HomeMy WebLinkAboutINNOVATION ISLAND - ODP - 40-05 - REPORTS - TRAFFIC STUDYMultimodal Transportation Level of Sefvice Manual -
LOS Standards for Develupment Review - Bicycle P. 20
Figure 7. Bicycle LOS Worksheet
level ofservice -connectivity
nfl*=n IF actual proposed
base connectivity: /)
specific connections to priority sites: 1�
description of applicable
destination area within 1,320'
including address
TTGA-T f7Arxvr✓o-
�Xavrox S'To)Ff
destination area
classification
(see text)
COIN,W ER a to L
City of Fort Collins Transportation Master Plan
9
Horsetooth Road
o:
O
CR38E ~
Innovation Islan
Development
SCALE: 1"OW
BICYCLE INFLUENCE AREA
3?i
Nruitilmo
dmarTrmanspmortagmon Level of Service M
LOS SMndm* for DevelopmentReview - PC&SUim ice Manual
Figure 6. Pedestrian LOS Worksheet
p. to
CRY of For( Collins Transportation Master Plan
Multimodal. Tran6portation Level of Service Manual.
LOS St&War&. for Development Review - Padesurlan
Figure 6. Pedestrian LOS Worksheet
City of Fart Collins Transportation Master Plan
J
II
1
1
v.,.,M.. 1 - I V W
PEDESTRIAN INFLUENCE AREA
1 z-R
APPENDIX F
IJ
11
HCM Unsignalized Intersection Capacity Analysis
8: Harmony Road & Acoess B
Lane Configurations
Sign Control
Grade
Volume (veh/h)
Peak Hour Factor
Hourly flow rate (vph)
Pedestrians
Lane Width (ft)
Walking Speed (ffJs)
Perot Blockage
Right turn flare (veh)
Median type
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
vC 1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 Queue free %
cM capacity (veh/h)
"'r 1 r< 4— -4� f
EBT EBR WBL WBT NBL NBR
Free
Free
Stop
0%
0%
0%
394 4
10 457
13 11
0.86 0.85
0.85 0.85
0.85 0.85
464 5
12 538
15 13
0
TWLTL
0
468
758
234
466
292
468
758
234
4.1
6.8
6.9
5.8
2.2
3.5
3.3
99
95
98
1090
336
768
am
Direction, Lane #
EB 1
EB 2
WB 1
WB 2
WB 3
NB 1
Volume Total
309
159
12
269
269
28 '
Volume Left
0
0
12
0
0
15
Volume Right
0
5
0
0
0
13
cSH
1700'
1700
1090
1700
1700
453
Volume to Capacity
0.18
0.09
0.01
0.16
0.16
0.06
Queue Length 95th (ft)
0
0
1
0
0
5
Control Delay (s)
0.0
0.0
8.3
0.0
0.0
13.5
Lane LOS
A
B
Approach Delay (s)
0.0
0.2
13.5
Approach LOS
B
Intersection Summary
Average Delay
0.5
Intersection Capacity Utilization
22.6%
ICU Level of Service A
Analysis Period (min)
15
' Joseph
Matthew J. Delich , P. E.
1 ;17
9/232005
Page 2
HCM Unsignalized Intersection Capacity Analysis
8: Harmon Road & Access B
--.wN 40P4-4N r
EBT EBR WBL WBT NBL NBR
Lane Configurations
Tp
I
TT
T
Sign Control
Free
Free
Stop
Grade
0%
0%
0%
Volume (veh/h)
523 4
8
294
6
6
Peak Hour Factor
0.85 0.85
0.85
0.85
0.85
0.85
Hourly flow rate (vph)
615 5
9
346
7
7
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type
TWLTL
Median storage veh)
0
Upstream signal (ft)
898
pX, platoon unblocked
vC, conflicting volume
620
809
310
vC1, stage 1 conf vol
618
vC2, stage 2 conf vol
192
vCu, unblocked vol
620
809
310
tC, single (s)
4.1
6.8
6.9
tC, 2 stage (s)
5.8
tF (s)
2.2
3.5
3.3
p0 queue free %
99
98
99
loll capacity (veh1h)
956
306
686
Direction Lane #
EB 1
ES 2
WB 1
WB 2
WB 3
NB 1
Volume Total
410
210
9
173
173
14
Volume Left
0
0
9
0
-0
7
Volume Right
0
5
0
0
0
7
cSH
1700
1700
956
1700
1700
423
Volume to Capacity
0.24
0.12
0.01
0.10
0.10
0.03
Queue Length 95th (ft)
0
0
1
0
0
3
Control Delay (s)
0.0
0.0
8.8
0.0
0.0
13.8
Lane LOS
A
B
Approach Delay (s)
0.0
0.2
13.8
Approach LOS
B
Intersection Summary
Average Delay
0.3
Intersection Capacity Utilization
24.6%
ICU Level of Service A
Analysis Period (min)
15
Joseph
Matthew J. Delich , P. E.
Z(P
9/8/2005
Page 2
'
HCM Unsignalized Intersection Capacity Analysis
2: Hannon Road & Access A
recent�bkg of
Movement
EST
EBR
WBL
WBT NBL
NBR
'
Lane Configurations
I
Sign Control
Free
Free Stop
'
Grade
Volume (vehlh)
0%
403
19
6
0% 0%
464 11
5
Peak Hour Factor
0.85
0.85
0.85
0.85 0.85
0.85
Hourly flow rate (vph)
474
22
7
546 13
6
Pedestrians
'
Lane Wift (ft)
Walking Speed (ft/s)
Percent Blockage
'
Right turn flare (veh)
Median type
TWLTL
Median storage veh)
Upstream signal (ft)
508
0
'
PX platoon unblocked
0.97
0.97
0.97
vC, conflicting volume
496
772
248
1
VC1, stage 1 oonf Vol
vC2, stage 2 conf Vol
485
287
vCu, unblocked Vol
453
737
197
IC, single (s)
IC, 2 stage (s)
4.1
6.8
6.9
IF (s)
23.3
3.8
PO queue free %
99
96
9g
I'
CAA capacity (ve")
1073
338
788
Direction Lane #
EB 1
EB 2 WB 1 WB 2 WB 3
NB 1
Volume Total
316
180
7
273 273
19
Volume Lett
0
0
7
0 0
13
Volume Right
0
22
0
0 0
6
cSH
Volume to Capacity
1700 1700
0.19 0.11
1073
0.01
1700 1700
0.16 0.16
411
0.05
Queue Length 95th (ft)
0
0
0
0 0
4
Control Delay (s)
0.0
0.0
8.4
0.0 0.0
14.2
'
Lane LOS
Approach Delay (s)
0.0
A
0.1
Approach LOS
14.2
B
Intersection Summer,
'
Average Delay
0.3
Intersection Capacity Utilization
22.8%
ICU Level of Service A
Analysis Period (min)
15
1
' Joseph
Matthew J. Delich , P. E. ;23I2005
Page 1
HCM Unsignalized Intersection Capacity Analysis
-►N
4r'4-4N
r
Movement
EBT
EBR
WBL
WBT
NBL
NBR
Lane Configurations
y
Sign Control
Free
Free
Stop
Grade
0%
0%
0%
Volume (veh/h)
522
13
4
296,
9
5'
Peak Hour Factor
0.85
0.85
0.85
0.85
'0.85
0.85
Hourly flow rate (vph)
614
15
5
348
11
6
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right tum flare (veh)
Median type
TWLTL
Median storage veh)
0
Upstream signal (ft)
549
pX, platoon unblocked
0.98
0.98
0.98
vC, conflicting volume
629
805
315
vC1, stage 1 conf vol
622
vC2, stage 2 conf vol
184
vCu, unblocked vol
600
780
279
IC, single (s)
4.1
6.8
6.9
IC, 2 stage (s)
5.8
tF (s)
2.2
3.5
3.3
p0 queue free %
100
97
99
cM capacity (veh/h)
953
311
703
Direction, lane #
EB 1
EB 2
WB 1
WB 2
WB 3
NB 1
Volume Total
409
220
5
174
174
16
Volume Left
0
0
5
0
0
11
Volume Right
0
15
0
0
0
6
cSH
1700
1700
953
1700
1700
388
Volume to Capacity
0.24
0.13
0.00
0.10
0.10
0.04
Queue Length 95th (ft)
0
0
0
0
0
3
Control Delay (s)
0.0
0.0
8.8
0.0
0.0
14.7
Lane LOS
A
B
Approach Delay (s)
0.0
0.1
14.7
Approach LOS
B
Intersection Summary
Average Delay
0.3
Intersection Capacity Utilization
24.8%
ACU Level of Service A
Analysis Period (min)
15
`
Joseph 9/8/2005
Matthew J. Delich , P. E. Page 1
'
HCM
Signalized Intersection Capacity
Analysis
3: CR38E & Taft Hill Road
rcen s c
bk g
d �
am m
-►
1
t
ti
l
r
'
Movement
Lane Configurations
EBL
►(
EBT EBR
WBL
WBT
WBR
NBL
NBT
NBR SBL
'SBT
SBR
Ideal Flow (vphpl)
Total Lost time (s)
1900
4.0
1900 1900
1900
1900
1900
1900
191w
11
1900 1900
1900
19W
Lane Util. Factor
1.00
4.0
1.00
4.0
1.00
4.0
1.00
4.0
1.00
4.0
1.00
4.0
1.00
4.0
4.0
4.0
Frt
Flt Protected
1.00
0.95
0.96
1.00
1.00
0.85
1.00
0.98
0.97
1.00
1.00
1.00
1.00
0,85
SM. Flow (prot)
1770
1.00
1796
0.95
1770
1.00
1863
1.00
1583
0.95
1770
1.00
0.95
1.00
1.00
F
0.37
1.00
0.68
1.00
1.00
0.40
1834
1.00
3433
1863
1583FitPermitted
Satd. Flow
682
1796
1265
1863
1583 .
748
MU
0.22
789
1.00
1863
1.00
1583
'
Volume (vph)
Peak -hour factor, PHF
121
0.91
84 26
0.91
40
165
270
66
457
52 286
410
140
NO. Flow (vph)
133
0.91
92 29
0.85
47
0.85
194
0.85
0.85
0.85
0.85 0.86
0.86
0.86
RTOR Reduction (vph)
0
13 0
0
318
78
538
61 333
477
163
'
Lane Group Flow (vph)
133
108 0
47
0
194
259
59
0
78
4
595
0 0
0
79
Turn Type
pm+pt
pm+pt
Perm pm+pt
0 333
477
84
Protected Phases
7
4
3
8
pm+pt
Perm
Permitted Phases
4
8
8
5
2
1
6
'
Actuated Green, G (s)
Effective Green, (s)
26.5
27.5
20.2
17.8
15.5
15.5
2
44.2
41.0
6
51.8
44.8
6
44.8
9
Actuated g/C Ratio
0.31
21.2
0.24
18.8
0.21
16.5
16.5
45.2
42.0
52.8
45.8
45.8
'
Clearance Time (a)
4.0
5.0
4.0
0.19
5.0
0.19
5.0
0.51
4.0
0.47
0.60
0.52
.52
0.52
.52
Vehicle Extensions
3.0
35.0
.0
3.0
3.0
3.0
3.0
5.0
4.0
Lane Grp Cap (vph)
298
430
282
347
295
419
3.0
870
3.0
680
3.0
964
3.0
'
v/s Ratio Prot
v/s Ratio Perm
c0.04
0.06
0.00 c0.10
0.01 c0.32
c0.04
0.26
819
v/c Ratio
0.10
0.45
0.25
0.03
0.17
0.56
0.04
0.20
0.09
0.19
0.68
0.25
0.05
'
Uniform Delay, d1
23.2
27.2
28.2
32.7
30.4
11 A
18.1
0.49
11.8
0.49
13.8
0.10
Progression Factor
Incremental Delay, d2
1.00
1.1
1.00
0.3
1.00
1.00
1.00
1.00
1.00
1.00
1.00
10.9
1.00
'
Delay (s)
Level of Service
24.3
C
27.5
C
0.3
28.5
2.0
34.7
0.3
30.8
0.2
11.7
4.3
22.4
0.6
12.3
1.8
15.7
0.3
11.1
Approach. Delay (s)
25.8
C
C
31.9
C
B
C
B
B
B
Approach LOS
C
C
21.2
13.8
Intersection Summary
C
B
HCM Average Control Delay
21.2
HCM Level of Service
C
HCM Volume to Capacity
ratio
0.66
'
Actuated Cycle Length (s)
88.5
Sum of lost time (s)
20.0
Intersection Capacity Utilization
64.1%
ICU Level of Service
C
Analysis Period (min)
15
c Critical Lane Group
,'
Matthew J. Delich , P. E.
I z17
9/8/2005
Page 1
HCM Signalized Intersection Capacity Analysis recent
3: CR38E & Taft Hill Road
WBL WBT WBR NBL NOT NOR
Lane Configurations
I
T+
I
♦
F
11
Ti
1171
T
r
Ideal Flow (vphpl)
19W
19W
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Total Lost time (a)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
0.97
1.00
1.00
Fri
1.00
0.96
1.00
1.00
0.85
1.00
0.99
1.00
1.00
0.85
Fit Protected
0.95
1.00
0.95
1.00
1.00
0.95
1.00
0.95
1.00
1.00
Said. Flow (prof)
1770
1796
1770
1863
1583
1770
1843
3433
1863
1583
Fit Permitted
0.55
1.00
0.53
1.00
1.00
0.41
1.00
0.25
1.00
1.00
Satd. Flow (pern)
1034
1796
996
1863
1583
759
1843
903
1863
1583
Volume (vph)
220
205
65
31
48
226
20
435
33
271
408
46
Peak -hour factor, PHF
0.85
0.85
0.85
0.85
0.85
0.85
0.85
0.85
0.85
0.85
0.85
0.85
Adj. Flow (vph)
259
241
76
36
56
266
24
512
39
319
480
54
RTOR Reduction (vph)
0
13
0
0
0
226
0
3
0
0
0
26
Lane Group Flow (vph)
259
304
0
36
56
40
24
548
0
319
480
28
Turn Type
pm+pt
pm+pt
Perm
pm+pt
pm+pt
Perm
Protected Phases
7
4
3
8
5
2
1
6
Permitted Phases
4
8
8
2
6
6
Actuated Green, G (s)
28.0
21.7
14.7
12.4
12.4
42.1
40.6
50.6
45.1
45.1
Effective Green, g (s)
29.0
22.7
15.7
13.4
13.4
43.1
41.6
51.6
46.1
46.1
Actuated g/C Ratio
0.33
0.26
0.18
0.15
0.15
0.49
0.47
0.58
0.52
0.52
Clearance Time (s)
4.0
5.0
4.0
5.0
5.0
4.0
5.0
4.0
5.0
5.0
Vehicle Erdension (s)
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
Lane Grp Cap (vph)
435
460
197
282
239
386
865
697
969
824
v/s Ratio Prot
c0.08
c0.17
0.00
0.03
0.00
c0.30
c0.03
0.26
v/s Ratio Perm
0.12
0.03
0.03
0.03
0.24
0.02
v/c Ratio
0.60
0.66
0.18
0.20
0.17
0.06
0.63
0.46
0.50
0.03
Uniform Delay, d1
23.6
29.5
30.6
32.9
32.7
12.1
17.7
11.5
13.7
10.4
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
2.2
3.6
0.4
0.3
0.3
0.1
3.5
0.5
1.8
0.1
Delay (s)
25.8
33.1
31.1
33.2
33.1
12.2
21.3
12.0
15.5
10.5
Level of Service
C
C
C
C
C
B
C
B
B
B
Approach Delay (s)
29.8
32.9
20.9
13.9
Approach LOS
C
C
C
B
Intersection Summary
HCM Average Control Delay
22A
HCM Level of Service
C
HCM Volume to Capacity ratio
0.62
Actuated Cycle Length
(s)
88.6
Sum of lost time
(s)
12.0
Intersection Capacity Utilization
64.0%
ICU Level of Service
C
Analysis Period (min)
. 15
c Critical Lane Group
Joseph 9/82005
Matthew J. Delich , P. E. Page 1
� Z
No Text
HCM Signalized Intersection Capacity Analysis recent total
3: CR38E & Taft Hill Road am
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SST SBR
Ideal Flow (vphpl)
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
0.97
1.00
1.00
Frt
1.00
0.96
1.00
1.00
0.85
1.00
0.99
1.00
1.00
0.85
Flt Protected
0.95
1.00
0.96
1.00
1.00
0.95
1.00
0.95
1.00
1.00
Satd. Flow (prot)
1770
1795
1770
1863
1583
1770
1836
3433
1663
1583
Fk Permitted
0.37
1.00
0.68
1.00
1.00
0.40
1.00
0.22
1.00
1.00
Satd. Flow (Penn)
681
1795,
1266
1863
1583
751
1836
807
1863
1583
Volume (vph)
121
83
26
36
163
252
66
457
48
268
410
140
Peak -hour factor, PHF
0.91
0.91
0.91
0.85
0.85
0.85
0.85
0.85
0.86
0.86
0.86
0.86
Adj. Flow (vph)
133
91
29
42
192
296
78
538
56
312
477
163
RTOR Reduction (vph)
0
13
0
0
0
242
0
4
0
0
0
78
Lane Group Flow (vph)
133
107
0
42
192
54
78
590
0
312
477
85
Tun Type
pm+pt
pm+Pt
Perm pm+pt
pm+pt
Penn
Protected Phases
7
4
3
8
5
2
1
6
Permitted Phases
4
8
8
2
6
6
Actuated Green, G (s)
26.2
19.9
17.5
15.2
15.2
44.2
41.0
51.8
44.8
44.8
Effective Green, g (s)
27.2
20.9
18.5
16.2
16.2
45.2
42.0
52.8
45.8
45.8
Actuated g/C Ratio
0.31
0.24
0.21
0.18
0.18
0.51
0.48
0.60
0.52
0.52
Clearance Time (s)
4.0
5.0
4.0
5.0
5.0
4.0
5.0
4.0
5.0
5.0
Vehicle Extension (s)
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
Lane Grp Cap (vph)
296
425
279
342
291
422
$74
692
967
822
v/s Ratio Prot
c0.04
0.06
0.00
00.10
0.01
c0.32
c0.04
0.26
v/s Ratio Penn
0.10
0.03
0.03
0.09
0.23
0.05
v/c Ratio
0.45
0.25
0.15
0.56
0.19
0.18
0.67
0.45
0.49
0.10
Uniform Delay, d1
23.3
27.3
28.2
32.8
30.4
11.3
17.8
11.4
13.7
10.8
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
1.1
0.3
0.3
2.1
0.3
0.2
4.2
0.5
1.8
0.3
Delay (s)
24.4
27.6
28.5
34.9
30.7
11.5
22.0
11.9
15.5
11.0
Level of Service
C
C
C
C
C
B
C
B
B
B
Approach Delay (s)
25.9
32.1
20.8
13.5
Approach LOS
C
C
C
B
HCM Average Control Delay
20.9 HCM Level of Service C
HCM Volume to Capacity ratio
0.65
Actuated Cycle Length (s)
88.2 Sum of lost time (s) 20.0
Intersection Capacity Utilization
63.2% ICU Level of Service B
Analysis Period (min)
15
c Critical Lane Group
Joseph 917r2005
Matthew J. Delich , P. E. Page 1
20
HCM Signalized Intersection Capacity Analysis recent o total
3: CR38E & Taft Hill Road -CaMbCa pm
.0.4 -*.N r♦- t� t t* ti l 4.,
'
- -
Lane Configurations
�W.�
t,
V_Qr�
rvaL
►)
vvrsi
VNHK
NHL
NBT
NBR
SBL
SBT
SBR
Ideal Flow (vphpl)
1900
1900
1900
1900
f
1900
F
1900
I
1900
A
1900
1900
1900
1900
1900
Total Lost time (s)
Lane Util. Factor
4.0
4.0
4.0
4.0
4.0
4.0
4:0
4.0
4.0
4.0
Frt
1.00
1.00
1.00
1.00
1.00
1.00
1.00
0.97
1.00
1.00
Fit Protected
1.00
0.95
0.96
1.00
1.00
0.95
1.00
1.00
0.85
1.00
0.99
1.00
1.00
0.85
Satd. Flow (prof)
1770
1796
1770
1863 •
1.00
1583
0,95
1770
1.00
1845
0.95
1.00
1.00
Fit Permitted
0.56
1.00
0.54
1.00
1.00
0.41
1.00
3433
0,25.
1863
1.00
1583
1.00
Satd. Flow (perm)
1034
1796
1001
1863
1583
759
1845
914
1863
1583
'
Volume (vph)
Peak -hour factor, PHF
220
0.85
204
0.85
65
0.85
28
0.85
47
0.85
215
20
435
30
258
408
46
0.85
0.85
0.85
0.85
0.85
0.85
0.85
Adj. Flow (vph)
259
240
76
33
55
253
24
512
35
304
480
54
RTOR Reduction (vph)
0
13
0
0
0
215
0
3
0
0
0
26
Lane Group Flow (vph)
259
303
0
33
55
38
24
544
0
304
480
28
Turn Type
Protected Phases
pm+pt
7
pm+pt
Perm pm+pt
pm
p erm
Permitted Phases
4
4
3
8
8
8
5
2
2
1
6
'
Actuated Green, G (s)
28.0
21.7
14.7
12.4
12.4
42.1
40.6
6
50.6
45.1
6
45.1
Ef Octive Green, g (s)
29.0
22.7
15.7
13.4
13.4
43.1
41.6
51.6
46.1
46.1
Actuated g/C Ratio
0.33
0.26
0.18
0.15
0.15
0.49
0.47
0.58
0.52
0.52
'
Clearance Time (s)
4.0
5.0
4.0
5.0
5.0
4.0
5.0
4.0
5.0
5.0
Vehicle Extension (s)
3.0
3.0
3 0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
Lane Grp Cap(vph)
435
460
197
282
239
386
866
703
969
824
'
v/s Ratio Prot
c0.08
c0.17
0.00
0.03
0.00
c0.30
c0.03
0.26
v/s Ratio Perm
0.12
0.03
0.02
0.03
0.22
0.02
We Ratio
Uniform May, d1
0.60
23.6
0.66
29.5
0.17
30.6
0.20
32.9
0.16
0.06
0.63
0.43
0.50
0.03
'
Progression Factor
1.00
1.00
1.00
1.00
32.7
1.00
12.1
1.00
17.7
1.00
11.4
13.7
10.4
Incremental Delay, d2
2.2
3.4
0.4
0.3
0.3
0.1
3.4
1.00
1.00
1.00
Delay (s)
25.8
32.9
31.0
33.2
33.0
12.2
21.1
0.4
11.8
1.8
15.5
0.1
10.5
'
Level of Service
C
C
C
C
C
a
C
B
B
Approach Delay (s)
29.7
32.9
20.8
13.9
B
Approach LOS
C
C
C
'
Intersection Summary
B
HCM Average Control Delay
22.3
HCM Level of Service
C
HCM Volume to Capacity ratio
0.61
Actuated Cycle Length (s)
88.6
Sum of lost time (s)
12.0
Intersection Capacity Utilization
63.4%
ICU Level
of Service
B
Analysis Period (min)
15
c Critical Lane Group
1
1
' Joseph 9/8i2005
Matthew J. Delich , P. E. p Page 1
APPENDIX D
Table 43
Fort Collins (City Limits)
Motor Vehicle LOS Standards (Intersections)
UNSIGNALIZED :INTERSECTIONS
SIGNALIZED INTERSECTIONS
Uvd-or-Service
A
<10
l3
> 10 and < 20
>20and_<35
[)
> 35 and < 55
G
--
> 55 atul < 80
�,
> 80
M
I
I
1
1
HCM Signalized Intersection Capacity Analysis
3: CR38E & Taft Hill Road
necen hort bkgd
ai
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
1
Ideal Flow (vphpl)
Total Lost time (s)
1900
4.0
1900
1900
1900
1900
1900
1900
19000
19W
1900
1900
1900
Lane Util. Factor
1.00
4.0
1.00
4.0
1.00
4.0
1.00
4.0
1.00
4.0
1.00
4.0
1.00
4.0
4.0
4.0
Frt
Fit Protected
1.00
0.96
1.00
1.00
0.85
1.00
0.99
1.00
1.00
1.00
1.00
1.00
0.85
Said. Flow (Prot)
0.95
1770
1.00
1795
0.95
1770
1.00
1863
1.00
1583
0.95
1770
1.00
1845
0.95
1.00
1,00
Fit Permitted
0.56
1.00
0.46
1.00
1.00
0.50
1.00
1770
0.22
1863
1.00
1583
1.00
Satd• Flow (perm)
1046
1795
853
1863
1583
923
1845
418
1863
1583
Volume (vph)
Peak -hour factor, PHF
214
0.85
198
0.85
63
0.85
27
.46
209
19
422
29
250
396
45
Adj. Flow (vph)
252
233
74
0.85
32
0.85
54
0.85
0.85
0.85
0.85
0.85
0.85
0.85
RTOR Reduction (vph)
0
13
0
0
0
246
22
496
34
294
466
53
Lane Group Flow NO)
252
294
0
32
54
207
39
0
22
2
528
0
0
0
294
0
466
25
Tian Type
Protected Phases
pm+pt
pm+pt
Perm pm+pt
pm+pt
28
Perm
Permitted Phases
7
4
4
3
8
8
5
2
16
Actuated Green, G (s)
26.1
19.9
15.2
13.0
8
13.0
2
37.3
35.8
6
51.5
46.0
6
46.0
Effective Green, g (s)
27.1
20.9
16.2
14.0
14.0
38.3
36.8
52.5
47.0
47.0
Actuated g/C Ratio
Clearance Time (s)
0.31
4.0
0.24
0.18
0.16
0.16
0.44
0.42
0.60
0.54
0.54
Vehicle Extension (s)
3.0
5.0
3.0
4.0
3.0
5.0
3.0
5.0
4.0
5.0
4.0
5.0
5.0
Lane Grp Cap (vph)
3W
428
181
298
3,0
253
3.0
418
3.0
775
3.0
3.0
3.0
v/s Ratio Prot
c0.07
c0.16
0.00
0.03
0.00
0.29
431
00.09
1000
0.25
849
v/s Ratio Perm
0.13
0.03
0.02
0.02
c0.32
0.02
v/c Ratio
Uniform Delay, d1
0.63
24.8
0.69
30.4
0.18
0.18
0.16
0.05
0.68
0.68
0.47
0.03
Progression Factor
1.00
1.00
29.7
1.00
31.8
1.00
31.7
1.00
14.0
1.00
20.6
1.00
12.3
12.5
9.6
Incremental Delay, d2
3.2
4.5
0.5
0.3
0.3
0.1
4.8
1.00
1.00
1.00
Delay (s)
28.1
34.9
30.1
32.1
32.0
14.1
25.4
4.4
16.7
1.6
14.1
0.1
9.7
Level of Service
C
C
C
C
C
B
C
Approach Delay (s)
31.8
31.8
25.0
B
B
A
Approach LOS
C
C
14.8
C
g
HCM Average Control Delay
HCM volume to Capacity ratio
Actuated Cycle Length (s)
Intersection Capacity Utilization
Analysis Period (min)
c Critical Lane Group
HCM Level of Service
0.66
87.6 Sum of lost time (s)
68.7% ICU Level of Service
15
8.0
C
t Joseph 9/7/2005
Matthew J. Delich , P. E. Paige 1
I' t5
HCM Signalized Intersection Capacity Analysis <j@n short bkgd total
3: CR38E & Taft Hill Road ®Pm
-A -•--v 4,-- 4- k� t r NO. 4 41
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL
Lane Configurations
I
A
1
4
F
I
i►
I
0
Ideal Flow (vphpl)
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Total Lost time (s)
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
4.0
Lane Util. Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Frt
1.00
0.97
1:00
1.00
0.85
1.00
0.99
1.00
1.00
0.85
Fit Protected
0.95
1.00
0.95
1.00
1.00
0.95
1.00
0.95
1.00
1.00
Satd. Flow (prot)
1770
1798
1770
1863
1583
1770
1836
1770
1863
1583
Fit Permitted
0.44
1.00
0.68
1.00
1.00
0.50
1.00
0.22
1.00
1.00
Satd. Flow (perm)
822
1798
1271
1863
1583
924
18W
418
1863
1583
Volume (vph)
117
81
25
35
158
245
64
444
47
260
398
136
Peak -hour factor, PHF
0.91
0.91
0.91
0.85
0.85
0.85
0.85
0.85
0.85
0.86
0.86
0.86
Adj. Flow (vph)
129
89
27
41
186
288
75
522
55
302
463
158
RTOR Reduction (vph)
0
12
0
0
0
238
0
4
0
0
0
69
Lane Group Flow (vph)
129
104
0
41
186
50
75
573
0
302
463
89
Turn Type
pm+pt
pm+pt
Perm
pm+pt
pm+pt
Perm
Protected Phases
7
4
3
8
5
2
1
6
Permitted Phases
4
8
8
2
6
6
Actuated Green, G (s)
17.6
14.6
16.0
13.8
13.8
41.1
38.1
53.8
46.8
46.8
Effective Green, g (s)
18.6
15.6
17.0
14.8
14.8
42.1
39.1
54.8
47.8
47.8
Actuated g/C Ratio
0.22
0.18
0.20
0.17
0.17
0.50
0.46
0.65
0.57
0.57
Clearance Time (s)
4.0
5.0
4.0
5.0
5.0
4.0
5.0
4.0
5.0
5.0
Vehicle Extension (s)
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
Lane Grp Cap (vph)
214
332
268
326
277
490
849
458
1053
894
v/s Redo Prot
c0.02
0.06
0.00
0.10
0.01
0.31
o0.09
0.25
v/s Ratio Perm
c0.11
0.03
0.03
0.07
c0.34
0.06
v/c Ratio'
0.60
. 0.31
0.15
0.57
0.18
0.15
0.68
0.66
0.44
0.10
Uniform Delay, dl
29.9
29.9
27.6
32.0
29.7
11.1
17.8
10.6
10.6
8.5
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
4.7
0.5
0.3
2.4
0.3
0.1
4.3
3.4
1.3
0.2
Delay (s)
34.6
30.4
27.9
34.4
30.1
11.3
22.1
14.0
12.0
8.7
Level of Service
C
C
C
C
C
B
C
B
B
A
Approach Delay (s)
32.6
31.5
20.8
12.1
Approach LOS
C
C
C
B
Intersection Summa
HCM Average Control Delay
21.0 HCM Level of Service C
HCM Volume to Capacity ratio
0.61
Actuated Cycle Length (s)
84.6 Sum of lost time (s) 8.0
Intersection Capacity Utilization
68.8% ICU Level of Service C
Analysis Period (min)
15
c Critical Lane Group
Joseph
Matthew J. Delich , P. E.
917rzo05
Page 1
14-
APPENDIX C
)'5
N
MATTHEW J. DELICH, P.E.
2272 GLEN HAVEN DRIVE
LOVELAND, CO 80538
Phone: 70 602061
TABULAR SUMMARY OF VEHICLE COUNTS
Date: 111312005 Observer: Fort Collins
Day: Thursday Jurisdiction: Fort Collins
R = rightturn F7ntnmection: Harmony 1 Taft Hill
S = straight
7:30-8:30 111M 470 pill= sst 1 1161 MIMI= 475 pill= 20
PHI: 1 1 0.78 1 1 a." 1 1 0.75 1 1 0.6
4:30.5:30 offl= S55 PIE= 794 I 1349 MIN= 223 IMEW 438 661
PHF 1 1 0.77 1 1 0.86 1 0 m I I 0.82
I
1
1
1
1
1
1
�1
1 APPENDIX B
1
1
1
1
1
1
1
1
No Text
1
1
1
1
1
4 — Attachawnfs
Attachment B
Transportation Impact Study
Pedestrian Analysis Worksheet
DESTINATION
Rec.
Rcs.m
Inst.
Ofe/Bus.
Com.
Ind.
Other
S iF
Recreation
3
Residential
r,Z,3,
1
,tr
=�
Institution
(school, church, civic)
gOfficeMusiness
x
Commercial
1�
1
a
,S
Industrial
Other (specify)
INSTRUCTIONS:
Identify the pedestrian destinations within 1321Y (1.5 miles for sct,00ls) of the project boundary in the
spaces above_ The pedestrian Level of Service for the ladiily/ewridor Rnldng these destinations to
the project site will be based on the directness, continuity, types of street crossings, walkway surface
corrdidon, visual Interestfamenity, and security of the selected route(s)_
c! 12 Dwelling units or more
l ,
�65raE�c) iIAG >l C'o,�1MEect�tc, To 'VOET14W6S "r
Z .
• RE S ('D6A) i 1 AL
TO A.)6p rtf
3.
QES IDENTtA1_
To EAs-r
4•
129SlbGourtAi_
To SOUTH
S:
L9ESt0E'iurtAL
TO LEST
page 4-M tarkner County Urban Area Street Standards- Repealed and Reenacted October 1.2002
Adopted by Latmer County. City at Loveland. City of Fort Collins
E
Gravity Model Data 2010
NORTH
SOUTH
EAST
WEST
Zone
D.U.
Zone
D.U.
Zone
D.U.
Zone
D.U.
51
5/18
501/2
201
53
1398
501/2
201
521/2
859
542/3
397
541/3
199
521/2
858
59
2163
751/2
292
74
1743
294
404
60
2208
76 314
394
75112
292
661/2
287
116
802
761/4
132
67
1756
120114
213
78
.1505
68
1162
295
102
79
1
73
2295
297 1/2
1
80
0
77
2054
3171/2
167
82
0
81
804
318
730
83
0
99
604
323114
198
115
535
134
954
119
1350
135
89
120112
425
136
147
122
1418
138
527
1231/4
404
139
995
129
31
130
2625
131
774
140
1295
Total Emp.
17,408
Total Emp.
3,497
Total Emp.
14,127
Total Emp.
1,463
Distribution
47.70%
Distribution
9.58%
Distribution
38.71 %
Distribution
4.01 %
` 0 /070 g 4090 ,S`IG
Gravitv Modal Data 2n1 n
4 S9� io9v y 9`S�o �10
95
.190,
(wmIv-
1
BB
101
102-
141Nq"�1421C126
IQ
1�\
..
-
•1
99 103
\
. ...
1
---;
137
_l
I
135
�
-"� ~/
►
138
t
7124
I
51..
134
n_ _
`-81
t
\
�
�
1-• 110—'- —
mI
1coliNngnAl93
I
I
02--130�
I
I
73, —
_122
I
11
1�78
-74
-119,
1
121 —
---'M\,
Q \\
1311
I
�\
so
ROOM
120
I \
132
49*
\
%
� 116 -
I
133 J
128 605
76
TAll
Rd
6
16
\
11
\327
—_
323'—
295
318
�
I
1
'
326
-191
-
325
j
CR38E
1
�1
TRIP DISTRIBUTION
N
Figure 4
TABLE 2
Generation
220
Townfromes
28 D.U.
5.86
170
0.07
1 2 10.37
10 10351
10
0,171
5
710
Office
5.0 KSF
11.01
60
1.36
7
0.19
1
0.25
1
1.24
6
912
Bank
4.0 KSF
168.58
675
5.10
20
3.85
15
7.44
30
7.60
30
912
Bank
3Windows
101.06
3%
6.20
19
4.68
14
9.05
27
9.25
28
Bank Average
TOTAL
490
720
77n
20
15
26
29
40
29
40
Fl
W
R
I to 12 0
bVYJ/Y,.,�ua ,IIU 11:u5 AA 1 writ/ tuybni ju,y
Sep 08 05 lO:OBa Volich Rssoc
rn� nu, Div LLI ut04
r. uul
970 CBS 503S P.2
A - Allein�ilr
A d MA hopodakdy
7h
�y�dAisrr
!!d 11.ers Iou trmAJ
ISL OJ
aisoMia. S6c' A T jag HAtkalfr
rt.1-
vete*..�+�s
be�ered�'s
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2
APPENDIX A
0
1
IV. CONCLUSIONS
This study assessed the impacts of Innovation Island Development
on the short range (2007) street system in the vicinity of the proposed
development. As a result of this analysis, the following is concluded:
- The development of Innovation Island Development is feasible from
a traffic engineering standpoint. At full development, Innovation
Island Development will generate approximately 710 daily trip
' ends, 55 morning peak hour trip ends, and 79 afternoon peak hour
trip ends.
' - Currently, the Taft Hill/Harmony-CR38E intersection operates
acceptably with current control and geometry.
- In the short range (2007) background traffic future, the key
intersections will operate acceptably.
- In the short range (2007) future, given full development of
Innovation Island Development and an increase in background
traffic, the key intersections will operate acceptably. The
recommended short range (2007) geometry is shown in Figure B.
' - Acceptable level of service is achieved for pedestrian and bicycle
modes based upon the measures in the multi -modal transportation
' guidelines.
1
19
11
' Plan. When this is implemented, it is likely that there will be a
raised center median on Taft Hill Road. City staff indicated that the
access to Taft Hill Road could be re-evaluated as a right-in/right-out
public access when the median treatment is implemented.
Pedestrian Level of Service
Appendix F shows a map of the area that is within 1320 feet of
the Innovation Island Development. Five potential pedestrian
destinations within 1320 feet were identified: 1) commercial and
residential uses to the northwest, 2) residential uses to the north,
3) residential uses to the east, 4) residential uses to the south, and
' S) residential uses to the west of the site. CR3BE and the west side
of Taft Hill Road south of the Taft Hill/Harmony-CR38E intersection do
not have sidewalks. It is not known when sidewalks will be built in
' this area. It is anticipated that sidewalks will be built on Taft
Hill north of the Taft Hill/Harmony-CR38E intersection with the
improvements to this section of Taft Hill Road. The Innovation Island
Development is located within an area termed as "other" which sets the
level of service threshold at LOS C for all measured categories.
Appendix F contains a.Pedestrian LOS Worksheet.
Bicycle Level of Service
' Appendix F shows a map of the area that is within 1320 feet of
Innovation Island Development. The only bicycle priority destination
is the commercial area to the northwest. Based upon Fort Collins
' bicycle LOS criteria, the minimum level of service threshold for
bicycles is LOS C. There are bicycle facilities along Harmony and
Taft Hill Road south of the Taft Hill/Harmony-CR38E intersection. It
is anticipated that bicycle facilities will be built on Taft Hill
north of the Taft Hill/Harmony-CR38E intersection with the proposed
improvements to this section of Taft Hill Road. CR38E does not have
bicycle facilities. It is not known when bicycle facilities will be
' built on CR38E. The Innovation Island Development will be connected
to the bike lanes on Taft Hill Road and Harmony Road, which exceeds
the LOS C criteria.
Transit Level of Service
' Currently, this area is not served by transit. The Innovation
Island Development is located in an area defined as a "low density
mixed use residential." In the future, transit service will be
' improved as depicted on the Fort Collins Transit System Plan, with 30
minute feeder service. However, this service will not occur within
the short range future time period that is reflected in an
1 intermediate transportation impact study.
18
' CR38E
1
--d*- AM/PM
A&
N
SHORT RANGE (2007) GEOMETRY Figure 8
17
TABLE 4
Short Range (2007) Total Peak Hour
Intemecbon
Movement
Taft HilVHarmony-CR38E
(signal)
EB LT
EB T/RT
EB APPROACH
WB LT
WB T
WB RT
WB APPROACH
NB LT
NB T/RT
NB APPROACH
SB LT
SB T
SB RT
SB APPROACH
OVERALL
Harmony/Access A
(stop sign)
VVB LT
NB LT/RT
Harmony/Access B
(stop sign)
WB LT
NB LT/RT
M
I
1
[1
1
TABLE 3
Short Range (2007) Background Peak Hour Operation
Intersection
Movement
level of Service .
AM ..
PM ..
Taft HiIVHarmony-CR38E
(signal)
EB LT
C
C
EB T/RT
C
C
EB APPROACH
C
C
WB LT
C
C
WB T
C
C
WB RT
C
C
WB APPROACH
C
C
NB LT
B
B
NB T/RT
C
C
NS APPROACH
C
C
SB LT
B
B
SB T
B
B
SB RT
B
B
SB APPROACH
B
B
OVERALL
C
C
15
' 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. The accesses do not meet spacing requirements
for signalized intersections and are not anticipated to meet any signal
' warrants.
Operation Analysis and Geometry
i
Operation analyses were performed at the Taft Hill/Harmony-CR38E
' intersection and the site access intersections. The operations analyses
were conducted for the short range future, reflecting a year 2007
condition.
Using the short range (2007) background traffic volumes shown in
Figure 5, the Taft Hill/Harmony-CR38E intersection operates as
indicated in Table 3. Calculation forms for these analyses are
provided in Appendix D. The Taft Hill/Harmony-CR38E intersection will
operate acceptably.
' Using the short range (2007) total traffic volumes shown in
Figure 7, the Taft Hill/Harmony-CR38E intersection operates as
indicated in Table 4. Calculation forms for these analyses are
' provided in Appendix E. The key intersection will operate acceptably.
The short range (2007) geometry is shown in Figure 8, which
' reflects the existing geometry at the Taft Hill/Harmony-CR38E
intersection, except on the north leg which will have southbound dual
left -turn lanes. The improvements to the north on Taft Hill Road are
currently being designed as a City capital improvement project. It was
' agreed that the center median lane on Harmony Road, east of the existing
raised median should be striped as a two-way left -turn lane..
' Roundabout Analysis
' A resolution of the Fort Collins City Council requires a
roundabout analysis at arterial/arterial and arterial/collector
intersections. A roundabout analysis was not requested at the
' signalized Taft Hill/Harmony-CR38E intersection.
Access to Taft Hill Road
Access to Taft Hill Road was discussed with City staff in the
design charette. It was decided that in the short range future (prior
' to significant improvement to the south leg of the Taft Hill/Harmony-
CR38E intersection) the access to Taft Hill Road would be an emergency
vehicle only access. In the longer range future Taft Hill Road is
shown to have a 4-lane cross section on the Fort Collins Master Street
14
�t
o�
N
It
o ti
It N
226/270
= 48/165
31 /40
220/121
205184
65/26
o `v M
cn
v
Harmony Road
Access A
--w— AM/PM
' SHORT RANGE (2007) TOTAL
PEAK HOUR TRAFFIC
1
13
6
A&
N
�_a
Access B
Figure 7
' CR38E
1
1
1
v
co
0
T
co 11/18
1/2
3/4
Harmony Road
7
3i79 � �js
Access A
--o— AM/PM
'10000000p� b`N$I
Access B 6`l%1
A&
N
SITE GENERATED PEAK HOUR TRAFFIC Figure 6
12
CR38E
O co
CD v * CO
°D aD 215/252
v N 47/163
28/36
220/121 1
204/83 co rao
65/26 o v CC
OD)
M Crl
+ AM/PM
SHORT RANGE (2007) BACKGROUND
PEAK HOUR TRAFFIC
N
ony Road
Figure 5
11
a
cc
0
x N
1�
CR38E
1
TRIP DISTRIBUTION
1
10
Figure 4
7
TABLE 2
Trip Generation
Code
Use
size
AWVDTE
AM Peak Hour
PIA Peak Hour
Rama
Trts
Rama
In
Raps
Out
Rams
In
Rams
Out
220
Townhomes
27 D.U.
5.86
160
0.07
2
0.37
10
0.35
9
0.17
5
710
Office
5.0 KSF
11.01
60
1.36
7
0.19
1
0.25
1
1.24
6
912
Bank
4.0 KSF
168.58
675
5.10
20
3.85
15
7.44
30
7.60
30
912
Bank
3 Windows
101.06
305
6.20
19
4.68
14
9.05
27
9.25
28
Bank Average
490
20
1
15 1
1 29 1
1
29
TOTAL
710
29
26
39
M4O
Trip Distribution
Trip distribution for the Innovation Island Development was
estimated using gravity model analysis, knowledge of the existing and
planned street system, development trends, and engineering judgment.
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 and is contained in Appendix A.
Background Traffic Projections
Figure 5 shows the short range (2007) background peak hour
traffic projections. Background traffic projections for the short
range future horizon were obtained by reviewing the NFRRTP and recent
traffic studies in the area and factoring the traffic volumes by 1.5%
per year compounded annually.
1 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. Figure 6 shows the site
generated peak hour traffic assignment. Figure 7 shows the total (site
Plus background) short range (2007) peak hour traffic at the Taft
Hill/Harmony-CR38E intersection.
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(D
CA)
III. PROPOSED DEVELOPMENT
' The Innovation Island Development is a proposed residential and
commercial development, located in the southeast quadrant of the Taft
Hill/Harmony-CR38E intersection in Fort Collins. Figure 3 shows a site
plan of the Innovation Island Development. The short range analysis
(year 2007) includes development of the Innovation Island Development
and an appropriate increase in background traffic. The site plan shows
two accesses to the Innovation Island Development from Harmony Road in
the short range (2007) future. There is also an emergency access from
Taft Hill Road. In the long range future, it is anticipated that Taft
Hill Road will have a raised center median. After the median is
1 constructed on Taft Hill Road, the emergency access can be reconfigured
to be a right-in/right-out access.
Initially, only the residential portion of Innovation Island would
be built. This is an affordable residential community being developed
by Habitat for Humanity. The commercial site in the east portion of the
' lot would be sold to a commercial user. That user is not known at this
time. It is expected that the likely commercial land uses could be
retail, office, or bank. It could be a combination of two of these land
uses. The land uses were discussed in a design charette involving the
' development team and City staff. It was agreed that the bank/office
land use combination would yield the highest trip generation and this
was used in this TIS. With the drive -through bank facility, the
' bank/office uses would have less floor area than if the retail/office
uses were used.
'
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, 7th
Edition,
ITE was used to estimate trips that would
be generated
by the
'
proposed/expected uses at this site. A trip is defined as a
one-way
vehicle movement from origin to destination.
The Innovation
Island
Development proposes to have 27 townhome
dwelling units
and a
bank/office commercial building. The peak hour trip generation rates
for the bank were derived from actual observations at banks in Boulder
and Loveland. These observations were conducted because of the
obviously
high peak
hour trip generation rates that
are provided in
the ITE reference.
The observed/ITE peak hour ratios
were applied to
the daily
ITE rates.
Table 2 shows the expected trip
generation on a
daily and peak hour basis. The trip generation of
Island Development resulted in 710 daily trip ends,
the Innovation
55 morning
hour trip
ends, and 79 afternoon peak hour trip ends.
peak
1
7
I,
1
rPedestrian
Facilities
'
Sidewalks exist along Harmony Road and on the east side of
Hill Road,
Taft
south of the Taft Hill/Harmony-CR38E intersection. CR38E
and Taft Hill Road
north of the Taft Hill/Harmony-CR38E do not
sidewalks. The
have
nearest pedestrian crosswalk is at the
Hill/Harmony-CR38E intersection. This
Taft
site is within 1320 feet
existing residential
of:
and commercial areas.
rBicycle
Facilities
There are bicycle facilities along Harmony Road and Taft
Road
Hill
south of the Taft Hill/Harmony-CR38E intersection. Taft
Hill
north of the Taft Hill/Harmony-CR38E intersection has a shoulder
approximately 3 feet wide that functions as a bike lane. CR38E
has
minimal shoulders.
'
Transit Facilities
r
This area is currently not served by transit.
r
r
r
r
r
r
r
r
'
6
I
1 Existing Operation
' The key intersections were evaluated using techniques provided in
the 2000 Highway capacity Manual. Using the 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
signalized and unsignalized intersections from the 2000 Highway Capacitv
Manual and a table showing the Fort Collins Motor Vehicle LOS Standards
(intersections) are also provided in Appendix C. The Taft Hill/Harmony-
CR38E intersection operates acceptably during both the morning and
afternoon peak hours. The Innovation Island Development site is in an
area termed low density mixed use residential area. At signalized
intersections, acceptable operation during the peak hours is defined
as level of service D or better. At unsignalized arterial/collector or
arterial/local intersections, in low density mixed use residential
' areas, acceptable operation is level of service F. In such areas, it is
expected that there would be delays to the minor street movements during
the peak hours. This is considered to be normal in urban areas.
i
i
1
i
1
1
J
i
i
TABLE 1
Current Peak Hour Operation
lMersection
Movement
" UW41 of Service `
AfYt'
PM
Taft Hill/Harmony-CR38E
(signal)
EB LT
C
C
EB T/RT
C
C
ES APPROACH
C
C
WB LT
C
C
WB T
C
C
C
C
WB RT
WB APPROACH .
C
C
NB LT
B
B
NB T/RT
C
C
NB APPROACH
C
C
SB LT
B
B
SB T
SB RT
SB APPROACHjjjjA
OVERALL
CR38E
Goo
209/245
v " 04 �— 46/158
f + 27/35
214/117 --/ 1
98/81 I ,�
63/25 A N
N
st
--a— AM/PM
RECENT PEAK HOUR TRAFFIC
4
Road
Figure 2
1
i
f
Horsetooth Road
l
o:
i
CR38E ~
7
a
Harmon Road
Innova o Ian
Develop
SITE LOCATION
1
3
Figure 1
' II. EXISTING CONDITIONS
' The location of the Innovation Island Development 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 residential and commercial. There are
residential uses to the north, south, east, and west of this site.
There are commercial uses to the northwest of this site. The center of
' Fort Collins lies to the northeast of the Innovation Island Development.
Streets
The primary streets near
the Innovation
Island Development site
are Taft Hill Road and Harmony
Road-CR38E. Taft Hill Road is adjacent
'
to (west of) the Innovation Island
Development site. It is a north -
south street designated as a
four -lane arterial street on the Fort
Collins Master Street Plan.
cross section with a center turn
Currently, it
lane. The
has a two-lane general
Taft
Hill/Harmony-CR38E
intersection has. signal control. At the
Taft Hill/Harmony-CR38E
intersection, Taft Hill Road has
a northbound
and southbound left -turn
'
lane, one through lane in each
direction, and
a southbound right -turn
lane. Northbound right turns
are made from
the through lane. The
posted speed on this section of
Taft Hill Road
is 35 mph.
Harmony Road-CR38E is adjacent to (north of) the Innovation
Island Development site. East and west of Taft Hill Road, it is an
east -west street designated as a four -lane arterial street on the Fort
Collins Master Street Plan. Currently, it has a four -lane general
cross section with a center turn lane east of Taft Hill Road and a
two-lane general cross section west of Taft Hill Road. At the Taft
Hill/Harmony-CR38E intersection, Harmony Road-CR38E has an eastbound
and westbound left -turn lane, one through lane in each direction, and
a westbound right -turn lane. Eastbound right turns are made from the
' through lane. The posted speed on this section of Harmony Road is 40
mph.
' Existing Traffic
' Recent peak hour traffic volumes at the Taft Hill/Harmony-CR38E
intersection are shown in Figure 2. Traffic counts at the Taft
Hill/Harmony-CR38E intersection were obtained in January 2005 by the
City of Fort Collins. Raw count data is provided in Appendix B.
1 2
II�
I. INTRODUCTION
This transportation impact study (TIS) addresses the capacity,
geometric, and control requirements at and near the proposed Innovation
Island Development. The Innovation Island Development site is located
' east of Taft Hill Road and south of Harmony Road in Fort Collins,
Colorado.
During the course of the analysis, numerous contacts were made
' with the project developer (Habitat for Humanity), the project engineer
(Interwest Consulting Group), The project planner (Vignette Studios),
the Fort Collins Traffic Engineering Staff, and the Fort Collins
' Transportation Planning Staff. The Transportation Impact Study Base
Assumptions form is provided in Appendix A. This intermediate
transportation impact study generally 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). 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
1]
LIST OF FIGURES
Figure
Page
1.
Site
Location ........................................
3
2.
Recent Peak Hour Traffic
.............................
4
3.
Site
Plan ............................................
B
4.
Trip
Distribution ....................................
10
5.
Short
Range (2007) Background Peak Hour Traffic ......
11
6.
Site
Generated Peak Hour Traffic .....................
12
7.
Short
Range (2007) Total Peak Hour Traffic ...........
13
B.
Short
Range (2007) Geometry
..........................
17
APPENDIX
A Base Assumptions Form
B Recent Peak Hour Traffic
C Existing Peak Hour Operation/Level of Service Descriptions/Fort
Collins Motor Vehicle LOS Standards
D Short Range Background Peak Hour Operation
E Short Range Total Peak Hour Operation
F Pedestrian/Bicycle/Transit Level of Service Worksheets
TABLE OF CONTENTS
Page
I.
Introduction .........................................
1
II.
Existing Conditions ..................................
2
LandUse
.............................................
2
Streets
2
Existing Traffic .....................................
2
Existing Operation
...................................
Pedestrian Facilities
5
.................................
Bicycle Facilities
6
...................................
Transit Facilities
6
...................................
6
III.
Proposed Development .................................
7
Trip Generation
......................................
Trip Distribution
7
....................................
9
Background Traffic Projections .......................
9
Trip Assignment
......................................
Signal Warrants
9
......................................
14
Operation Analysis and Geometry ......................
14
Roundabout Analysis ..................................
14
Access to Taft Hill Road
.............................
Pedestrian Level of Service
14
..........................
Bicycle Level of Service
18
.............................
Transit Level of Service
18
.............................
18
IV.
Conclusions ..........................................
19
LIST OF TABLES
Table Page
1. Current Peak Hour Operation .......................... 5
2. Trip Generation ...................................... 9
3. Short Range (2007) Background Peak Hour Operation .... 15
4. Short Range (2007) Total Peak Hour Operation ......... 16
I
1
INNOVATION ISLAND DEVELOPMENT
TRANSPORTATION IMPACT STUDY
FORT COLLINS, COLORADO
SEPTEMBER 2005
1
;1
' Prepared for.
Interwest Consulting Group
1218 West Ash, Suite C
Windsor, CO 80550
Prepared by:
DELICH ASSOCIATES
2272 Glen Haven Drive
'
Loveland, CO 80538
Phone: 970-669-2061
FAX: 970-669-5034
1