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ELEMENTARY SCHOOL AT RIDGEWOOD HILLS ( COYOTE RIDGE) - SITE PLAN ADVISORY REVIEW - 28-06 - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDY
3: Trilby & Avondale Short Total PM with critical gap adjustment 10/12/2006 t --► --v f- .- 4 t r' 1 .J Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations T T4 + «1 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 28 306 59 104 377 30 53 4 76 15 4 43 Peak Hour Factor 0.92 0.92 0.92 0.93 0.93 0.93 0.92 0.92 0.92 0.85 0.85 0.85 Hourly flow rate (vph) 30 333 64 112 405 32 58 4 83 18 5 51 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) 1 Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 438 397 1082 1087 365 1123 1103 422 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 438 397 1082 1087 365 1123 1103 422 tC, single (s) 4.1 4.1 *5.7 *5.2 *5.0 *5.7 *5.2 *5.0 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 97 90 77 98 89 92 98 93 cM capacity(veh/h) 1122 1162 249 283 770 228 278 729 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1 Volume Total 30 397 112 438 62 83 73 Volume Left 30 0 112 0 58 0 18 Volume Right 0 64 0 32 0 83 51 cSH 1122 1700 1162 1700 251 770 779 Volume to Capacity 0.03 0.23 0.10 0.26 0.25 0.11 0.09 Queue Length 95th (ft) 2 0 8 0 24 9 8 Control Delay (s) 8.3 0.0 8.4 0.0 24.0 10.2 13.8 Lane LOS A A C B B Approach Delay (s) 0.6 1.7 16.1 13.8 Approach LOS C B Intersection Summary Average Delay 3.8 Intersection Capacity Utilization 45.3% ICU Level of Service A Analysis Period (min) 15 * User Entered Value Synchro 6 Light Report Matthew J. Delich , P. E. Page 1 3: Trilby & Avondale Short Total AM with critical gap adjustment 10/12/2006 -► 7 4�- `- t 1 T P �► 141 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations T+ ►j j, tf r .1 If Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% ' Volume (veh/h) 55 590 65 54 312 17 88 4 157 15 2 35 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.89 0.89 0.89 0.85 0.85 0.85 Hourly flow rate (vph) 65 694 76 64 367 20 99 4 176 18 2 41 Pedestrians ' Lane Width (ft) Walking Speed (ft/s) Percent Blockage ' Right turn flare (veh) 1 Median type None None Median storage veh) ' Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 387 771 1378 1376 732 1506 1404 377 vC1, stage 1 conf vol ' vC2, stage 2 conf vol vCu, unblocked vol 387 .771 1378 1376 732 1506 1404 377 tC, single (s) 4.1 4.1 *5.7 *5.2 *5.0 *5.7 *5.2 *5.0 ' tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 94 92 44 98 67 84 99 95 ' cM capacity(veh/h) 1171 844 178 210 540 108 204 761 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1 Volume Total 65 771 64 387 103 176 61 Volume Left 65 0 64 0 99 0 18 ' Volume Right 0 76 0 20 0 176 41 cSH 1171 1700 844 1700 179 540 364 Volume to Capacity 0.06 0.45 0.08 0.23 0.58 0.33 0.17 ' Queue Length 95th (ft) 4 0 6 0 77 35 15 Control Delay (s) 8.3 0.0 9.6 0.0 49.4 14.9 20.2 Lane LOS A A E B C ' Approach Delay (s) 0.6 1.4 27.6 20.2 Approach LOS D C Intersection Summary ' Average Delay 6.2 Intersection Capacity Utilization 60.1% ICU Level of Service B Analysis Period (min) 15 * User Entered Value Matthew J. Delich , P. E. Synchro 6 Light Report Page 1 L ' 3: Trilby & Avondale Short Total PM 10/12/2006 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR ' Lane Configurations T T4 #T r .f r Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% ' Volume (veh/h) 28 306 59 104 377 30 53 4 76 15 4 43 Peak Hour Factor 0.92 0.92 0.92 0.93 0.93 0.93 0.92 0.92 0.92 0.85 0.85 0.85 Hourly flow rate (vph) 30 333 64 112 405 32 58 4 83 18 5 51 Pedestrians ' Lane Width (ft) Walking Speed (ft/s) Percent Blockage ' Right turn flare (veh) 1 Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 438 397 1082 1087 365 1123 1103 422 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 438 397 1082 1087 365 1123 1103 422 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 ' tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 97 90 64 98 88 88 97 92 ' cM capacity (veh/h) 1122 1162 160 190 680 143 186 632 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1 Volume Total 30 397 112 438 62 83 73 ' Volume Left 30 0 112 0 58 0 18 Volume Right 0 64 0 32 0 83 51 cSH 1122 1700 1162 1700 162 680 497 Volume to Capacity 0.03 0.23 0.10 0.26 0.38 0.12 0.15 ' Queue Length 95th (ft) 2 0 8 0 41 10 13 Control Delay (s) 8.3 0.0 8.4 0.0 40.5 11.0 17.8 Lane LOS A A E B C ' Approach Delay (s) 0.6 1.7 23.7 17.8 Approach LOS C C Intersection Summary Average Delay 5.0 Intersection Capacity Utilization 45.3% ICU Level of Service A Analysis Period (min) 15 Synchro 6 Light Report Matthew J. Delich , P. E. Page 1 3: Trilby & Avondale Short Total AM 10/12/2oos Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations R T T4 #T r 4 r Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 55 590 65 54 312 17 88 4 157 15 2 35 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.89 0.89 0.89 0.85 0.85 0.85 Hourly flow rate (vph) 65 694 76 64 367 20 99 4 176 18 2 41 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) 1 Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 387 771 1378 1376 732 1506 1404 377 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 387 771 1378 1376 732 1506 1404 377 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 po queue free % 94 92 3 96 58 65 98 94 cM capacity (veh/h) 1171 844 102 127 421 51 122 670 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1 Volume Total 65 771 64 387 103 176 61 Volume Left 65 0 64 0 99 0 18 Volume Right 0 76 0 20 0 176 41 cSH 1171 1700 844 1700 103 421 162 Volume to Capacity 0.06 0.45 0.08 0.23 1.00 0.42 0.38 Queue Length 95th (ft) 4 0 6 0 156 51 40 Control Delay (s) 8.3 0.0 9.6 0.0 166.9 19.6 40.2 Lane LOS A A F C E Approach Delay (s) 0.6 1.4 74.0 40.2 Approach LOS F E Intersection Summary Average Delay 14.9 Intersection Capacity Utilization 60.1% ICU Level of Service B Analysis Period (min) 15 Synchro 6 Light Report Matthew J. Delich , P. E. Page 1 APPENDIX F I 3: Trilby & Avondale Short Bkgrd PM with critical gap adjustment 10/12/2006 -04 -► l 4�- T t �► 1 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations T4 ►j T� +T r 4 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 28 306 39 104 377 30 30 4 76 15 4 43 Peak Hour Factor 0.92 0.92 0.92 0.93 0.93 0.93 0.92 0.92 0.92 0.85 0.85 0.85 Hourly flow rate (vph) 30 333 42 112 405 32 33 4 83 18 5 51 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) 1 Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 438 375 1071 1076 354 1123 1081 422 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 438 375 1071 1076 354 1123 1081 422 tC, single (s) 4.1 4.1 '5.7 "52 •5.0 '5.7 "5.2 '5.0 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 97 91 87 98 89 92 98 93 cM capacity(veh/h) 1122 1183 253 287 778 229 285 729 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1 Volume Total 30 375 112 438 37 83 73 Volume Left 30 0 112 0 33 0 18 Volume Right 0 42 0 32 0 83 51 cSH 1122 1700 1183 1700 256 778 785 Volume to Capacity 0.03 0.22 0.09 0.26 0.14 0.11 0.09 Queue Length 95th (ft) 2 0 8 0 12 9 8 Control Delay (s) 8.3 0.0 8.4 0.0 21.4 10.2 13.7 Lane LOS A A C B B Approach Delay (s) 0.6 1.7 13.6 13.7 Approach LOS B B Intersection Summary Average Delay 3.3 Intersection Capacity Utilization 43.5% ICU Level of Service A Analysis Period (min) 15 User Entered Value Matthew J. Delich , P. E. Synchro 6 Light Report Page 1 3: Trilby & Avondale Short Bkgrd AM with critical gap adjustment 10/12/2006 ' -► --v 4,- '- k 1 1 r �► Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR ' Lane Configurations T� 14 +1 r Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% ' Volume (veh/h) 55 590 29 54 312 17 59 4 157 15 2 35 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.89 0.89 0.89 0.85 0.85 0.85 Hourly flow rate (vph) 65 694 34 64 367 20 66 4 176 18 2 41 Pedestrians ' Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) 1 Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 387 728 1356 1355 711 1506 1362 377 vC1, stage 1 conf vol ' vC2, stage 2 conf vol vCu, unblocked vol 387 728 1356 1355 711 1506 1362 377 tC, single (s) 4.1 4.1 *5.7 *5.2 *5.0 *5.7 *5.2 *5.0 ' tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 94 93 64 98 68 84 99 95 ' cM capacity (veh/h) 1171 875 183 215 551 109 214 761 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1 Volume Total 65 728 64 387 71 176 61 Volume Left 65 0 64 0 66 0 18 Volume Right 0 34 0 20 0 176 41 cSH 1171 1700 875 1700 185 551 371 Volume to Capacity 0.06 0.43 0.07 0.23 0.38 0.32 0.16 Queue Length 95th (ft) 4 0 6 0 42 34 15 Control Delay (s) 8.3 0.0 9.4 0.0 36.1 14.6 20.0 Lane LOS A A E B C ' Approach Delay (s) 0.7 1.3 20.7 20.0 Approach LOS C C Intersection Summary ' Average Delay 4.8 Intersection Capacity Utilization 56.3% ICU Level of Service B Analysis Period (min) 15 * User Entered Value Matthew J. Delich , P. E. Synchro 6 Light Report Page 1 3: Trilby & Avondale Short Bkgrd PM 10/12/2006 EBR WBL WBT WBR NBL NBT NBR SBL SBT SI Lane Configurations I T T+ *T r 4 r Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 28 306 39 104 377 30 30 4 76 15 4 43 Peak Hour Factor 0.92 0.92 0.92 0.93 0.93 0.93 0.92 0.92 0.92 0.85 0.85 0.85 Hourly flow rate (vph) 30 333 42 112 405 32 33 4 83 18 5 51 Pedestrians Lane Width (ft) Walking Speed (f /s) Percent Blockage Right turn flare (veh) 1 Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 438 375 1071 1076 354 1123 1081 422 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 438 375 1071 1076 354 1123 1081 422 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 97 91 80 98 88 88 98 92 cM capacity (veh/h) 1122 1183 163 193 690 144 192 632 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1 Volume Total 30 375 112 438 37 83 73 Volume Left 30 0 112 0 33 0 18 Volume Right 0 42 0 32 0 83 51 cSH 1122 1700 1183 1700 166 690 502 Volume to Capacity 0.03 0.22 0.09 0.26 0.22 0.12 0.15 Queue Length 95th (ft) 2 0 8 0 20 10 13 Control Delay (s) 8.3 0.0 8.4 0.0 32.8 10.9 17.7 Lane LOS A A D B C Approach Delay (s) 0.6 1.7 17.7 17.7 Approach LOS C C Intersection Summary Average Delay 4.0 Intersection Capacity Utilization 43.5% ICU Level of Service A Analysis Period (min) 15 Synchro 6 Light Report Matthew J. Delich , P. E. Page 1 1 Cr) 3: Trilby & Avondale Short Bkgrd AM 10/12/2006 ' Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 14 1• 4 r 4 r Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% ' Volume (veh/h) 55 590 29 54 312 17 59 4 157 15 2 35 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.89 0.89 0.89 0.85 0.85 0.85 Houdy flow rate (vph) 65 694 34 64 367 20 66 4 176 18 2 41 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) 1 Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 387 728 1356 1355 711 1506 1362 377 vC1, stage 1 conf vol t vC2, stage 2 conf vol vCu, unblocked vol 387 728 1356 1355 711 1506 1362 377 tC, single (s) 4.1 4.1 7.1 6.5 62 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 94 93 37 97 59 66 98 94 cM capacity (veh/h) 1171 875 106 131 433 52 130 670 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1 Volume Total 65 728 64 387 71 176 61 Volume Left 65 0 64 0 66 0 18 Volume Right 0 34 0 20 0 176 41 cSH 1171 1700 875 1700 107 433 166 Volume to Capacity 0.06 0.43 0.07 0.23 0.66 0.41 0.37 ' Queue Length 95th (ft) 4 0 6 0 84 49 39 Control Delay (s) 8.3 0.0 9.4 0.0 88.0 18.9 38.7 Lane LOS A A F C E ' Approach Delay (s) 0.7 1.3 .38.7 38.7 Approach LOS E E Intersection Summary Average Delay t 8.4 Intersection Capacity Utilization 56.3% ICU Level of Service B _ Analysis Period (min) 15 Synchro 6 Light Report Matthew J. Delich , P. E. Page 1 APPENDIX E 0 *i Z O X Cn X M M D -o X i NB LT/T AM 83 VPH SB LT/T/RT PM 62 VPH 2 FIGURE 4C-3. WARRANT 3, PEAK HOUR MUTCD, 2003 EDITION, PAGE 4C-7 School PM 864 VPH AM 1088 VPH MAJOR STREET - TOTAL OF BOTH APPROACH - VEHICLES PER HOUR (VPH) *Note: 150 vph applies as the lower threshold volume for a minor -street approach with two or more lanes and 100 vph applies as the lower threshold volume for a minor -street approach with one lane. SHORT RANGE TOTAL PEAK HOUR WARRANT AT TRILBY/AVONDALE-CONSTELLATION APPENDIX D Table 4-3 Fort Collins Motor Vehicle LOS Standards (intersections ;Land Use,(from structure.plan) Commercial Other corridors within corridors intersection type' " Mixed use Low density mixed All other - districts use residential areas Signalized D E' D D intersections overall Stop sign control NIA F" F" E (arteriaUlocal—any approach leg) Stop sign control N/A C C C (collector/local— any approach leg) mitigating measures required " considered normal in an urban environment Page 4-22 Larimer County Urban Area Street Standard January 2, 2001 UNSIGNALIZED INTERSECTIONS 3: Trilby & Avondale . Recent PM with critical gap adjustment 10/11/2006 EBL EBT EBR NBT EY-3G, Lane Configurations Sign Control. Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 28 280 31 92 345 30 25 4 70 15 4 43 Peak Hour Factor 0.92 0.92 0.92 0.93 0.93 0.93 0.92 0.92 0.92 0.85 0.85 0.85 Hourly flow rate (vph) 30 304 34 99. 371 32 27 4 76 18 5 51 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) 1 Median type None None Median storage. veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 403 338 979 983 321 1028 984 387 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu; unblocked vol 403 338 979 983 -321 1028 984 - 387 tC, single (s) 4.1 4.1 *5.7 '5.2 '5ff:1 '5:7 '5.2 '5.0 IC, 2 stage- (s) IF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 33.` p0 queue free % 97 92 91 99 91 . 93 99 93 cM capacity (veh/h) 1155 1221 286 319 802 262 319 754 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 N132 SB 1 Volume Total. 30 338 99 403 32 76 73 Volume Left 30 0 99 0 27 0 18 - Volume Right 0 34 0 32 0 76 51 cSH 1155 1700 1221 1700 290 802 895 Volume to Capacity 0.03 0.20 0.08 0.24 0.11 0.09 0.08 Queue Length 95th (11) 2 0 7 0 9 8 7 Control Delay (s) 8.2 0.0 8.2 0.0 18.9 10.0 12.9 Lane LOS A A C A B Approach Delay (s) 0.7 1.6 12.6 12.9 Approach LOS B B Intersection Summary Average Delay 3.2 Intersection Capacity Utilization 41.6% ICU Level of Service A Analysis Period (min) 15 User Entered Value Synchro 6 Light Report Matthew J. Delich , P. E. Page 1 r ' 3: Trilby & Avondale Recent AM with critical gap adjustment 10/11/2006 ' -► --t r 4- k t t �► 4 41 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ►j 1 T+ d If .T r Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 55 540 27 51 286 17 50 4 145 15 2 35 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.89 0.89 0.89 0.85 0.85 0.85 Hourly flow rate (vph) 65 635 32 60 336 20 56 4 163 18 2 41 Pedestrians Lane Width (ft) Walking Speed (f /s) Percent Blockage Right turn flare (veh) 1 Median type None None Median storage. veh) ' Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 356 667 1259 1257 651 1396 1263 346 vC1, stage 1 conf vol ' vC2, stage 2 conf vol vCu, unblocked vol 356 667 1259 1257 651 1396 1263 346 tC, single (s) 4.1 4.1 '5.7 `5.2 `5.0 '5.7 '5.2 •5.0 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 95 93 73 98 72 87 99 95, ' cM capacity (veh/h) 1202 923 208 240 584 133 239 783 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1 Volume Total 65 667 60 356 61 163 61 ' Volume Left 65 0 60 0 56 0 18 Volume Right 0 32 0 20 0 163 41 cSH 1202 1700 923 1700 210 564 445 Volume to Capacity 0.05 0.39 0.07 0.21 0.29 0.28 0.14 ' Queue Length 95th (ft) 4 0 5 0 29 28 12 Control Delay (s) 8.2 0.0 9.2 0.0 29.0 13.5 17.6 Lane LOS A A D B C ' Approach Delay (s) 0.7 1.3 17.7 17.6 Approach LOS C C Intersection Summary ' Average Delay 4.3 Intersection Capacity Utilization 53.0% ICU Level of Service A Analysis Period (min) 15 User Entered Value Synchro 6 Light Report Matthew J. Delich , P. E. Page 1 `ff 3:- Trilby & Avondale. Recent PM 10/11/2006 EBL EBT WBT WBR NBT NBR SBL Lane Configurations 4 4 r Sign Control. Free - Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 28 280 31 92 345 30 . 25 4 70 15 4 43 Peak Hour Factor 0.92 0.92 0.92 0.93 0.93 0.93 0.92 0.92 0.92 0.85 0.85 0.85 Hourly flow rate (vph) 30 304 34 99 371 32 27 4 76 18 5 51 Pedestrians Lane Width (ft). Walking Speed (ft/s) Percent Blockage Right turn flare (veh) 1 Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 403 338 979 983 321 1024 984 387 vC1, stage 1 conf vol . vC2, stage 2 conf vol vCu, unblocked vol 403 338 979 983 321 1028 984 387 tC, single (s) 4.1 4.1 ..7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF.(s) 2.2 2:2 3.5 4'0 3.3 � 3.5 4.0 3.3'. p0 queue free % 97 92 ' 86 08 89 ' 90 98 02 cM capacity (vehfi) 1155 1221 192 223 720 172 222 .. 661,; Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1 Volume Total 30 338 99 403 32 76 73 Volume Left 30 0 99 0 27 .0 18 Volume Right 0 34 0 32 0 76 51 cSH 1155 1700 1221 1700 195 720 596 Volume to Capacity 0.03 0.20 0.08 0.24 0.16 0.11 0.12 Queue Length 95th (ft) 2 0 7 0 14 9 10 Control Delay (s) 8.2 0.0 8.2 0.0 26.9 10.6 i6.0 Lane LOS A A D B' C Approach Delay (s) 0.7 1.6 15.4 16.0 Approach LOS C C Intersection Summary Average Delay 3.7 Intersection Capacity Utilization 41.6% ICU Level of Service A Analysis Period (min) 15 Synchro 6 Light Report Matthew J. Delich , P. E. Page 1 3: Trilby & Avondale Recent AM 10/11/2006 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations T+ T4 4 r 4 r Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) 55 540 27 51 286 17 50 4 145 15 2 35 Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.89 0.89 0.89 0.85 0.85 0.85 Hourly flow rate (vph) 65 635 32 60 336 20 56 4 163 18 2 41 Pedestrians Lane Width (ft) Walking Speed (f 1s) Percent Blockage Right turn flare (veh) 1 Median type None None Median storage veh) Upstream signal (ft). pX, platoon unblocked vC, conflicting volume 356 667 1259 1257 651 1396 1263 346 vC1; stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 356 667 1259 1257 651 1396 1263 346 IC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 IC, 2 stage (s) IF (s) 2.2 2.2 3.5 4.0 3.3. 3.5 4.0 3.3 . p0 queue free % 95 93 55 97 65 74 98 94 cM capacity (veh/h) 1202 923 125 151 468 69 150 . 697 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1 Volume Total 65 667 60 356 61 163 61 Volume Left 65 0 60 0 56 0 18 Volume Right 0 32 0 20 0 163 41 cSH 1202 1700 923 1700 127 468 240 Volume to Capacity. 0.05 0.39 . 0.07 0.21 0.48 0.35 0.25 Queue Length 95th (ft) 4 0 5 0 55 38 25 Control Delay (s) 8.2 0.0 9.2 0.0 57.1 16.7 28.6 Lane LOS A A F C D Approach Delay (s) 0.7 1.3 27.7 28.6 Approach LOS D D Intersection Summary Average Delay 6.3 Intersection Capacity Utilization 53.0% ICU Level of Service A Analysis Period (min) 15 Matthew J. Delich , P. E. Synchro 6 Light Report Page 1 v MATTHEW J. DELICH, P.E. 2272 GLEN HAVEN DRIVE LOVELAND, CO 80538 Phone: 970 669.2061 TABULAR SUMMARY OF VEHICLE COUNTS Date: 10.5.06 Observer: Michael Day: Thursday City: Fort Collins R = right tum Intersection: Trilby/Avondale-Constellation S = straight I = loft film Time Begins Northbound: Avondale Southbound: Constellation Total northlsouth Eastbound: Trilby Westbound: Trilby Total east1west Total All L S R Total L S R Total L S R Total L S R Total 7:30 13 1 39 53 0 0 15 15 ". 68 8 139 7 154 11 63 1 75 229 297 7:45 13 1 37 51 0 0 2 2 53 23 171 8 202`.; 13 85 6 104 306 359 8:00 9 2 26 39 5 2 10 17 56 16 137 7 160 .' .: 19 74 10 103 263 319 8:15 15 0 41 56 10 0 7 ; :`17 73 8 93 5 5106' :. < 8 64 0 72 178 251 8:30 12 1 31 44 3 1 4 :' 8 52 7 99 7 113 ,: 11 60 3 74 187 239 8:45 20 1 22 43 1 1 5 7 50 21 81 1 4 1 A06 17 1 70 1 14 1 101 207 257 7:30-8:30 .50-; 4 :< 145 : 199 1 IS ]'2 - 34 ' 51 250 1 55.•; :540": 127 622 51' 286 117. 354 976 1226 PHF 1 0.89 0.75 0.77 0.85 2:45 9 1 17 s 27 ` • 3 1 17 :21 48 7 71 6 84 : 15 87 7 tOt) 193 241 3:00 5 0 16 31 :; 4 0 8 '12 33 5 65 8 78 21 78 12 1 111 189 222 3:15 6 1 18 :•:''25 2 0 4 6 31 8 71 6 85 '- 28 84 10 122 207 238 3:30 5 2 19 28 ''.' .: 6 3 14 23 ' .` 49 8 73 11 77ii ' ,:: 28 96 1 125 . 217 266 2:45 3:45 .25." 14 70'' i 99 1 :15 14 :;1 '4 ij 62 1 161 28: �.280 `�' 31 339 345 1 30 j 467 806 967 PHF 1 0.92 1 1 0.67 1 0.92 1 0.93 APPENDIX B 3 4 - Attachments Attachment A Transportation Impact Study Base Assumptions Project Information Project Name Ek)od'00 6�i ct.g t;1, &-44 e A.) rIy '9:a flied` ProjectLocation N6 Coe&)6R oR O.uDAL� Bti TIS Assumptions Type of Study Full: AJ 0 Intermediate: v&--9 Study Area Boundaries North: T- t 1_ g South: Sct4aot< East: Al vOm,%>At_9 west•. A.ViOA)b C Study Years Short Range: Y-vo $ Long RaM,2,12 V 4 Future Traffic Growth Rate Study Intersections 1. All access drives 4)p 5. 2Y(t.t3Y A.uuhue- to 3. 7. 4. 8. 9C L Time Period for Study AM: 7:00-9:00 M• Sat Noon: Trip Generation Rates 6(, t: T — Trip Adjustment Factors Passby: ti Captive f Market: / A Overall Trip Distribution E S TEEgFef Mode Split Assumptions Gt} t ,tlWil) rfZt� ��U�i��Y 1 0� Committed Roadway Improvements .r AAe& O F avV Other Traffic Studies Areas Requiring Special Study t�Q.OP-OFF ice -UP A)A-.QSt� Date: ©G`ro 8Ep- l 21 -M & Traffic Engineer. 'D&zaci6 - &SG0C (A Local Entity Engineer. Larimer Canty Urban Area Street Sbm anffi — Repealed and Reenacted October 1. ZW2 Adopted by LarWw County. City of Loveland. City of Fort Coffins Page 4-35 z APPENDIX A IV. CONCLUSIONS This study assessed the impacts of the Ridgewood Hills Elementary School development on the short range and long range street system in the vicinity of the proposed development. As a result of this analysis, the following is concluded: - The development of the Ridgewood Hills Elementary School is feasible from a traffic engineering standpoint. At full development, the Ridgewood Hills Elementary School will generate approximately 520 daily trip ends, 170 morning peak hour trip ends, and 114 school afternoon peak hour trip ends. - Current operation at the Trilby/Avondale-Constellation intersection is acceptable. Using the short range (2008) total traffic forecasts, a peak hour signal warrant is not likely to be met at the Trilby/Avondale- Constellation intersection. Using the short range (2008) background traffic forecasts, the Trilby/Avondale-Constellation intersection will operate acceptably. Using the short range (2008) total traffic forecasts, the Trilby/Avondale-Constellation intersection will operate acceptably with the existing control and geometry. The site layout can accommodate the drop-off and pick-up activity at the school. Acceptable level of service will be achieved for pedestrian, bicycle, and transit modes. 17 parallel to the curb (with no backing), a given vehicle will typically use 2-3 car lengths to pull -in and pull-out. At a typical car length of 18 feet, approximately 50 feet of curb space is needed for each maneuver. It would appear that the existing curb space could accommodate the peak arrival volume for the drop-off activity. The pick-up time usually presents different concerns because parents tend to arrive early and wait in the "prime areas" for their children. However, they do tend to use less curb space. If 40 ' percent of the pick-up vehicles need to be accommodated, there could be as many as 13 vehicles waiting at one time. At a conservative curb space of 30 feet per vehicle, 10 pick-up vehicles can be accommodated ' along the available adjacent curb. In theory, this is 3 vehicles short of the demand. However, there is approximately 350 feet of curb space available on the west side of Avondale Road in front of the ' school. It is expected that the pick-up activity can be accommodated in this area. Pedestrian Level of Service Pedestrian level of service was reviewed. Since the Ridgewood ' Hills Elementary School only serves two residential subdivisions (Ridgewood Hills and Registry Ridge), the pedestrian activity will be confined to the areas near the school, within Ridgewood Hills. As ' stated earlier, there are no sidewalks along Trilby Road west of the Ridgewood Hills Subdivision. It is the policy of the Thompson School District to have students bussed when sidewalks do not exist along the ' pedestrian route. Those. that choose not to utilize school bussing, will be driven as indicated in the foregoing analyses. The sidewalk system within the Ridgewood Hills Subdivision is complete, including an existing crosswalk on Avondale Road in front of the Ridgewood Hills ' Elementary School site. The pedestrian level of service will be acceptable. ' Bicycle Level of Service Based upon Fort Collins bicycle LOS criteria, there is only one destination area within 1320 feet of the Ridgewood Hills Elementary School. This is the Ridgewood Hills Homestead Park, located adjacent to the Ridgewood Hills Elementary School site. Therefore, the bicycle LOS. ' would be A. As mentioned earlier, bicycle lanes exist along Trilby Road and Avondale Road. ' Transit Level of Service Currently, there is no transit service in the area. The Thompson School District will provide school bus service for those students living in the Registry Ridge Subdivision. 16 0 by 0 Q �— 7:30-8:30am/2:45-3:45pm A& N SHORT RANGE (2008) GEOMETRY Figure 7 15 TABLE 3 Short Range (2008) Background Morning and School Afternoon Peak Hour Operation \�'fysC��_��.x��Y+jjjjY��' F.s 1 K/F^�. x7 { Ic ::. i ht }1.4 11��1�{I��{i�£-• fy'f��d�,. �'' ��f f� _-„ �(ir plc ��jG��/„�� �p �y'{1-. l i �III�YL�w�W�Nsk �,� J-. � • a y .':[ .++:' JtYf»Y ��k-`�.� _-X Trilby/Avondale-Constellation .(stop sign) NB LT/T F D NB RT C B NB APPROACH E C SB LT/T/RT E C NB LT A A SB LT A A Trilby/Avondale-Constellation (stop sign with critical gap adjustment) NB LT/T E C NB RT B B B NB APPROACH B SB LT/T/RT C B NB LT A A SB LT A A TABLE 4 Short Range (2008) Total Morning and School Afternoon Peak Hour Operation .f ��= � R rs�. • 4 f_v s Y { e1� t i is �ye�.'.i _ R 1'L�x�G.. ... '. W3C' mom' 1 l J + z aa't�'y4.o a'FY. �^C� �l- VIM• F _ Trilby/Avondale-Constellation (stop sign) NB LT/T F E NB RT C B NB APPROACH F C SB LT/f/RT E C NB LT A A SB LT B A Trilby/Avondale-Constellation (stop sign with critical gap adjustment) NB LT/T E C NB RT B B NB APPROACH D C SB LT/T/RT C B NB LT A A SB LT A A 14 ' Using the traffic volumes shown in Figure 4 the Trilby/Avondale- Constellation intersection operates in the short range (2008) background condition as indicated in Table 3. Calculation forms for these analyses are provided in Appendix E. As mentioned earlier, recent research indicates that the stop sign control analysis technique does not accurately calculate the actual minor street delay. Therefore, the minor street critical gap was adjusted by a factor of 0.8 to more accurately calculate the minor street delay. The results of both analyses are provided in Table 3. Using the traffic volumes shown Constellation intersection operates condition as indicated in Table 4 analyses are provided in Appendix F. provided in Table 4. Geometry in Figure 6, the Trilby/Avondale- in the short range (2008) total Calculation forms for these The results of both analyses are Figure 7 shows the short range (2008) geometry at the Trilby/Avondale-Constellation intersection. This is the existing geometry at the intersection. Drop-off/Pick-up Analysis The school bus area is at the loop to the north of the school building. Private vehicles (parents) will not be in this area at the start or end of school. Given the limited service area of this school and the potential student population in the school bus service area, it is expected that no more than four busses will service this school. The school bus area can adequately accommodate four (or more) school busses. The parent -student drop-off/pick-up area will be within the ' school parking lot area to the east of the school. There is approximately 300 feet of curb along the frontage of the building. Parking stall parking/unparking maneuvers will not impact this curb area. Primarily, the drop-off/pick-up activity will be related to the students from the Registry Ridge area, but, in reality, there will likely be some activity related to students within the Ridgewood Hills area. Experience indicates that some parents of students in the lower ' grades (K-3) drive children to/from school. However, given the feeling of comfort and security in the Ridgewood Hills neighborhood, this is not expected to be a large number. Conservatively, the drop- off volume is estimated at 50 vehicles and the pick-up volume is estimated at 32 vehicles. ' The drop-off activity is typically of short duration. Observation at other schools indicates that the school drop-off period is 15 minutes long. Peaking characteristics for drop-offs within this period can cause 6-7 arrivals per minute. Since vehicles will be pulling up 13 m Un IN f 1 55/28 590/306 —� 65/59 A d m v c 0 Em 11/30 312/377 54/104 t r Lo g m v OD C) Lo 7:30-8:30am/2:45-3:45pm SHORT RANGE (2008) TOTAL MORNING AND SCHOOL AFTERNOON PEAK HOUR TRAFFIC 12 Trilby A& N Figure 6 0 by 0 Q --a— 7:30-8:30am/2:45-3:45pm N SITE GENERATED MORNING AND SCHOOL AFTERNOON PEAK HOUR TRAFFIC Figure 5 t 0 w U) 0 17/30 M N •- f_ 312/377 f + 54/104 55/28 t r 590/306 o v m 29/39 Lo a) 21 --- 7:30-8:30am/2:45-3:45pm Trilby SHORT RANGE (2008) BACKGROUND MORNING AND SCHOOL AFTERNOON PEAK HOUR TRAFFIC 10 A& N Figure 4 TABLE 2 Trip Generation } ° _ I1M PIk tio�a' 'Sahooi PM tior :C n tie Sa�ea _.< 520 Elementary School 129 550 023 98 0.19 81 0.13 55 0.15 64 students Background Traffic Projections Figure 4 shows the short range (2008) background traffic projections. Background traffic projections for the short range future horizon was obtained by reviewing the NFRRTP and historic traffic counts ' in this area of Fort Collins. Based upon these sources, traffic along Trilby Road is expected to grow at a rate of 4.0 percent per year for the short range (2008) future. 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. As mentioned earlier, all ' of the students originating from the Ridgewood Hills subdivision would be internal. Therefore, only students from the Registry Ridge Subdivision would impact the Trilby/Avondale-Constellation intersection. Figure 5 shows the site generated morning and school afternoon peak hour ' traffic assignment. Figure 6 shows the total (site plus background) short range morning and school afternoon peak hour 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. It should be noted that the normal afternoon peak hour was not analyzed. From experience, if the morning peak hour signal warrant is met, it will likely be met in the afternoon peak hour as well. Using the short range (2008) total peak hour traffic (Figure 6), the peak hour warrant is not likely to be met at the Trilby/Avondale-Constellation intersection. The peak hour signal warrant analyses are provided in Appendix D. Operation Analysis Capacity analyses were performed operations analyses were conducted reflecting a year 2008 condition. at the key intersections. The for the short range analysis, e] SITE PLAN 1 8 Jansen Dnve A& N SCALE: 1"=100' Figure 3 III. PROPOSED DEVELOPMENT The Ridgewood Hills Elementary School is a school development, located within the Ridgewood Hills residential subdivision in Fort Collins. Figure 3 shows a site plan of the Ridgewood Hills Elementary School. The short range analysis (Year 2008) includes development of ' the Ridgewood Hills Elementary School and an appropriate increase in background traffic. The site plan shows three accesses to the Ridgewood Hills Elementary School via Avondale Road. The northern most access will be for bus traffic only. The middle access will be ingress only and the southern most access will be egress only. This school will serve the ' Ridgewood Hills Subdivision and the Registry Ridge Subdivision, as indicated in conversations with Thompson School District staff. 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, 7th Edition, ITE was used to estimate trips that would be generated by ' the Ridgewood Hills Elementary School. Table 2 shows the expected trip generation on a daily, morning peak hour, and school afternoon peak hour basis. Typically, after -school activity at elementary schools seldom ' extends to the afternoon peak hour of the street (4-6pm). Therefore, this peak hour was not analyzed. The trip generation rates in the cited reference allow for school bussing. Therefore, no further adjustments were made to account for school bussing. The Thompson School District uses a factor of 0.27 students per dwelling unit for elementary schools. There are approximately 927 dwelling units within the Ridgewood Hills Subdivision. There are 69 more dwelling units planned for the Ridgewood ' Hills Subdivision. Therefore, 269 students would be generated by the Ridgewood Hills Subdivision. There are approximately 414 dwelling units/lots within the Registry Ridge Subdivision. This equates to 112 ' students. There is the potential of approximately 160 more dwelling units in the Registry Ridge Subdivision. This equates to 43 more students. Therefore, a student population of 424 was used in this ' study. Students from the Ridgewood Hills Subdivision would either walk or be internally transported by car. Students from the Registry Ridge ' Subdivision would be bussed or be transported by car. Trip Distribution Directional distribution of the generated trips was determined for ' the Ridgewood Hills Elementary School based upon the service area provided by the Thompson School District. Since the only external trips would come from the Registry Ridge Subdivision, the trip distribution would be 100 percent to/from the west on Trilby Road. 7 TABLE I Current Morning and School Afternoon Peak Hour Operation t 09M Trilby/Avondale-Constellation (stop sign) NB LT/T F D NB RT C B NB APPROACH D C SB LT/T/RT D C NB LT A A SB LT A A Trilby/Avondale-Constellation (stop sign with critical gap adjustment) NB LT/T D C NB RT B A NB APPROACH C B SB LTITIRT C B NB LT A A SB LT A A the morning and school afternoon peak hour traffic shown in Figure 2, the peak hour operation is shown in Table 1. Calculation forms are provided in Appendix C. 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 C. The Trilby/Avondale- Constellation intersection operates acceptably during the peak hours, except for the northbound minor street left turns during the morning peak hour. However, the observed delay during traffic counting was on the order of 25-35 seconds average. Recent research indicates that the stop sign control analysis technique does not accurately calculate the actual minor street delay. Therefore, the minor street critical gap was adjusted by a factor of 0.8 to more accurately calculate the minor street delay. This is also shown in Table 1. Pedestrian Facilities Pedestrian facilities currently exist along all of the streets within the Ridgewood Hills Subdivision. There are no pedestrian facilities along either side of Trilby Road, except adjacent to the Ridgewood Hills Subdivision and the church in the northwest quadrant of the US287/Trilby intersection. There are no sidewalks along Constellation Drive. It is expected that as properties in this area are developed, sidewalks will be installed as part of the street infrastructure. Due to the South College Enclave Annexation, all properties in this area are within the City of Fort Collins. Bicycle Facilities Bicycle lanes exist along Trilby Road and Avondale Road. There are no bicycle facilities along Constellation Drive. Transit Facilities There is no existing transit service in this Collins. area of Fort 5 c 0 ca m a� .r c 0 v v ,�, )�-- 17/30 " `*4 �— 286/345 51 /92 55/28 --14F 1 t r 5401280 — t0I O 27/31 o ,C L0 v m �a v c 0 -+-- 7:30-8:30am/2:45-3:45pm RECENT MORNING AND SCHOOL AFTERNOON PEAK HOUR TRAFFIC 4 Trilby n d 0 Figure 2 SITE LOCATION N i N N L Trilby Avondale a a z m 287 Ridgewood Hills Elementary School SCALE: 1 "=2000' Figure 1 3 ' II. EXISTING CONDITIONS The location of the Ridgewood Hills Elementary School 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 residential. Land adjacent to the site is flat (<2% grade) from a traffic operations perspective. The center of Fort Collins lies to the north of the proposed Ridgewood Hills ' Elementary School. Roads Trilby Road is north of the Ridgewood Hills Elementary School site. It is an east -west street designated as a two-lane arterial ' west of the US287/Trilby intersection on the Fort Collins Master Street Plan. Currently in this area, Trilby Road has a two-lane cross section with a painted center median. At the Trilby/Avondale- Constellation intersection, Trilby Road has eastbound and westbound left -turn lanes, and one through lane in each direction. The Trilby/Avondale-Constellation intersection has stop sign control on Avondale Road and Constellation Drive. The existing speed limit on Trilby Road is 40 mph. Avondale Road is adjacent to the proposed Ridgewood Hills ' Elementary School. It is a north -south street designated as a collector street on the Fort Collins Master Street Plan. Currently, Avondale Road has a two-lane cross section with bike lanes, parking on both sides of ' the street, and traffic calming speed bumps at .various locations. Constellation Drive, which lines up with Avondale Road north of Trilby Road, is designated as a local street. At the Trilby/Avondale- Constellation intersection, Avondale Road has enough width that northbound right -turning vehicles can form a lane separate from the left -turning and through vehicles. The current posted speed is 25 mph. Existing Traffic ' Recent morning and school afternoon peak hour traffic at the Trilby/Avondale-Constellation intersection is shown in Figure 2. Raw traffic count data is provided in Appendix B. Morning and school ' afternoon peak hour traffic data at the Trilby/Avondale-Constellation intersection was collected in October 2006. ' Existing Operation The Trilby/Avondale-Constellation intersection was evaluated ' using techniques provided in the 2000 Highway Capacity Manual. Using 2 I. INTRODUCTION ' This intermediate transportation impact study addresses the capacity, geometric, and control requirements at and near the proposed development of the Ridgewood Hills Elementary School. The proposed ' Ridgewood Hills Elementary School is located within the Ridgewood Hills residential subdivision, west of US287 and south of Trilby Road, in Fort Collins, Colorado. ' Dl ...--.. Yl t L.� l ' L u1 inn he Course of the analysis, numerous contacts were made with the project planning consultant, the Thompson R2-J School District, the Fort Collins Transportation Planning Staff, and the Fort Collins Traffic Engineering Staff. This study generally conforms to the format set forth in the Fort Collins transportation impact study guidelines. Appendix A contains the Transportation Impact Study Base Assumptions ' form and related attachments for the Ridgewood Hills Elementary School. The study involved the following steps: ' _ Collect physical, traffic, and development data; Perform trip generation, trip distribution, and trip assignment; - 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. i LIST OF FIGURES Figure Page 1. Site Location ........................................ 3 2. Recent Morning and School Afternoon Peak Hour Traffic .......................... 4 3. Site Plan ............................................ 8 4. Short Range (2008) Background Morning and School Afternoon Peak Hour Traffic ....... 10 5. Site Generated Morning and School Afternoon Peak Hour Traffic .......................... 11 6. Short Range (2008) Total Morning and School Afternoon Peak Hour Traffic ....... 12 7. Short Range (2008) Geometry .......................... 15 APPENDIX A Base Assumptions Form B Recent Morning and School Afternoon Peak Hour Traffic C Current Morning and School Afternoon Peak Hour Operation/Level of Service Descriptions/Fort Collins LOS Standards D Signal Warrant Analysis E Short Range Background Traffic Operation F Short Range Total Traffic Operation TABLE OF CONTENTS Page I. Introduction ......................................... 1 II. Existing Conditions .................................. 2 LandUse ............................................. 2 Rvau'S................................................ 2 Existing Traffic ..................................... 2 Existing Operation ................................... 2 Pedestrian Facilities ................................ 5 Bicycle Facilities ................................... 5 Transit Facilities ................................... 5 III. Proposed Development ................................. 7 Trip Generation ...................................... 7 Trip Distribution .................................... 7 Background Traffic Projections ....................... 9 Trip Assignment ...................................... 9 Signal Warrants ...................................... 9 Operation Analysis ................................... 9 Geometry............................................. 13 Drop-off/Pick-up Analysis ............................ 13 Pedestrian Level of Service .......................... 16 Bicycle Level of Service ............................. 16 Transit Level of Service ............................. 16 IV. Conclusions .......................................... 17 LIST OF TABLES Table Page 1. Current Morning and School Afternoon Peak Hour Operation ........................ 6 2. Trip Generation ...................................... 9 3. Short Range (2008) Background Morning and School Afternoon Peak Hour Operation ............. 14 4. Short Range (2008) Total Morning and School Afternoon Peak Hour Operation ............. 14 RIDGEWOOD HILLS ELEMENTARY SCHOOL TRANSPORTATION IMPACT STUDY FORT COLLINS, COLORADO OCTOBER 2006 Prepared for: Bennett, Wagner & Grody Architects, P.C. 1301 Wazee Street, Suite 100 Denver, CO 80204 Prepared by: DELICH ASSOCIATES ORE 2272 Glen Haven Drive Loveland, CO 80538; Phone:970-669-2061� FAX: 970-669-5034 , �: