vol
1507
1508
576
1583
1509
853
581
857
IC, single (s)
7.1
6.5
6.2
7.1
6.5
6.2
4.1
4.1
' tC, 2 stage (s)
tF (s)
3.5
4.0
3.3
3.5
4.0
3.3
2.2
2.2
p0 queue free %
99
98
85
97
99
99
96
100
cM capacity (veh/h)
95
116
517
71
116
359
993
783
'
Direction, Lane #
EB 1
WB 1
NB 1
SB 1
Volume Total
81
6
894
582
Volume Left
1
2
36
1
'
Volume Right
78
2
9
9
cSH
444
118
993
783
Volume to Capacity
0.18
0.05
0.04
0.00
'
Queue Length 95th (ft)
17
4
3
0
Control Delay (s)
14.9
37.0
1.0
0.0
Lane LOS
B
E
A
A
Approach Delay (s)
14.9
37.0
1.0
0.0
Approach LOS
B
E
Intersection Summary
' Average Delay
1.5
Intersection Capacity Utilization
79.6%
ICU Level of Service
D
Analysis Period (min)
15
' Synchro 6 Light Report
Matthew J. Delich , P. E. Page 1
it
3: Buckingham & Lemay
Recent AM
12/7/2006
41
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
4
440
4�
4�-
Sign Control
Stop
Stop
Free
Free
Grade
0%
0%
0%
0%
Volume (veh/h)
8
2
25
3
0
0
38
309
2
0
677
19
Peak Hour Factor
0.85
0.85
0.85
0.85
0.85
0.85
0.90
0.90
0.90
0.85
0.85
0.85
Hourly flow rate (vph)
9
2
29
4
0
0
42
343
2
0
796
22
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type
None
None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
1237
1238
808
1267
1248
344
819
346
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
1237
1238
808
1267
1248
344
819
346
tC, single (s)
7.1
6.5
6.2
7.1
6.5
6.2
4.1
4.1
tC, 2 stage (s)
tF (s)
3.5
4.0
3.3
3.5
4.0
3.3
2.2
2.2
p0 queue free %
94
99
92
97
100
100
95
100
cM capacity(veh/h)
147
167
381
128
164
698
810
1213
Direction, Lane #
EB 1
WB 1
NB 1
SB 1
Volume Total
41
4
388
819
Volume Left
9
4
42
0
Volume Right
29
0
2
22
cSH
265
128
810
1213
Volume to Capacity
0.16
0.03
0.05
0.00
Queue Length 95th (ft)
14
2
4
0
Control Delay (s)
21.1
34.0
1.6
0.0
Lane LOS
C
D
A
Approach Delay (s)
21.1
34.0
1.6
0.0
Approach LOS
C
D
Intersection Summary
Average Delay
1.3
Intersection Capacity Utilization
58.2%
ICU Level
of Service
B
Analysis Period (min)
15
Matthew J. Delich , P. E.
Synchro 6 Light Report
Page 1
/D
APPENDIX B
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3
Chapter 4 — Ariachments
Attachment A
Transportation Impact Study
Base Assumptions
Project Information
Project Name Mo()krAt,u VI&IO O-MMUutr Couecf
ProjectLocation SW QVAWRArui CP LomAY rJUe
TIS Assumptions
Type of Study
Full: �VO
Intermediate: 0 K,9,,up
Study Area Boundaries
North: $vej:�i,UG K Atit.
South:4ac.Gss
East: I -&MA V
west: AccG-5,5
Study Years
Short Range: Z 00 9
LM9 Range. $ i{
ti
Future Traffic Growth Rate
Q e, o
Study Intersections
1. All access drives
5.
2. LSA4A Svc 144
6.
3.
7.
4.
8.
Time Period for Study
AM: 7:00-9:00
1 PM: 4:00-6:00
SatNeon:
Trip Generation RatesP&P-
( Y y(� A r-rAcawl
Trip Adjustment Factors
Passby:
VIA
Captive
Captive
k//
Overall Trip Disftb on
SEE ATTACHED SKETCH
Mode Split Assumptions
WA
Committed Roadway Improvements
erry cvtbtd
Other Traffic Studies
L,aeot-U ,G(.ycasp-
Areas Requiring Special Study
/� 7 Vic,
Date: A1QyC—,vt S&E 16710 2 oo &
Traffic Engineer b (- I C v S O C (A-7-679
Local Entity Engineer.
LWftW COMW Urban Area Street Standards— R"eaW wW Rimed Odobw 1. 2M
Adopted by Lmtww County. City of Loveland. My of Fort COFM
Page 4-35
APPENDIX A
' IV. CONCLUSIONS
' This study assessed the impacts of the Mountain View Community
Church on the short range (2009) street system in the vicinity of the
proposed development. As a result of this analysis, the following is
' concluded:
The development of the Mountain View Community Church is feasible
from a traffic engineering standpoint. At full development, the
' Mountain. View Community Church will generate approximately 210
weekday daily trip ends, 17 weekday morning peak hour trip ends,
and 15 weekday afternoon peak hour trip ends. The Mountain View
' Community Church will generate approximately 860 Sunday daily trip
ends and 403 Sunday morning peak hour trip ends.
' - Current operation at the Lemay/Buckingham intersection is
acceptable.
In the short range (2009) future, given. development of the
Mountain View Community Church and an increase in background
traffic, the Lemay/Buckingham intersection will operate acceptably
during the weekday peak hours. During the Sunday peak hour, the
westbound left -turning vehicles will experience delays
commensurate with level of service F. However,.based upon recent
research, this intersection will operate acceptably.
Bicycle and transit_ level of service will be acceptable.
Acceptable level of service for all pedestrian factors cannot be
achieved.
PIN
TABLE 3
Short Range (2009) Background Peak Hour Operation
.Intersection
X
7 F,,i 3,Ott
Le
Lemay/Buckingharn
(stop sign)
EB LT/T/RT
D (C)
C (C)
C (C)
WB LT/T/RT
E (C)
E (C)
C (C)
NB LT
B
A
A
SB LT
A
B
A
LOS with 0.80 adjustment to the critical gap
TABLE 4
Short Range (2009) Total Peak Hour Operation
g -,q
EB LT/T/RT
D (C)
C (C)
D (C)
WB LT/TIRT
E (D)
E (C)
F (D)
Lemay/Buckingham
(stop sign)
NB LT
B
A
A
SB LT
A
B
A
NB LT
A
A
B
Buckingham/Site Access
NB RT
A
A
A
(stop sign)
NB APPROACH
A
A
B
WB LT/T
A
A
A
LOS with 0.80 adjustment to the critical gap
15
Using the traffic volumes shown in Figure 5, the Lemay/Buckingham
intersection operates in the short range (2009) background traffic
condition as indicated in Table 3. Calculation forms for these analyses
are provided in Appendix D. The Lemay/Buckingham intersection will
operate acceptably during the weekday peak hours and the Sunday peak
hour. Table 3 also shows the level of service for the minor street leg
with a 0.80 adjustment to the critical gap.
Using the traffic volumes shown in Figure 7, the key intersections
operate in the short range (2009),total traffic condition as indicated
in Table 4. Calculation forms for these analyses are provided in
Appendix E. The Lemay/Buckingham intersection will operate acceptably
during the weekday peak hours. During the Sunday 'peak hour, the
westbound left -turning vehicles will experience delays commensurate with
level of service F. As shown in Table 4, with a 0.80 adjustment to the
critical gap, the Lemay/Buckingham intersection will operate acceptably.
Pedestrian Level of Service
Appendix F contains a map of the pedestrian influence area that
is within 1320 feet of the Mountain View Community Church. There will
be five pedestrian destinations within 1320 feet of the Mountain View
Community Church. These are: 1) the residential neighborhood
northeast of the site, 2) the commercial areas to the west of the
site, 3) the commercial uses to the south of the site, 4) the
residential area to the southeast of the site, and 5) the Lincoln
Mixed -use Development. This site is in an area type termed "other."
The minimum level of service for "other" is C for all categories.
Acceptable pedestrian level of service cannot be achieved for all
pedestrian factors. However, it is unlikely that the Mountain View
Community Church will produce many pedestrian trips. The Pedestrian
LOS Worksheet is provided in Appendix F.
Bicycle Level of Service
Based upon Fort Collins bicycle LOS criteria, there are no
bicycle destinations within 1320 feet of the Mountain View Community
Church. This site will achieve bicycle level of service A connectivity
which exceeds the base city-wide minimum. Both Lemay Avenue and
Buckingham Street are considered to be streets with bike lanes.
Transit Level of Service
Currently, there is no transit service on the adjacent streets.
Route 8 has service on Vine Drive, to the north, and Route 14 has
service on Lincoln Avenue, to the south.
14
N
U)
to
Q
N
co
-40 - Denotes Lane
SHORT RANGE (2009) GEOMETRY Figure 8
13
L
LO (0
0 1^ '�
80170 IN °I° o
10/5 J +
Buckingham 45/80 —�
10/5
5/5 � o 5/5 —�
LO 35/75
c�
Q
W
WEEKDAY
>.
(0
E
N
J
0/5
5/5
5/5
�n Un o
LOrn
n °� in
ED
co
V)
N
--w*— AM/PM
Rounded to Nearest
5 Vehicles
A&
T N
>_
N�—o
_ 25 (IN Ln o 5
04-140 J � � —5
Buckingham 25 / ` 1
15 1
45 r 10
165 v
�— 10:30-11:30am
Rounded to Nearest
5 Vehicles
SUNDAY
SHORT RANGE (2009) TOTAL
PEAK HOUR TRAFFIC Figure 7
12
N
J
O
7/6
' NOM
'Buckingham 2/2
0/0
cq ui NOM
cv co
6/5
U
'
AM/PM
D
Rounded to Nearest
5 Vehicles
WEEKDAY
T
N
'
E
J
139
1
f- NOM
Buckingham 46
11
NOM
.
153
10:30-11:30am
Rounded to Nearest
' U)
5 Vehicles
' SUNDAY
SITE GENERATED
1 PEAK HOUR TRAFFIC
Figure 6
Buckingham
Buckingham
T
f9
E
N
J
LO
LO
0 0 \, 0/5
Cq co o f_ 5/5
5/5
10/5 t
5/5 — o LO o
30/70 L rn LO
uo c
M
WEEKDAY
0i'�tr 1
10 � v
SUNDAY
SHORT RANGE (2009) BACKGROUND
PEAK HOUR TRAFFIC
�— AM/PM
Rounded to Nearest
5 Vehicles
f 10:30-11:30am
Rounded to Nearest
5 Vehicles
A&
N
N
Figure 5
10
Background Traffic Projections
Figure 5 shows the short range (2009) background traffic
projections. Background traffic projections for the future horizon
year were obtained by reviewing the NFRRTP, reviewing traffic studies
for other developments, and reviewing historic.count data for this
area of Fort Collins. The Lincoln Mixed -use Development traffic was
included in the background traffic forecasts.
Trip Assignment/Total Traffic Projections
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.. Figure 6 shows the
short range (2009) site generated peak hour traffic assignment of the
Mountain View Community Church. Figure 7 shows the short range (2009)
total (site plus background) peak hour traffic at the key
intersections with the development of the Mountain View Community
Church.
.Signal Warrants
' As a matter of policy, traffic signals are not installed at any
location until such time that signal installation warrants are met
according to the Manual on Uniform Traffic Control Devices. It is
' unlikely that peak hour signalwarrants will be met at the
Lemay/Buckingham stop sign controlled intersection. Peak hour signal
warrant analyses are provided in Appendix C.
Geometry
Figure 8 shows a schematic of the short range (2009) geometry.
Northbound and southbound left -turn lanes are required based upon the
short range (2009) background peak hour traffic and the fact that Lemay
Avenue is classified as an arterial street. As mentioned earlier, the
centerline of the east leg of Buckingham Street is somewhat (18'-201)
north of the centerline of the west leg of Buckingham Street. An
offset, such as this, primarily presents a concern for the east/west
through traffic crossing Lemay Avenue. However, the current traffic
making this maneuver is small and it is not likely that the movement
would increase significantly. The offset is such that the major street
(Lemay Avenue) left turns will not conflict with each other. The left -
turn lanes on Lemay Avenue will allow north/south through vehicles to
bypass left -turning vehicles. While the offset is not ideal, it is not
likely to present operational or safety issues.
Operation Analysis
Operation analyses were performed at the key intersections. The,
operations analyses were conducted for the short range analysis,
reflecting a year 2009 condition.
7
Bucki
TRIP DISTRIBUTION
T
(0
r
N
Figure 4
8
T
I I I I ILLt
SITE PLAN.
IT,
v
Figure 3
III.. PROPOSED DEVELOPMENT
The Mountain View Community Church is located in the southwest
quadrant of the Lemay/Buckingham intersection. Figure 3 shows a site
plan of the Mountain View Community Church. The site.plan provided by
the planning consultant shows the general layout of the site. A.
right-in/right-out along Lemay Avenue is proposed with this site.
However, initially this access would not be built. The Mountain View
Community Church will have a full -movement access along Buckingham
' Street. The short range analysis (year 2009) includes development of
only the Mountain View Community Church and an appropriate increase in
background traffic due to normal growth and other known potential
' developments in the area. Since this is an intermediate level
transportation impact study, along range analysis is not required.
Trip Generation
Trip generation is important in considering the impact of a
' development such as this upon the existing and proposed street system.
Trip generation information contained in Trip Generation, 7"' Edition,
ITE, was used to estimate trips that would be generated by the Mountain
View Community Church. Table shows the expected trip generation on a
daily and peak hour basis.
TABLE 2
Trip Generation
Code
Use.
Size
. AWDTE"
' . `: AM Peak Hour `
PM Peak Hour
:Trips ..
Rate
��
Rate .
,Out -
..
:.Rate
'- "in
Rate
Out'
560
Church
23.192 KSF210
P9.1
0.39
9
0.33
8
0.34
8
032
7
Code
Use
gt.TE
Sunday.Peak Hour':
Rate :
- Ups .
nps .
Rate .
In' . •.'
Rate
.. .; , Otrf , ;
560
Church
560 Seats
1.53
860
0.33
185
0.39
218
Trip Distribution
Trip distribution for the Mountain View Community Church was
estimated using membership information provided the church. Figure 4
shows the trip distribution used for the peak hour traffic assignment.
The trip distribution analysis was discussed and agreed to in the
scoping meeting.
6
Existing Operation
The Lemay/Buckingham intersection was evaluated using techniques
provided in the 2000 Highway Capacity Manual. Using the peak hour
traffic shown in Figure 2, the weekday and Sunday peak hour operation is
shown in.Table 1. Calculation forms are provided in Appendix B. The
key intersections operate acceptably during both the weekday and Sunday
peak hours. At unsignalized intersections, acceptable operation is
considered to be at level of service E for any approach leg for an
arterial/collector or arterial/local intersection. A description of
level, of service for unsignalized intersections from the 2000 Highway
Capacity Manual and a table showing the Fort Collins Motor Vehicle LOS
Standards (intersections) are also provided in Appendix B. Recent
research has indicated that the calculated delay does not replicate the
observed delay at two-way stop sign controlled intersections. It has
been found that a 0.70-0.80 adjustment to the minor street critical gap
better reflects the observed delay. The level • of service with this
adjustment was also applied to the analysis of the Lemay/Buckingham
intersection with the existing traffic and is shown in Table 1.
Pedestrian Facilities
Pedestrian facilities in this area are sporadic. Sidewalks exist
adjacent to some developed properties. There is also a sidewalk along
the west side of Lemay Avenue, .north of Buckingham Street. Sidewalks
will be incorporated within and adjacent to this development.
Bicycle Facilities
Bicycle lanes exist on Lemay Avenue and Buckingham Street.
Transit Facilities
Currently, Transfort does not serve this area of Fort Collins.
The nearest route (8) has a stop approximately 1500 feet to the north,
near the Vine/Lemay intersection.
TABLE 1
Current Peak Hour Operation
Intersection,
Movement
Level
of Service ' , :.
AM
PM. -
Sunday
Lemay/Buckingham
(stop sign)
EB LTIf/RT
C (C)
B (B)
C (B)
WB LT/T/RT
D (C)
E (C)
C (B)
NB LT/T/RT
A
A
A
SB LT/T/RT
A
A
A
(-) LOS with 0.80 adjustment to the critical gap
5
Buckingham
Buckingham
%.
M
E
N
J
O
O
O � �
0/2
co o — 0/,
3/2
8/1 t
2/2 v Co ao
25/66 Co °�' N
Cl) O
Cl
M
0,0/:111:I
2-��fr
6 —' Ln co Lo
6 � r°'i
SUNDAY
—m*— AM/PM
---w — 10:30-11:30am.
4
N
RECENT PEAK HOUR TRAFFIC Figure 2
4
SITE LOCATION
N
BURLINGTON NORTHERN RAI
Buckingham
Mountain I I I
View
ca
Community E
Church
Lincoln
Mulberry
SCALE: 1 "=1000'
Figure 1
3
II. EXISTING CONDITIONS
The location .of the Mountain 'View Community Church is shown in
Figure 1. It is important that. a thorough understanding of the
existing conditions be presented. .
1 Land Use
1 Land uses in the , area are primarily residential or
commercial/industrial. There are residential uses to the east of the
site. There are commercial uses south and west of the site. The center
of Fort Collins lies to the southwest of the proposed Mountain View
1 Community Church. Land adjacent to the site is flat (<2% grade) from a
traffic operations perspective.
Roads
The primary streets near the Mountain View Community Church site
are Lemay Avenue and Buckingham Street. Condition sketches of the
Lemay/Buckingham intersection is shown in Appendix A. The west leg of
Buckingham Street does not line up with the east leg. The centerline
1 of the east leg approximately lines up with the 'north edge of the west
leg of Buckingham Street.
1 Lemay Avenue is adjacent to the east side of the Mountain View
Community Church site. It is a north -south street designated as a four -
lane arterial street on the Fort .Collins Master -Street Plan, on its
future alignment to the east of the residential neighborhood east of
' Lemay Avenue. The segment at the Lemay/Buckingham intersection. is
designated as a local street. It is not known when Lemay Avenue will be
realigned. It is not likely to occur before the short range future year
(2009). Given the existing trafficvolumes, this isegment of Lemay
Avenue was considered to be a two-lane arterial street for this TIS.
Currently, it has a two-lane cross section with no auxiliary lanes at
' the Lemay/Buckingham intersection. The existing speed limit in this
area is 35 mph.
1 Buckingham Street is an east -west street designated as a collector
street. on the Fort Collins Master Street Plan. Currently, Buckingham
Street has a two-lane section. The Lemay/Buckingham intersection has
1 stop sign control on Buckingham Street. The existing speed limit in
this area is 30 mph.
1 Existing Traffic
Recent weekday and Sunday peak hour traffic counts at the
1 Lemay/Buckingham intersection are shown in Figure 2. The traffic data
for the Lemay/Buckingham intersection was collected in November/December
2006. Raw traffic counts are provided in Appendix A.
i
2
1
I. INTRODUCTION
' This intermediate transportation impact study (TIS) addresses the
capacity, geometric, and control requirements at and near a proposed
Mountain View Community Church. The proposed Mountain View Community
' Church is located in the southwest quadrant of the Lemay/Buckingham
intersection in Fort Collins, Colorado.
During the course- of the analysis, numerous contacts were made
with the project developer, project engineer, and the City of Fort
Collins staff. This study conforms to the format set forth in the Fort
Collins transportation impact study guidelines as contained in the
' "Larimer County -Urban Area Street Standards" (LCUASS).. A Base
Assumptions Form and related information are provided in Appendix A.
The study involved the following steps:
' - Collect physical, traffic, and development data;
Perform trip generation, trip distribution, and trip assignment;
t _ Determine peak hour traffic volumes;
Conduct capacity and operational level of service analyses on key
intersections;
' - Analyze signal warrants;
Conduct level of service evaluation of pedestrian, bicycle, and
transit modes of transportation.
1
LIST OF FIGURES
Figure
Page
1.
Site Location ........................................
3
2.
Recent Peak
Hour Traffic ......................:......
4
3.
Site Plan ............................................
7
4.
Trip Distribution ......................................
8
5.
Short. Range
(2009)
Background Peak Hour Traffic ......
10
6.
Short Range
(2009)
Site Generated Peak Hour Traffic ..
11
7.
Short Range
(2009)
Total Peak Hour Traffic ...........
12
8.
Short Range
(2009)
Geometry ..........................
13
APPENDIX
A Base Assumptions Form/Condition Sketches/Peak Hour Traffic Counts
B Current Peak Hour Operation/Level of Service Descriptions
C Signal Warrants
D Short Range Background Traffic Operation
E Short Range Total Traffic Operation
F Pedestrian/Transit Level of Service Worksheets
TABLE OF CONTENTS
Page
I. Introduction ......................................... 1
II. Existing Conditions ................................... 2
Land Use .... 2
Reads................................................ 2
Existing Traffic ....................... a............. 2
Existing Operation .................................... $'
Pedestrian Facilities ................................. 5
Bicycle Facilities.................I.................. 5
Transit Facilities ................................... 5
III. Proposed Development ................................. 6
Trip Generation ...................................... 6
Trip Distribution .................................... 6
Background Traffic Projections ....................... 9
Trip Assignment/Total Traffic Projections ............ 9
Signal Warrants ............ .......... ............ 9
Geometry ............................................. 9
Operation Analysis ................................... 9
Pedestrian Level of Service 14
Bicycle Level of Service .............................14
Transit Level of Service ............................. 14
IV. Conclusions ........................................... 16
LIST OF TABLES
Table Page
1. Current Peak Hour Operation 5
2. Trip Generation ...................................... 6
3. Short Range (200.9) Background Peak Hour Operation .... 15
4. Short Range (2009) Total Peak Hour Operation ......... 15
MOUNTAIN VIEW COMMUNITY CHURCH
TRANSPORTATION IMPACT STUDY
FORT COLLINS, COLORADO
SEPTEMBER 2007
Prepared for. -
Mountain View Community Church
201 Whedbee Street
Fort Collins, CO 80524
Prepared by:
DELICH ASSOCIATES
2272 Glen Haven Drive
Loveland, CO 80538
Phone: 970-669-2061
FAX 970-669-5034
PPpO REC'�Sl
U 8 �T' _• o