HomeMy WebLinkAboutSPRING CREEK RANCH - PDP - 14-05 - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYMultimodal Transportation Level of Service Manual
LOS standards for Development Review - Bicycle
Figure 7. Bicycle LOS Worksheet
level of service - connectivity
n indrtnnn actual proposed
base connectivity: C 8
specific connections to priority sites:
description of applicable
destination area within 1,320'
including address
SPQt N4 letre K-
�2NrL
IZErA�� �'8,ur�ie
(SAF910AV, arc.')
destination area
classification
(see text)
PECA9X'r 16 Aj
II Couat:�R�r�c.-
[!EIMIMI
r
P. 20
City of Port Collins Transportation Master Plan
SCALE: 1 "=1000'
BICYCLE INFLUENCE AREA
--1
a
l
R
RGE
1
.b
OD
a
l
R
RGE
1
.b
OD
R
RGE
1
.b
OD
1
.b
OD
N'
3
ca
0 �° Drake oad
F
Spring C ek Hu I street 4
Ranch
Swallow Road
o setooth Road
—LL L —1
SCALE: 1 "=1 OOo'
PEDESTRAIN INFLUENCE AREA
e
Y 1 Y
HCM Unsignalized Intersection Capacity Analysis recent ho ng bkgd of
3: Hull Street & Taft Hill Road am m
jr 4__ 1 /p. ti 1
Movement
WBL
WBR
NBT
NBR
SBL
SBT
Lane Configurations
►j
r
0
tt
Sign Control
Stop
Free
Free
Grade
0%
0%
0%
Volume (veh/h)
6
10
1089
11
21
1310
Peak Hour Factor
0.85
0.85
0.96
0.96
0.85
0.85
Hourly flow rate (vph)
7
12
1134
11
25
1541
Pedestrians
Lane Width (ft)
Walking Speed (f /s)
Percent Blockage
Right turn flare (veh)
Median type
Raised
Median storage veh)
0
Upstream signal (ft)
1267
pX, platoon unblocked
0.78
vC, conflicting volume
1960
573
1146
vC1, stage 1 conf vol
1140
vC2, stage 2 conf vol
820
vCu, unblocked vol
1949
573
1146
IC, single (s)
6.8
6.9
4.1
tC, 2 stage (s)
5.8
tF (s)
3.5
3.3
2.2
p0 queue free %
94
97
96
cM capacity (veh/h)
126
463
606
Direction, Lane #
WB 1
WB 2
NB 1
NB 2
SB 1
SB 2
SB 3
Volume Total
7
12
756
390
25
771
771
Volume Left
7
0
0
0
25
0
0
Volume Right
0
12
0
11
0
0
0
cSH
126
463
1700
1700
606
1700
1700
Volume to Capacity
0.06
0.03
0.44
0.23
0.04
0.45
0.45
Queue Length 95th (ft)
4
2
0
0
3
0
0
Control Delay (s)
35.3
13.0
0.0
0.0
11.2
0.0
0.0
Lane LOS
E
B
B
Approach Delay (s)
21.3
0.0
0.2
Approach LOS
C
Intersection Summary
Average Delay
0.2
Intersection Capacity Utilization
46.2%
ICU Level of Service A
Analysis Period (min)
15
Joseph
Matthew J. Delich , P. E.
3/8/2005
Page 1
q I , r
HCM Unsignalized Intersection Capacity Analysis recent <fior ong bkgd�taw
3: Hull Street & Taft Hill Road ZgYpm
4e t t lo' ti t
Movement
WBL
WBR
NBT
NBR
SBL
SBT
Lane Configurations
r
0
tT
Sign Control
Stop
Free
Free
Grade
0%
0%
0%
Volume (veh/h)
11
22
975
2
5
905
Peak Hour Factor
0.85
0.85
0.85
0.85
0.85
0.85
Hourly flow rate (vph)
13
26
1147
2
6
1065
Pedestrians
Lane Width (ft)
Walking Speed (f /s)
Percent Blockage
Right turn flare (veh)
Median type
Raised
Median storage veh)
0
Upstream signal (ft)
1267
pX, platoon unblocked
0.91
vC, conflicting volume
1692
575
1149
vC1, stage 1 conf vol
1148
vC2, stage 2 conf vol
544
vCu, unblocked vol
1662
575
1149
tC, single (s)
6.8
6.9
4.1
tC, 2 stage (s)
5.8
IF (s)
3.5
3.3
2.2
p0 queue free %
91
94
99
cM capacity (veh/h)
146
461
604
Direction, Lane #
WB 1
WB 2
NB 1
NB 2
SB 1
SB 2
SB 3
Volume Total
13
26
765
385
6
532
532
Volume Left
13
0
0
0
6
0
0
Volume Right
0
26
0
2
0
0
0
cSH
146
461
1700
1700
604
1700
1700
Volume to Capacity
0.09
0.06
0.45
0.23
0.01
0.31
0.31
Queue Length 95th (ft)
7
4
0
0
1
0
0
Control Delay (s)
32.1
13.3
0.0
0.0
11.0
0.0
0.0
Lane LOS
D
B
B
Approach Delay (s)
19.5
0.0
0.1
Approach LOS
C
Intersection Summary
Average Delay
0.4
Intersection Capacity Utilization
37.0%
ICU Level of Service A
Analysis Period (min)
15
Joseph
Matthew J. Delich , P. E.
3/8/2005
Page 1
a7
HCM Signalized Intersection Capacity Analysis
5: Drake Street & Taft Hill Road
recent long bkgd
7 f- 4-4-- 4\ 1 /' �► 1 d
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
Vi
tt
r
►i
tt
r
tt
?
tt
r
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
4.0
4.0
Lane Util. Factor
1.00
0.95
1.00
1.00
0.95
1.00
0.97
0.95
1.00
0.97
0.95
1.00
Frt
1.00
1.00
0.85
1.00
1.00
0.85
1.00
1.00
0.85
1.00
1.00
0.85
Fit Protected
0.95
1.00
1.00
0.95
1.00
1.00
0.95
1.00
1.00
0.95
1.00
1.00
Satd. Flow (prot)
1770
3539
1583
1770
3539
1583
3433
3539
1583
3433
3539
1583
Fit Permitted
0.23
1.00
1.00
0.30
1.00
1.00
0.95
1.00
1.00
0.95
1.00
1.00
Satd. Flow (perm)
432
3539
1583
550
3539
1583
3433
3539
1583
3433
3539
1583
Volume (vph)
37
377
361
218
661
300
391
581
127
207
752
71
Peak -hour factor, PHF
0.90
0.90
0.90
0.86
0.86
0.86
0.96
0.96
0.96
0.85
0.85
0.85
Adj. Flow (vph)
41
419
401
253
769
349
407
605
132
244
885
84
RTOR Reduction (vph)
0
0
276
0
0
245
0
0
85
0
0
56
Lane Group Flow (vph)
41
419
125
253
769
104
407
605
47
244
885
28
Turn Type
pm+pt
Perm
pm+pt
Perm
Prot
Perm
Prot
Perm
Protected Phases
7
4
3
8
5
2
1
6
Permitted Phases
4
4
8
8
2
6
Actuated Green, G (s)
21.9
18.5
18.5
33.2
25.8
25.8
13.3
31.2
31.2
11.3
29.2
29.2
Effective Green, g (s)
22.9
19.5
19.5
34.2
26.8
26.8
13.3
32.2
32.2
11.3
30.2
30.2
Actuated g/C Ratio
0.26
0.22
0.22
0.38
0.30
0.30
0.15
0.36
0.36
0.13
0.34
0.34
Clearance Time (s)
4.0
5.0
5.0
4.0
5.0
5.0
4.0
5.0
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
3.0
3.0
Lane Grp Cap (vph)
161
769
344
355
1057
473
509
1270
568
432
1192
533
v/s Ratio Prot
0.01
0.12
c0.08
c0.22
c0.12
0.17
0.07
c0.25
v/s Ratio Perm
0.06
0.08
0.19
0.07
0.03
0.02
v/c Ratio
0.25
0.54
0.36
0.71
0.73
0.22
0.80
0.48
0.08
0.56
0.74
0.05
Uniform Delay, dill
25.7
31.2
29.8
20.8
28.2
23.6
36.9
22.2
19.0
36.9
26.3
20.1
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
0.8
0.8
0.7
6.6
2.5
0.2
8.6
1.3
0.3
1.7
4.2
0.2
Delay (s)
26.6
32.0
30.5
27.4
30.7
23.8
45.5
23.5
19.3
38.6
30.5
20.3
Level of Service
C
C
C
C
C
C
D
c
B
D
C
C
Approach Delay (s)
31.0
28.3
30.8
31.4
Approach LOS
C
C
C
C
Intersection Summa
HCM Average Control Delay
30.3 HCM Level of Service C
HCM Volume to Capacity ratio
0.73
Actuated Cycle Length (s)
89.7 Sum of lost time (s) 12.0
Intersection Capacity Utilization .
67.8% ICU Level of Service C
Analysis Period (min)
15
c Critical Lane Group
Joseph
Matthew J. Delich , P. E.
3/7/2005
Page 1
I
HCM Signalized Intersection Capacity Analysis recen s o long
5: Drake Street & Taft Hill Road
--v
4"
..-
4,-
t
ti
1
.4/
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
tt
r
Vi
tt
r
tt
r
tt
r
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
4.0
4.0
Lane Util. Factor
1.00
0.95
1.00
1.00
0.95
1.00
0.97
0.95
1.00
0.97
0.95
1.00
Frt
1.00
1.00
0.85
1.00
1.00
0.85
1.00
1.00
0.85
1.00
1.00
0.85
Flt Protected
0.95
1.00
1.00
0.95
1.00
1.00
0.95
1.00
1.00
0.95
1.00
1.00
Satd. Flow (prot)
1770
3539
1583
1770
3539
1583
3433
3539
1583
3433
3539
1583
Flt Permitted
0.60
1.00
1.00
0.27
1.00
1.00
0.95
1.00
1.00
0.95
1.00
1.00
Satd. Flow (perm)
1116
3539
1583
504
3539
1583
3433
3539
1583
3433
3539
1583
Volume (vph)
61
457
356
78
208
170
177
580
240
262
476
32
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)
72
538
419
92
245
200
208
682
282
308
560
38
RTOR Reduction (vph)
0
0
318
0
0
151
0
0
159
0
0
24
Lane Group Flow (vph)
72
538
101
92
245
49
208
682
123
308
560
14
Turn Type
pm+pt
Perm
pm+pt
Perm
Prot
Perm
Prot
Perm
Protected Phases
7
4
3
8
5
2
1
6
Permitted Phases
4
4
8
8
2
6
Actuated Green, G (s)
23.3
18.1
18.1
24.5
18.7
18.7
10.1
25.8
25.8
11.9
27.6
27.6
Effective Green, g (s)
24.3
19.1
19.1
25.5
19.7
19.7
10.1
26.8
26.8
11.9
28.6
28.6
Actuated g/C Ratio
0.31
0.24
0.24
0.32
0.25
0.25
0.13
0.34
0.34
0.15
0.36
0.36
Clearance Time (s)
4.0
5.0
5.0
4.0
5.0
5.0
4.0
5.0
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
3.0
3.0
Lane Grp Cap (vph)
383
849
380
254
876
392
436
1192
533
513
1272
569
v/s Ratio Prot
0.01
c0.15
c0.03
0.07
0.06
c0.19
c0.09
0.16
v/s Ratio Perm
0.05
0.06
0.09
0.03
0.08
0.01
v/c Ratio
0.19
0.63
0.26
0.36
0.28
0.13
0.48
0.57
0.23
0.60
0.44
0.02
Uniform Delay, d1
20.0
27.1
24.6
19.8
24.2
23.3
32.3
21.7
19.0
31.6
19.4
16.5
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
0.2
1.6
0.4
0.9
0.2
0.1
0.8
2.0
1.0
2.0
1.1
0.1
Delay (s)
20.3
28.7
24.9
20.7
24.4
23.4
33.1
23.7
20.0
33.6
20.5
16.6
Level of Service
C
C
C
C
C
C
C
C
B
C
C
B
Approach Delay (s)
26.6
23.4
24.5
24.8
Approach LOS
C
C
C
C
Intersection Summa
HCM Average Control Delay
25.0 HCM Level of Service C
HCM Volume to Capacity ratio
0.57
Actuated Cycle Length (s)
79.6 Sum of lost time (s) 16.0
Intersection Capacity Utilization
53.8% ICU Level of Service A
Analysis Period (min)
15
c Critical Lane Group
Joseph
Matthew J. Delich , P. E.
3/7/2005
Page 1
APPENDIX F
HCM Unsignalized Intersection Capacity Analysis recenti�sho long, total
3: Hull Street & Taft Hill Road E� pm
fe "I- 1 1
Movement
WBL
WBR
NBT
NBR
SBL
SBT
Lane Configurations
Vi
r
t1*
tt
Sign Control
Stop
Free
Free
Grade
0%
0%
0%
Volume (veh/h)
1
2
975
0
1
905
Peak Hour Factor
0.85
0.85
0.85
0.85
0.85
0.85
Hourly flow rate (vph)
1
2
1147
0
1
1065
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type
Raised
Median storage veh)
0
Upstream signal (ft)
1267
pX, platoon unblocked
0.91
vC, conflicting volume
1682
574
1147
vC1, stage 1 conf vol
1147
vC2, stage 2 conf vol
535
vCu, unblocked vol
1650
574
1147
tC, single (s)
6.8
6.9
4.1
tC, 2 stage (s)
5.8
IF (s)
3.5
3.3
2.2
p0 queue free %
99
99
100
cM capacity (veh/h)
147
462
605
Direction, Lane #
WB 1
WB 2
NB 1
NB 2
SB 1
SB 2
SB 3
Volume Total
1
2
765
382
1
532
532
Volume Left
1
0
0
0
1
0
0
Volume Right
0
2
0
0
0
0
0
cSH
147
462
1700
1700
605
1700
1700
Volume to Capacity
0.01
0.01
0.45
0.22
0.00
0.31
0.31
Queue Length 95th (ft)
1
0
0
0
0
0
0
Control Delay (s)
29.7
12.8
0.0
0.0
11.0
0.0
0.0
Lane LOS
D
B
B
Approach Delay (s)
18.4
0.0
0.0
Approach LOS
C
Intersection Summary
Average Delay
0.0
Intersection Capacity Utilization
37.0%
ICU Level
of Service A
Analysis Period (min)
15
Joseph
Matthew J. Delich , P. E.
3/8/2005
Page 1
A3
HCM Unsignalized Intersection Capacity Analysis
recen Oho longue total
3: Hull Street & Taft Hill Road
am ..pm-,,�
4__
t
/op.
ti
1
Movement
WBL
WBR
NBT
NBR
SBL.
SBT
Lane Configurations
►j
r
0
tt
Sign Control
Stop
Free
Free
Grade
0%
0%
0%
Volume (veh/h)
1
1
1089
1
3
1310
Peak Hour Factor
0.85
0.85
0.96
0.96
0.85
0.85
Hourly flow rate (vph)
1
1
1134
1
4
1541
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type
Raised
Median storage veh)
0
Upstream signal (ft)
1267
pX, platoon unblocked
0.79
vC, conflicting volume
1913
568
1135
vC1, stage 1 conf vol
1135
vC2, stage 2 conf vol
778
vCu, unblocked vol
1889
568
1135
IC, single (s)
6.8
6.9
4.1
tC, 2 stage (s)
5.8
tF (s)
3.5
3.3
2.2
p0 queue free %
99
100
99
cM capacity (veh/h)
132
466
611
Direction, Lane #
WB 1
WB 2
NB 1
NB 2
SB 1
SB 2
SB 3
Volume Total
1
1
756
379
4
771
771
Volume Left
1
0
0
0
4
0
0
Volume Right
0
1
0
1
0
0
0
cSH
132
466
1700
1700
611
1700
1700
Volume to Capacity
0.01
0.00
0.44
0.22
0.01
0.45
0.45
Queue Length 95th (ft)
1
0
0
0
0
0
0
Control Delay (s)
32.5
12.7
0.0
0.0
10.9
0.0
0.0
Lane LOS
D
B
B
Approach Delay (s)
22.6
0.0
0.0
Approach LOS
C
Intersection Summary
Average Delay
0.0
Intersection Capacity Utilization
46.2%
ICU Level of Service A
Analysis Period (min)
15
Joseph
Matthew J. Delich , P. E.
3/8/2005
Page 1
'A;�,
HCM Signalized Intersection Capacity Analysis recent io't�longCiZkc +total
5: Drake Street & Taft Hill Road am(E)
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
tt
r
tt
r
►j�j
tt
r
tt
r
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
4.0
4.0
Lane Util. Factor
1.00
0.95
1.00
1.00
0.95
1.00
0.97
0.95
1.00
0.97
0.95
1.00
Frt
1.00
1.00
0.85
1.00
1.00
0.85
1.00
1.00
0.85
1.00
1.00
0.85
Fit Protected
0.95
1.00
1.00
0.95
1.00
1.00
0.95
1.00
1.00
0.95
1.00
1.00
Satd. Flow (prot)
1770
3539
1583
1770
3539
1583
3433
3539
1583
3433
3539
1583
Fit Permitted
0.21
1.00
1.00
0.30
1.00
1.00
0.95
1.00
1.00
0.95
1.00
1.00
Satd. Flow (perm)
391
3539
1583
551
3539
1583
3433
3539
1583
3433
3539
1583
Volume (vph)
37
377
360
207
661
300
390
578
122
207
746
71
Peak -hour factor, PHF
0.90
0.90
0.90
0.86
0.86
0.86
0.96
0.96
0.96
0.85
0.85
0.85
Adj. Flow (vph)
41
419
400
241
769
349
406
602
127
244
878
84
RTOR Reduction (vph)
0
0
275
0
0
248
0
0
80
0
0
55
Lane Group Flow (vph)
41
419
125
241
769
101
406
602
47
244
878
29
Turn Type
pm+pt
Perm
pm+pt
Perm
Prot
Perm
Prot
Perm
Protected Phases
7
4
3
8
5
2
.1
6
Permitted Phases
4
4
8
8
2
6
Actuated Green, G (s)
22.1
18.6
18.6
32.5
25.0
25.0
13.4
32.2
32.2
11.3
30.1
30.1
Effective Green, g (s)
23.1
19.6
19.6
33.5
26.0
26.0
13.4
33.2
33.2
11.3
31.1
31.1
Actuated g/C Ratio
0.26
0.22
0.22
0.37
0.29
0.29
0.15
0.37
0.37
0.13
0.35
0.35
Clearance Time (s)
4.0
5.0
5.0
4.0
5.0
5.0
4.0
5.0
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
3.0
3.0
Lane Grp Cap (vph)
154
771
345
339
1022
457
511
1305
584
431
1223
547
v/s Ratio Prot
0.01
0.12
c0.08
c0.22
c0.12
0.17
0.07
c0.25
v/s Ratio Perm
0.06
0.08
0.19
0.06
0.03
0.02
v/c Ratio
0.27
0.54
0.36
0.71
0.75
0.22
0.79
0.46
0.08
0.57
0.72
0.05
Uniform Delay, d1
25.8
31.2
29.9
21.3
29.1
24.3
37.0
21.6
18.5
37.0
25.6
19.6
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
0.9
0.8
0.7
6.9
3.2
0.2
8.3
1.2
0.3
1.7
3.6
0.2
Delay (s)
26.8
32.0
30.6
28.1
32.3
24.5
45.3
22.8
18.7
38.7
29.3
19.8
Level of Service
C
C
C
C
C
C
D
C
B
D
C
B
Approach Delay (s)
31.1
29.5
30.4
30.5
Approach LOS
C
C
C
C
Intersection Summa
HCM Average Control Delay
30.3 HCM Level of Service C
HCM Volume to Capacity ratio
0.72
Actuated Cycle Length (s)
90.0 Sum of lost time (s) 12.0
Intersection Capacity Utilization
67.0% ICU Level of Service C
Analysis Period (min)
15
c Critical Lane Group
Joseph
Matthew J. Delich , P. E.
3/7/2005
Page 1
HCM Signalized Intersection Capacity Analysis
5: Drake Street & Taft Hill Road
_10.
--v
4.-
4--
k-4\
t
/0.
ti
1
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
Vi
tt
r
tt
r
tt
r
�j►j
tt
r
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
4.0
4.0
Lane Util. Factor
1.00
0.95
1.00
1.00
0.95
1.00
0.97
0.95
1.00
0.97
0.95
1.00
Frt
1.00
1.00
0.85
1.00
1.00
0.85
1.00
1.00
0.85
1.00
1.00
0.85
Flt Protected
-0.95
1.00
1.00
0.95
1.00
1.00
0.95
1.00
1.00
0.95
1.00
1.00
Satd. Flow (prot)
1770
3539
1583
1770
3539
1583
3433
3539
1583
3433
3539
1583
Flt Permitted
0.60
1.00
1.00
0.27
1.00
1.00
0.95
1.00
1.00
0.95
1.00
1.00
Satd. Flow (perm)
1117
3539
1583
508
3539
1583
3433
3539
1583
3433
3539
1583
Volume (vph)
61
457
356
75
208
170
175
574
228
262
475
32
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)
72
538
419
88
245
200
206
675
268
308
559
38
RTOR Reduction (vph)
0
0
318
0
0
150
0
0
162
0
0
25
Lane Group Flow (vph)
72
538
101
88
245
50
206
675
106
308
559
13
Turn Type
pm+pt
Perm
pm+pt
Perm
Prot
Perm
Prot
Perm
Protected Phases
7
4
3
8
5
2
1
6
Permitted Phases
4
4
8
8
2
6
Actuated Green, G (s)
23.1
17.9
17.9
24.3
18.5
18.5
10.0
24.8
24.8
12.0
26.8
26.8
Effective Green, g (s)
24.1
18.9
18.9
25.3
19.5
19.5
10.0
25.8
25.8
12.0
27.8
27.8
Actuated g/C Ratio
0.31
0.24
0.24
0.32
0.25
0.25
0.13
0.33
0.33
0.15
0.35
0.35
Clearance Time (s)
4.0
5.0
5.0
4.0
5.0
5.0
4.0
5.0
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
3.0
3.0
Lane Grp Cap (vph)
386
852
381
257
879
393
437
1163
520
525
1253
561
v/s Ratio Prot
0.01
c0.15
c0.03
0.07
0.06
c0.19
c0.09
0.16
v/s Ratio Perm
0.04
0.06
0.09
0.03
0.07
0.01
v/c Ratio
0.19
0.63
0.26
0.34
0.28
0.13
0.47
0.58
0.20
0.59
0.45
0.02
Uniform Delay, d1
19.6
26.7
24.2
19.4
23.8
22.9
31.8
21.9
19.0
30.9
19.4
16.5
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
0.2
1.5
0.4
0.8
0.2
0.1
0.8
2.1
0.9
1.7
1.2
0.1
Delay (s)
19.9
28.2
24.5
20.2
24.0
23.0
32.6
24.0
19.8
32.6
20.6
16.6
Level of Service
B
C
C
C
C
C
C
C
B
C
C
B
Approach Delay (s)
26.1
23.0
24.6
24.5
Approach LOS
C
C
C
C
Intersection Summa
HCM Average Control Delay
24.8 HCM Level of Service C
HCM Volume to Capacity ratio
0.57
Actuated Cycle Length (s)
78.5 Sum of lost time (s) 16.0
Intersection Capacity Utilization
53.5% ICU Level of Service A
Analysis Period (min)
15
c Critical Lane Group
Joseph
Matthew J. Delich , P. E.
3/7/2005
Page 1
0
APPENDIX E
'
j
I
blul
no)
Bond Dr
;g
rfil [mix
nl?AYr
1runrm
Gravity Model Data
NORTH
SOUTH
EAST
WEST
Zone
Emp.
Zone
Emp.
Zone
Emp.
Zone
Emp.
1 /2 60
239
50
6
1 /4 73
114
1 /2 52
54
1 /2 77
234
1 /2 52
54
1 /2 77
233
51
58
1/2 59
196
53
320
81
2579
55
563
1 /2 58
524
54
114
82
987
56
165
11257
78
1 /2 78
551
136
1617
302
97
1 /2 62
41
129
3088
140
1557
1 /2 61
49
1 /2 61
48
48
3630
3/4 130
823
1 /2 62
41
64
127
49
2842
1/2 122
63
1/2 57
78
65
331
/4 73
341
3/4 117
2537
1 /2 58
525
66
200
74
279
3/4 93
514
1 /2 59
196
67
537
75
519
123
522
1/2 60
239
68
490
76
1723
139
563
63
243
1 /4 130
274
138
575
69
39
1 /2 122
63
125
1251
71
137
79
1130
124
4146
72
498
80
505
118
1565
84
529
1 /4 117
846
94
1422
104
206
1 /4 93
172
88
765
100
87
83
1204
95
1372
3/4134
33
115
1049
89
177
1/4 135
1711
116
545
91
670
99
254
119
1863
97
.1030
101
198
120
2217
90
1245
102
4170
121
1168
92
102
3/4103
319
128
146
96
153
141
1311
131
821
146
775
105
2161
132
2336
143
3461
108
1734
133
162
137
252
107
113
127
200
106
389
1 /2 113
27
87
778
1 /2 114
47
86
163
3/4126
9
111
176
1 /2 142
72
144
176
3/4135
5133
145
537
1 /4 134
11
1 /2 114
47
1 /4 103
106
110
173
1/2 78
550
109
66
85
68
315
7
70
10
314
1
313
0
98
0
112
102
1/2 113
27
1/4 126
3
1/2 142
72
Total Emp.
19,583
Total Emp.
27,968
Total Emp.
37,225
Total Emp.
2,065
Distribution
22.55%
Distribution
32.21 %
Distribution
42.87%
Distribution
2.38%
r
APPENDIX D
Table 4-3
Fort Collins (City Limits)
Motor Vehicle LOS Standards (Intersections)
Land Use (from structure plan)
Other corridors within:
Low density
Intersection type
Commercial
Mixed use
mixed use.
All other
corridors
districts
residential
areas
Signalized intersections
D
E"
D
D
(overall)
Any Leg
E
E
D
E i
Any Movement
E
E
D
E
f
Stop sign control
N/A
F"
F'•
E
(arterial/collector or local --
any approach leg
Stop sign control
N/A
C
C
C
(collectorflocal—any
approach leg)
mitigating measures required
" considered normal in an urban environment
UNSIGNALIZED INTI RSECTIONS
Lcvcl-ol-Scrvice
Avcraj�c "Ibfal I)cfay
-------- -
u-dvch
-----------
< 15 ---- -
_
_ .---- -
.:, 15 anti < 25--------
----- D ---------
_
---- —= 25 and = 35 ---- ---
- L
---
� iS and =: SO -----
1.
— — > 50 ------
SIGNALIZED INTERSECTIONS
HCM Unsignalized Intersection Capacity Analysis
.�rece short long bkgd total
3: Hull Street & Taft Hill Road
am ZMD
f,�
4__
t
ti
1
Movement
WBL
WBR
NBT
NBR
SBL
SBT
Lane Configurations
Y
t'o
Vi
tt
Sign Control
Stop
Free
Free
Grade
0%
0%
0%
Volume (veh/h)
1
1
1056
1
3
1272
Peak Hour Factor
0.85
0.85
0.96
0.96
0.85
0.85
Hourly flow rate (vph)
1
1
1100
1
4
1496
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type
Raised
Median storage veh)
0
Upstream signal (ft)
1267
pX, platoon unblocked
0.79
vC, conflicting volume
1856
551
1101
vC1, stage 1 conf vol
1101
vC2, stage 2 conf vol
755
vCu, unblocked vol
1817
551
1101
tC, single (s)
6.8
6.9
4.1
tC, 2 stage (s)
5.8
tF (s)
3.5
3.3
2.2
p0 queue free %
99
100
99
cM capacity (veh/h)
138
478
630
Direction, Lane #
WB 1
NB 1
NB 2
SB 1
SB 2
SB 3
Volume Total
2
733
368
4
748 -
748
Volume Left
1
0
0
4
0
0
Volume Right
1
0
1
0
0
0
cSH
215
1700
1700
630
1700
1700
Volume to Capacity
0.01
0.43
0.22
0.01
0.44
0.44
Queue Length 95th (ft)
1
0
0
0
0
0
Control Delay (s)
22.0
0.0
0.0
10.7
0.0
0.0
Lane LOS
C
B
Approach Delay (s)
22.0
0.0
0.0
Approach LOS
C
Intersection Summary
Average Delay
0.0
Intersection Capacity Utilization
45.2%
ICU Level of Service A
Analysis Period (min)
15
Joseph
Matthew J. Delich , P. E.
3/3/2005
Page 1
HCM Unsignali2ed Intersection Capacity Analysis gecent hort long bkgd total
3: Hull Street & Taft Hill Road mRim
jr 4._ 1 /Op� ti 1
Movement
WBL
WBR
NBT
NBR
SBL
SBT .
Lane Configurations
Y
0
tt
Sign Control
Stop
Free
Free
Grade
0%
0%
0%
Volume (veh/h)
1
2
928
0
1
861
Peak Hour Factor
0.85
0.85
0.85
0.85
0.85
0.85
Hourly flow rate (vph)
1
2
1092
0
1
1013
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type
Raised
Median storage veh)
0
Upstream signal (ft)
1267
pX, platoon unblocked
0.93
vC, conflicting volume
1601
546
1092
vC1, stage 1 conf vol
1092
vC2, stage 2 conf vol
509
vCu, unblocked vol
1569
546
1092
tC, single (s)
6.8
6.9
4.1
tC, 2 stage (s)
5.8
tF (s)
3.5
3.3
2.2
p0 queue free %
99
100
100
cM capacity (veh/h)
158
482
635
Direction, Lane #
WB 1
NB 1
NB 2
SB 1
SB 2
SB 3
Volume Total
4
728
364
1
506
506
Volume Left
1
0
0
1
0
0
Volume Right
2
0
0
0
0
0
cSH
286
1700
1700
635
1700
1700
Volume to Capacity
0.01
0.43
0.21
0.00
0.30
0.30
Queue Length 95th (ft)
1
0
0
0
0
0
Control Delay (s)
17.7
0.0
0.0
10.7
0.0
0.0
Lane LOS
C
B
Approach Delay (s)
17.7
0.0
0.0
Approach LOS
C
Intersection Summary
Average Delay
0.0
Intersection Capacity Utilization
35.7%
ICU Level
of Service A
Analysis Period (min)
15
Joseph
Matthew J. Delich , P. E.
3/3/2005
Page 1
HCM Signalized Intersection Capacity Analysis
'rcen short long bkgd total
5: Drake Street & Taft Hill Road
a m �
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
Vi
tt
r
Vi
tt
r
tt
r
tt
r
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
4.0
4.0
Lane Util. Factor
1.00
0.95
1.00
1.00
0.95
1.00
0.97
0.95
1.00
0.97
0.95
1.00
Frt
1.00
1.00
0.85
1.00
1.00
0.85
1.00
1.00
0.85
1.00
1.00
0.85
Fit Protected
0.95
1.00
1.00
0.95
1.00
1.00
0.95
1.00
1.00
0.95
1.00
1.00
Satd. Flow (prot)
1770
3539
1583
1770
3539
1583
3433
3539
1583
3433
3539
1583
Fit Permitted
0.25
1.00
1.00
0.32
1.00
1.00
0.95
1.00
•1.00
0.95
1.00
1.00
Satd. Flow (perm)
473
3539
1583
587
3539
1583
3433
3539
1583
3433
3539
1583
Volume (vph)
35
359
343
197
629
286
371
550
116
267
710
68
Peak -hour factor, PHF
0.90
0.90
0.90
0.86
0.86
0.86
0.96
0.96
0.96
0.85
0.85
0.85
Adj. Flow (vph)
39
399
381
229
731
333
386
573
121
314
835
80
RTOR Reduction (vph)
0
0
298
0
0
236
0
0
82
0
0
56
Lane Group Flow (vph)
39
399
83
229
731
97
386
573
39
314
835
24
Turn Type
pm+pt
Perm
pm+pt
Perm
Prot
Perm
Prot
Perm
Protected Phases
7
4
3
8
5
2
1
6
Permitted Phases
4
4
8
8
2
6
Actuated Green, G (s)
20.4
17.0
17.0
30.6
23.2
23.2
14.2
25.8
25.8
12.6
24.2
24.2
Effective Green, g (s)
21.4
18.0
18.0
31.6
24.2
24.2
14.2
26.8
26.8
12.6
25.2
25.2
Actuated g/C Ratio
0.26
0.22
0.22
0.38
0.29
0.29
0.17
0.32
0.32
0.15
0.30
0.30
Clearance Time (s)
4.0
5.0
5.0
4.0
5.0
5.0
4.0
5.0
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
3.0
3.0
Lane Grp Cap (vph)
175
767
343
360
1032
462
587
1143
511
521
1074
481
v/s Ratio Prot
0.01
0.11
c0.07
c0.21
c0.11
0.16
0.09
c0.24
v/s Ratio Perm
0.05
0.05
0.17
0.06
0.02
0.02
v/c Ratio
0.22
0.52
0.24
0.64
0.71
0.21
0.66
0.50
0.08
0.60
0.78
0.05
Uniform Delay, dl
23.6
28.7
26.9
18.9
26.2
22.2
32.1
22.7
19.5
32.9
26.3
20.4
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
0.6
0.6
0.4
3.7
2.2
0.2
2.7
1.6
0.3
2.0
5.5
0.2
Delay (s)
24.2
29.3
27.2
22.5
28.5
22.4
34.8
24.3
19.8
34.8
31.9
20.6
Level of Service
C
C
C
C
C
C
C
C
B
C
C
C
Approach Delay (s)
28.1
25.9
27.5
31.9
Approach LOS
C
C
C
C
Intersection Summa
HCM Average Control Delay
28.4 HCM Level of Service C
HCM Volume to Capacity ratio
0.70
Actuated Cycle Length (s)
83.0 Sum of lost time (s) 12.0
Intersection Capacity Utilization
64.4% ICU Level of Service C
Analysis Period (min)
15
c Critical Lane Group
Joseph
Matthew J. Delich . P. E.
3f7/2005
Page 1
10
HCM Signalized Intersection Capacity Analysis
rcen hort long bkgd total
5: Drake Street & Taft Hill Road
pm
-►--v
�'-
��
t
`►
1
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
►j
Tt
r
►)
Tt
r
))
tt
r
tT
r
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
4.0
4.0
Lane Util. Factor
1.00
0.95
1.00
1.00
0.95
.1.00
0.97
0.95
1.00
0.97
0.95
1.00
Frt
1.00
1.00
0.85
1.00
1.00
0.85
1.00
1.00
0.85
1.00
1.00
0.85
Fit Protected
0.95
1.00
1.00
0.95
1.00
1.00
0.95
1.00
1.00
0.95
1.00
1.00
Satd. Flow (prot)
1770
3539
1583
1770
3539
1583
3433
3539
1583
3433
3539
1583
Fit Permitted
0.61
1.00
1.00
0.29
1.00
1.00
0.95
1.00
1.00
0.95
1.00
1.00
Satd. Flow (perm)
1130
3539
1583
539
3539
1583
3433
3539
1583
3433
3539
1583
Volume (vph)
58
435
339
71
198
162
167
546
217
249
452
30
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)
68
512
399
84
233
191
196
642
255
293
532
35
RTOR Reduction (vph)
0
0
305
0
0
144
0
0
169
0
0
22
Lane Group Flow (vph)
68
512
94
84
233
47
196
642
86
293
532
13
Turn Type
pm+pt
Perm
pm+pt
Perm
Prot
Perm
Prot
Perm
Protected Phases
7
4
3
8
5
2
1
6
Permitted Phases
4
4
8
8
2
6
Actuated Green, G (s)
22.4
17.3
17.3
23.8
18.0
18.0
9.7
24.8
24.8
11.7
26.8
26.8
Effective Green, g (s)
23.4
18.3
18.3
24.8
19.0
19.0
9.7
25.8
25.8
11.7
27.8
27.8
Actuated g/C Ratio
0.30
0.24
0.24
0.32
0.24
0.24
0.12
0.33
0.33
0.15
0.36
0.36
Clearance Time (s)
4.0
5.0
5.0
4.0
5.0
5.0
4.0
5.0
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
3.0
3.0
Lane Grp Cap (vph)
383
835
373
264
867
388
429
1177
526
518
1268
567
v/s Ratio Prot
0.01
c0.14
c0.02
0.07
0.06
c0.18
c0.09
0.15
v/s Ratio Perm
0.04
0.06
0.08
0.03
0.05
0.01
v/c Ratio
0.18
0.61
0.25
0.32
0.27
0.12
0.46
0.55
0.16
0.57
0.42
0.02
Uniform Delay, d1
19.7
26.5
24.1
19.2
23.7
22.8
31.5
21.1
18.3
30.6
18.8
16.1
Progression Factor
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Incremental Delay, d2
0.2
1.3
0.4
0.7
0.2
0.1
0.8
1.8
0.7
1.4
1.0
0.1
Delay (s)
19.9
27.8
24.4
19.9
23.9
22.9
32.3
22.9
19.0
32.0
19.8
16.2
Level of Service
B
C
C
B
C
C
C
C
B
C
B
B
Approach Delay (s)
25.9
22.9
23.7
23.8
Approach LOS
C
C
C
C
Intersection Summa
HCM Average Control Delay
24.2 HCM Level of Service C
HCM Volume to Capacity ratio
0.54
Actuated Cycle Length (s)
77.6 Sum of lost time (s) 16.0
Intersection Capacity Utilization
51.5% ICU Level of Service A
Analysis Period (min)
15
c Critical Lane Group
Joseph
Matthew J. Delich , P. E.
3/3/2005
Page 1
APPENDIX C
0
AS
to
4=
cq
LO
C%j
to
CN
0
cli
I
LLI
—4CE
c C, 0 4
CY)
LO
Q0
LO
to
co
7,
co
co
cli
LI)
0
w
C
O
0
max-
EAIC=I�ma
Ei-�
413
OD
CN
to
Cl)
to
C>
r--
LO
02
0
z
N
Mn
Wv
—
M
F00
n
M
LO—
m
C
U
Ln
m
c
;r
co
Lo
m
en
00
Cl)
U)
P IV
co
-e
CD
Lo
C%l
0)
lqt
C4
LO
=C-4-
=in-
to
U�
to
--tr
r�-
CAD
co
co
C%j
U')
LO
cli
.r
Cl)
LO
to
co
CN
rl_
co
co
mC"
Go
co
cli
("
Go
m
C)
I
C%j
I
lRt
Ln
C%l
Ln
to
LO
m
co
C%j
r--
—
cli
co
qcr
Lo
—
0)
M
LO
co
to
C.0
co
E40=
Rw
IN=
m
cn
cli
C%j
cn
CD
U'j
�T
m
-gr
Cl)
co
C"
co Go
m
00
co
cr)
Ow
qw
to
tf1
APPENDIX B
In
TABLE 2
Trip Generation
Code
Use
Size
AWDTE
I AM Peak Hour
I PM Peak Hour
Rate
I Trips
Rate
In
Rate
I Out
I Rate
In
Rate
Out
230
Townhome
81 D.U.
5.861
475
0.07
6
0.37 1
30
0.35
1 28
10.17
1 14
0
20/9
10/5
Hull Street
rMAA-
0
r-
N
U
t0
A 0
AM/PM
SITE GENERATED
PEAK HOUR TRAFFIC
WOK
HIM
ps
I
�I
r-�
-
���
�"
itOWN-
IF�1
■'
_
,,jam■��
;�
■r,
HUM
■i
SITE PLAN s`Acf a'
1
i -
L N
c
�° Drake oad
ca
Spring Creek '700"�-ffl
_ u treet
Ranch
Swallow Road
o setooth Road
SCALE: V=1000'
SITE LOCATION
02/23/2005 WEU 14:52 FAX 9702216252 TKAFFIC UFS teJuui/uut
Feb 23 05 02:08p MATTHEW J DELICH 9706695034 p.2
Chanter 4 — AtlachmeM
Attachu%eat A
Transportation Impact Study
Base Assumptions
Project Iafot meYson
Project Name .t ti _ram' �' /'!/✓�tl �' �J._
Project Location � ;7 -, J {� r"� i% ;/
TIS Assumptton9
Full: ;tlo
Type of Study
Study AreaBoundadeS
_
North:/1,&
���--
Fnet: T,-I rT LIf I- c
Short Range: ),007
Study Years
Futtua Traffic Growth Rate
20
5•
1access drives
Study Intersections
2. -rAir NyLl, i/LC L
s.r,aifTilrcc kit 7.
4.
."....-•----- -
Trip Generation Ratcs
ti� s•rr ,GT•r/9GN
Trio Adjustment Factors Pussby: -4,/,4
Date-
Local Entity
u
ms N/%�
lmp vcmrD eats NU Nk.
Gi>N : i<i..GtivN
Sat
ediate: /rq EA
uvai�
iclrr x:; t
R/1
Lgonw A+ea aB00f ab�da — RopcalCd an0 ptp�aemu e+..ww• .. �-
C�� by t-Amo� Cot-W- CUr 1pypland, City of Fart CdOK
L
APPENDIX A
f
�----- - Denotes Lane
ne
lip
SHORT RANGE GEOMETRY
I r
0
2
m
f-
Drake Road
Hull Street
N
Figure 9
TABLE 4
Short Range (2007) Total Peak Hour Operation
Intersection
Movement
Level of Service
AM
PM
Taft Hill/Drake
(signal)
EB LT
C
C
EB T
C
C
EB RT
C
C
EB APPROACH
C
C
WB LT
C
C
WBT
C
C
WB RT
C
C
WB APPROACH
C
C
NB LT
C
D
NB T
C
C
NB RT
B
B
NB APPROACH
C
C
SB LT
C
D
SB T
C
C
SB RT
B
C
SB APPROACH
C
C
OVERALL
C
C
Taft Hill/Hull
(stop sign)
SB LT
B
B
WB LT
D
E
WB RT
B
B
WB APPROACH
C
C
-- 4�A/PM
61 /37
457/377
356/361
W
a--
cM
e-
L N
rn �
SHORT RANGE (2007) TOTAL
PEAK HOUR TRAFFIC
170/300
�— 208/661
78/218
O M N
CO o 0
f�- ao d
r lA N
�— 22/10
11 /6
ON
rn
CO
O N
a
Ln
f�-
O
Drake Road
Hull Street
A&
N
Figure 8
TABLE 3
Short Range (2007) Background Peak Hour Operation
Intersection
Movement
Level of Service
AM
PM
Taft Hill/Drake
(signal)
EB LT
B
C
EB T
C
C
EB RT
C
C
EB APPROACH
C
C
WB LT
C
C
WBT
C
C
WB RT
C
C
WB APPROACH
C
C
NB LT
C
D
NB T
C
C
NB RT
B
B
NB APPROACH
C
C
SB LT
C
D
SB T
C
C
SB RT
B
C
SB APPROACH
C
C
OVERALL
C
C
Taft Hill/Hull
(stop sign)
SB LT
B
B
WB LT
D
D
WB RT
B
B
WB APPROACH
C
C
w1�-
tTo
r- (— N
ti
N r- co
co It N
61 /37
457/377 —
356/360
ANA/DMA
170/300
208/661
75/207
f r
O 00 N
m ti N
CO LO ti N
r- LO N
SHORT RANGE (2007) BACKGROUND
PEAK HOUR TRAFFIC
N
Drake Road
Figure 7
SITE GENERATED
PEAK HOUR TRAFFIC
N
load
Figure 6
N
Zoad
TRIP DISTRIBUTION Figure 5
J STREET
SITE PLAN
DUENRON
9A0'
OPEN SPACE
I
AANES PROPERLY
A&
N
SCALE 1" = 100'
. k
lwyY
F OODPWN
DETENDON
ff PAVED -
WALKWAY
WALKWAY
Figure 4
TABLE 1
Current Peak Hour Operation
Intersection
Movement
Level of Service
AM
PM
Taft Hill/Drake
(signal)
EB LT
B
C
EB T
C
C
EB RT
C
C
EB APPROACH
C
C
WB LT
B
C
WBT
C
C
WB RT
C
C
WB APPROACH
C
C
NB LT
C
C
NB T
C
C
NB RT
B
B
NB APPROACH
C
C
SB LT
C
C
SB T
B
C
SB RT
B
C
SB APPROACH
C
C
OVERALL
C
C
Taft Hill/Hull
(stop sign)
SB LT
B
B
WB LURT
C
C
TABLE 2
Trip Generation
Code Use 3tze AWDTE CAM Peak Hour I'PM Peak Hour
-`Rate :.Taps 'Rate. In- +Rate` ;'Out " Race?^. ' In `Rate 'Outi:
230 Townhome 81 D.U. 5.86 1 475 0.07 6 0.37 30 0.35 28 0.17 14
oti
(00 N
O LO d-'
co � N
JIB
58/35
435/359 --
339/343
--aAM/PM
162/286
=--198/629
71/197
Drake Road
4.
N
RECENT PEAK HOUR TRAFFIC Figure 3
SCALE: 1 "=500'
EXPECTED STREET SYSTEM Figure 2
N
�° Drake oad
c�
'--mSpring Creek u treet
Ranch
VJQ
Swallow Road
f
F�etoolhj
SCALE: 1 °=1000'
SITE LOCATION Figure 1
I
Therefore, the Hull Street approach lanes should be separated into a left -
turn and right -turn lane. In the traffic report portion of the "Taft
Hill Road Improvements Project," this intersection was designated as a
future signalized intersection with separate westbound right -turn and
left -turn lanes. East of this "finished" cross section Hull Street will
be temporarily paved to a 30 foot width connecting to existing Hull
Street to the east. It will serve as an emergency vehicle access and
function as a pedestrian/bike connection to the existing neighborhood.
The Spring Creek Ranch site is the area within which the City
requires pedestrian and bicycle level of service evaluations. Appendix G
shows a map of the area that is within 1320 feet of the Spring Creek
Ranch. There will be four pedestrian destinations within a quarter mile
of the project site. These are: 1) the recreation trail north of the site
(Spring Creek Trail); 2) the commercial area northwest of the site (Drake
Crossings); 3) the residential area north of the site; 4) the residential
area east of the site. This site is in area type termed "school walk
area" due to its proximity to Oleander Elementary School and Blevins
Junior High School. The minimum level of service for this area type is B
for all measured categories, except for visual interest and amenities
which is C. As indicated on the Pedestrian LOS Worksheet, the minimum
level of service is acceptable for all four pedestrian destinations. The
connectivity to the neighborhood to the east will occur due to the 30
foot asphalt emergency access to Hull Street to the east, until the
Swallow Road connection is made. This project will add sidewalk along
their site frontage. The Pedestrian LOS worksheet is provided in
Appendix G.
Based upon Fort Collins bicycle LOS criteria, there are two
destination areas within 1320 feet of the Spring Creek Ranch. These are
the Spring Creek Trail north of the site and the commercial area
northwest of the site. There are bike lanes on Taft Hill Road and on
Drake Road. Spring Creek Ranch will have direct access to the Spring
Creek Trail on the north edge of the site, which would place the bicycle
connectivity at level of service B. The bicycle LOS worksheet is provided
in Appendix G.
This area of Fort Collins is within 0.25 miles transit Route 6.
Since this is an memorandum transportation impact study, the long range
transit system or level of service is not relevant. Transit level of
service will be the same as that which currently exists.
It is concluded that, with the Spring Creek Ranch, the future level
of service at the key intersections will be acceptable with a single
access point to Taft Hill Road. It is expected that this access and
street layout will be a temporary condition. When Swallow Road is
connected to Hull Street, an adjustment to the street system will be
necessary. The level of service for bicycle and transit modes will be
acceptable. The minimum pedestrian level of service will be acceptable
for all destinations.
Figure 3 shows recent peak hour traffic counts at the Taft
Hill/Drake intersection. The count data was obtained in February 2005.
Raw traffic data is provided in Appendix B. The Taft Hill/Drake
intersection was used to determine the through volumes on Taft Hill Road
at Hull Street. In order to determine turning movements at Hull Street
the number of dwelling units using Hull Street was counted (six) and the
trip generation was determined. The generated peak hour traffic was
assigned to the Taft Hill/Hull intersection. This is also shown in
Figure 3. Table 1 shows the current peak hour operation of the key
intersections. Calculation forms are provided in Appendix C. A
description of level of service for signalized and 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 key intersections operate acceptably during the peak
hours.
Figure 4 shows the site plan for the Spring Creek Ranch. This
project is proposed with 81 townhouse dwelling units. Current access to
the site is via Hull Street. This will be the only access to the site in
the next few years or until Swallow Road is connected from the east.
Trip Generation, 7th Edition, ITE was used as a reference in calculating
the trip generation. Table 2 shows the trip generation for the Spring
Creek Ranch.
The trip distribution for this site is shown in Figure 5.
Directional distribution of the generated trips was determined for Spring
Creek Ranch Site based upon a gravity model analysis and engineering
judgment. The trip distribution calculations are provided in Appendix D.
Figure 6 shows the site generated traffic assignment of the Spring Creek
Ranch.
Figure 7 shows the short range (2007) background peak hour traffic
at the key intersections. Background traffic projections for the short
range future horizon were obtained by reviewing the NFRRTP traffic
forecasts and recent traffic counts. Review of the recent counts (2003
and 2005) indicated that the morning peak hour traffic growth was stable
and the afternoon peak hour traffic grew by 16 percent. The composite
growth (average of both peak hours) was approximately 4 percent per year.
The NFRRTP indicated a growth rate of approximately 2.0 percent per year
over a 25 year period. High growth rates over short periods of time are
usually anomalies and do not continue over a long period of time.
Therefore, a growth rate of 2.5 percent per year, compounded annually,
was used in these analyses. Table 3 shows the short range (2007)
background peak hour operation at the key intersections. Calculation
forms are provided in Appendix E. The key intersections will operate
acceptably with existing control and geometry.
Figure 8 shows the short range (2007) total peak hour traffic at the
key intersections. Table 4 shows the short range (2007) total peak hour
operation at the key intersections. Calculation forms are provided in
Appendix F. The key intersections will operate acceptably during the
peak hours. Figure 9 shows the short range (2007) geometry at the key
intersections. This is the existing geometry at the key intersections,
except at Hull Street. East of Taft Hill Road, Hull Street will be built
to the collector street cross section (approximately 300' to the east).
I
MEMORANDUM
00
cr)
LO
C
w
mo
TO: Michael Mintz QP�O"E-r�•�sT
Linda Ripley, VF Ripley Associates v,• `�� OF ,9�
o
m
Eric Bracke, Fort Collins Traffic Engineer
CDort
FCr Collins Planning Department S`"20"3
o
o
6
FROM: Matt Delich °
U
S��VAt
Q
DATE: March 9, 2005
o
z
u
a
UJ
SUBJECT: Spring Creek Ranch Transportation Impact Study
o
(File: 0486ME02)
J
w
O
N
This memorandum addresses the transportation impacts of the
o
�
proposed Spring Creek Ranch. This project is proposed to be located
Hull Street, east of Taft Hill Road in Fort Collins. The site
W
CDalong
rn
location is shown in Figure 1. This site is in an area that can be
described as "low density mixed -use residential." Currently, there
W
z
is a residential house with a barn on this lot. The Spring Creek
Ci
Ranch will consist of 81 townhouse dwelling units. The scope of
N
n
this study was discussed with the Fort Collins Traffic Operations
NEngineer.
A brief memorandum was requested. The Base Assumptions
Form and related information is provided in Appendix A. The Fort
Collins Master Street Plan shows that Swallow Road will be connected
to Taft Hill as depicted in Figure 2. However, it is not known when
this will occur. The purpose of this memorandum is to evaluate the
operation of the Taft Hill/Drake and Taft Hill/Hull intersections
with full development of Spring Creek Ranch, but prior to the
aforementioned connection to Swallow Road to the east. There are
sidewalks along Taft Hill Road and Drake Road. There are no
sidewalks along Hull Street. There are bike lanes on Taft Hill Road
and Drake Road. There are no bike lanes on Hull Street.
((�
Taft Hill Road is west of the Spring Creek Ranch. It is a
-south street designated as a four -lane arterial street on the
anorth
z
Fort Collins Master Street Plan. Currently, it has a four -lane
W
general cross section with left -turn lanes and a raised median. At
Z
the Taft Hill/Drake intersection, Taft Hill Road has northbound and
(�
southbound dual left -turn lanes, two through lanes, and right -turn
J
z
W
lanes in each direction. At the Taft Hill/Hull intersection, Taft
W
o
Hill Road has a southbound left -turn lane and two through lanes in
Q
0
each direction. Hull Street is currently a gravel road. The posted
is 40
speed on this section of Taft Hill Road mph.
cc
CL
U)
Drake Road is north of the Spring Creek Ranch. It is a east-
4
west street designated as a four -lane arterial street on the Fort
�.
Collins Master Street Plan. Currently, it has a four -lane general
W
cross section with left -turn lanes and a raised median. At the Taft
_
0
Hill/Drake intersection, Drake Road has eastbound and westbound left-
F-
LLL.
turn lanes, two through lanes, and right -turn lanes in each direction.
P
¢
The posted speed on this section of Drake Road is 40 mph.