HomeMy WebLinkAboutFEEDER SUPPLY - PDP - PDP130012 - SUBMITTAL DOCUMENTS - ROUND 2 - TRAFFIC STUDYELB Engineering, LLC
Transportation Engineering Solutions
Transportation Impact Study
Feeder Supply Project, LLC
Fort Collins, Colorado
January 2013
Feeder Supply Project, LLC
Transportation Impact Study
Fort Collins, Colorado
January 30, 2013
Prepared for:
Mr. Jon Prouty
Lagunitas Companies
1001 E. Harmony road
Fort Collins, CO 80525
Prepared by:
Eric L. Bracke, P.E., P.T.O.E.
5401 Taylor Lane
Fort Collins, CO 80528
Office:970-988-7551
ELBEngineering@lpbroadband.net
This document, together with the concepts and designs presented herein, as an instrument of service, is
intended only for the specific purpose and client for which it was prepared. Reuse of and improper reliance
on this document without written authorization from ELB Engineering, LLC shall be without liability to
ELB Engineering, LLC.
TABLE OF CONTENTS
Page
I. Introduction 1
II. Agency Discussions 1
III. Existing Conditions 2
IV. Project Description 6
V. Traffic Projections 10
VI. Traffic Analysis 11
VII. Improvements 13
VIII. Multimodal Analysis 14
IX. Conclusions 17
List of Tables
Table Page
1. LOS Definitions 5
2. Year 2013 Capacity Analysis 5
3. Trip Generation 6
4. 2016 Background Traffic Capacity Analysis 12
5. 2016 Total Traffic Capacity Analysis 13
6. 2016 Transit Analysis 16
List of Figures
Figures Page
1. Vicinity Map 2
2. Existing Peak Hour Traffic 3
3. Site Plan 7
4. Trip Distribution 8
5. Site Distributed Traffic 9
6. Year 2016 Background Traffic 10
7. Year 2016 Total Traffic 11
8. Multimodal Evaluation Area 14
APPENDIX
A. Base Assumptions/Scoping Form
B. Traffic Counts
C. HCM Capacity Analysis – Base Condition
D. HCM Capacity Analysis – 2016 Total and Background
E. HCM Capacity Analysis – 2016 Total and Background
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Transportation Impact Study 5401 Taylor Lane
January 2013 Fort Collins, CO 80528
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1.0 Introduction
This transportation impact study addresses the “The Feeder Supply Project” located in
downtown Fort Collins, Colorado at the intersection of Linden and Willow. The project
is a redevelopment of an existing feed store. The project is considered to be in the
“River District” and is consistent with the adopted redevelopment policies of the area.
The project will preserve the historic feed store and add apartments, office space and a
high quality restaurant. The City recently improved Linden with roadway
enhancements, parking, and pedestrian features. For analysis purposes, the project will
be built in one-phase.
Figure 1 on the following page is a vicinity map displaying the location of the project.
2.0 Agency Discussions
Initial discussions with City staff indicated that an intermediate study traffic study as
described in Chapter 4 of the Larimer County Urban Area Streets Standards (LCUASS)
would be appropriate for this particular development.
The project is considered infill and redevelopment and there are no recently approved
projects in the area that need to be considered in the analysis. There are no perceived
capacity or infrastructure deficiencies in the immediate area that are of concern at the on-
set of this study.
Appendix A contains the form (Attachment A), which outlines the agreed to scope of
the study.
Site
Figure 1: Vicinity Map
3.0 Existing Conditions
3.1. Current Traffic
Recent peak hour turning movements at the key intersections were obtained as part of
this study. The City of Fort Collins Traffic Operations Department provided counts at
the intersections of College/Willow and Jefferson/Linden. The counts were taken in
2011 but are still considered valid since traffic conditions are believed not to have
changed significantly. The intersection of Willow and Linden was counted during
January 2013. The area is currently under redevelopment and several new projects are
being constructed. Morning and afternoon peak hour traffic counts at the key
intersections are displayed in Figure 2. The peak hour counts were conducted in 15
minute increments for the period 7:30-8:30 AM and 4:30-5:30 PM. The peak hours
between the two intersections do not correspond to each other due to the various time
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frames the counts were taken as well as different business that would draw traffic. The
raw information regarding the turning movements is provided in Appendix B.
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Willow Street
North
19/25
18/34
29/56
Jefferson Street
4/23
15/27
30/46
14/16
271/ 3 39
3/18
SITE
Linden
12/7
112/128
17/38
24/40
36/49
6/13
12/17
64/40
9/10
34/38
35/65
6/9
126/301
132/122
131/80
63/88
549/800
22/64
30/72
59/15 7
36/64
205/246
669/859
76/107
College Ave
Figure 2: Existing Peak Hour Turning Movements (AM/PM)
17/40
305/3 5 3
24/19
3.2 Current Street System
The project is located on the north side
of the downtown area. There have been
city efforts over the years to make this
portion of the city as an extension of the
downtown area (a.k.a. “River District”).
The project is located on the southwest
corner of Linden Street and Willow.
Willow Street on the north of the
property is classified as a two-lane
collector and the Master Street Plan.
Portion of the roadway are complete but
there are many sections that are substandard. It is a two lane roadway with bike lanes
and a posted speed of 25 mph. Sidewalks are being constructed as development occurs
in the area. The intersection of Willow and College is controlled by an 8-phase traffic
signal. The pavement and markings appear to be well maintained.
Linden Street is a north-south two-lane
collector roadway that connects from Vine
to the north into the downtown area. The
city recently improved Linden to include
diagonal parking, pedestrian lighting and
enhanced sidewalks. The posted speed
limit is 30 mph and the pavement and
markings are in excellent condition. The
intersection of Willow and Linden is
adjacent to the site and is controlled with
an all-way stop condition. The crosswalks
are considered “enhanced” and the intersection is bulbed out for short crossing distances.
The surrounding land uses in the area are varied from residential, business, industrial,
and recreational.
3.3 Current Traffic Conditions
Capacity analyses were performed at the key intersections to determine if existing
deficiencies exist on the roadway network. The analyses followed the procedures of the
Highway Capacity Manual 2000. Level of Service (LOS) is a qualitative term
describing operating conditions and expressed in terms of delay. Table 1 below provides
the definitions of LOS for both signalized and unsignalized intersections. Table 2
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displays the results of the analyses. All key intersections currently operate at acceptable
levels of service. The worksheets from the analyses can be found in Appendix C.
Table 1
Level of Service Definitions
Level of
Service
Signalized Intersection
Average Total Delay (seconds/vehicle)
Unsignalized Intersection
Average Total Delay (seconds/vehicle)
A <10 <10
B >10 and ≤20 >10 and ≤15
C >20 and ≤35 >15 and ≤25
D >35 and ≤55 >25 and ≤ 35
E >55 and≤ 80 >35 and ≤50
F >80 >50
Table 2
Existing Traffic – Capacity Analysis
Existing Traffic - 2013
AM PM
Intersection Movement LOS Delay(sec/vehicle) LOS Delay(sec/vehicle)
Willow and Linden EB APPROACH A 8.4 A 8.9
STOP sign control WB APPROACH A 8.0 A 8.3
NB APPROACH A 8.1 A 8.6
SB APPROACH A 7.8 A 8.4
OVERALL A 8.1 A 8.6
College/Willow EBL C 26.0 C 29.4
Traffic Signal Control EBT C 32.7 C 29.2
EBR A 0.1 A 0.1
WBL C 29.1 C 25.1
WBT/R C 33.1 C 33.5
NBL A 8.5 B 12.1
NBT B 13.2 B 18.9
NBR B 10.7 B 13.7
SBL A 8.3 B 11.7
SBT B 13.9 B 19.1
SBR B 11.7 B 14.6
OVERALL B 15.3 C 20.3
Jefferson/Linden EBL B 19.2 C 27.5
Traffic Signal Control EBT/R C 20.7 C 30.5
WBL B 19.4 C 27.5
WBT/R C 21.1 C 31.4
NBL/T/R A 3.8 A 3.7
SBL A 3.8 A 3.7
SBT A 3.7 A 3.6
SBR A 3.7 A 3.5
OVERALL B 18.2 C 25.0
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4.0 Project Description
4.1 Project
The project consists of the redevelopment of existing feed store into approximately 5200
square feed of restaurant, 54 apartment units, and 4000 square feet of office space. The
project is located at the intersection of Willow and Linden in the downtown area of Fort
Collins. There have been recent public roadway improvements in the area, particularly
on Linden Street. Redevelopment in the area appears to be active with new construction
in the vicinity of the project. For the purposes of analysis, the project is expected to be
constructed during 2013 in one phase. The downtown is within easy walking distance,
bike lanes are already constructed and the site is served by Transfort.
Parking for the facility is being provided on-site and will access onto both Linden and
Willow Street. Restaurant patrons will likely use the available on-street parking in the
immediate area.
A preliminary site plan is displayed in Figure 3.
4.2 Trip Generation
Trip generation rates for the proposed project are based on the Trip Generation, 8th
Edition manual prepared by the Institute of Transportation Engineers. The manual
presents data from numerous trip generation studies for a variety of land uses from
across the country. ITE Code 220, apartments was used in this analysis. The restaurant
was code 932 (low turnover/high quality) and the general office is code 710. No trip
reductions were assumed as part of this project although many trips, especially the
restaurant will likely be attributed to walking and biking. The trip generation calculation
is considered conservative since no trip reductions are incorporated into the analysis.
Table 3 below summarizes the proposed trip generation for the project. For the entire
project, during the morning peak hour, 96 trip ends can be expected and 99 trip ends can
be expected from the project during the afternoon peak hours.
Table 3 – Trip Generation
Daily AM PM
ENTER EXIT ENTER EXIT
Code Use units rate trips rate trips rate trips rate trips rate trips
ksq ft
ITE 220 Apartments (units) 54.00 6.72 363 0.16 9 0.39 21 0.41 22 0.26 14
ITE 932 Restaurant (low turnover) 5.20 127.15 661 5.99 31 5.53 29 6.66 35 4.26 22
ITE 710 General Office 4.00 11.01 44 1.36 5 0.19 1 0.25 1 1.24 5
TOTAL TRIPS 1068 45 51 58 41
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NORTH
Figure 3: Site Plan
4.3 Trip Distribution
Trip distribution is the process of determining where the trips are coming to and from the
site. The distribution was based on the current distribution of the current traffic, the
population center of Fort Collins, and engineering judgment. The distribution is not
expected to change during the long term. The short-term distribution for the project is
displayed in Figure 4. Site distributed traffic is shown in Figure 5.
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5%
Willow
60%
25%
10%
Linden Street
Figure 4: Trip Distribution
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Willow Street
North
Jefferson Street
10/15
20/20
<5
10/10
20/15
<5
30/35
5/5
30/25
Linden
5/5
5/5
<5
<5
5/5
5/5
5/5
5/5
5/5
5/5
10/10 10/10
15/15
10/10
5/5
10/10
<5
5/5
College Ave
5/5
5/5
Figure 5: Site Distributed Traffic (AM/PM)
5.0 Traffic Projections
Background traffic for the year 2016 was estimated by assuming that all traffic
movements would increase by 4.0% per year. This high growth rate was selected
between the City staff and ELB Engineering for two purposes. First, the area is
expected to redevelop and evidence of this is in the area. The second reason was to
provide a very conservative analysis of potential growth in the area. Background traffic
for the year 2016 is displayed in Figure 6.
Site-generated traffic was then added to the background traffic to determine the total
traffic volumes at the key intersections. Total traffic for the year 2016 is displayed in
Figure 7.
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Willow Street
North
Jefferson Street
5/25
20/30
35/55
15/20
315/ 3 90
5/20
SITE
Linden
15/10
140/150
20/45
30/45
40/55
10/15
15/20
70/45
10/15
40/50
40/70
10/15
145/350
150/140
70/95
610/925
30/70
35/80
65/17 0
40/70
235/285
775/995
85/125
College Ave
150/90
25/30
20/40
35/65
20/45
350/4 1 0
30/25
Figure 6: Year 2016 Background Traffic (AM/PM)
Willow Street
North
Linden
15/10
140/150
20/45
30/45
45/60
15/20
15/20
75/50
15/20
45/55
45/75
10/15
80/210
10/10
145/350
155/145
150/90
70/95
610/925
30/70
40/85
65/17 0
40/70
235/285
775/995
90/130
Jefferson Street
5/25
20/30
35/55
15/20 50/65
315/ 3 90
5/20
25/30
30/50
55/80
5/5
30/25
140/1 4 0
10/10
30/35
15/15
15/10
55/95
5/5
80/140
350/4 1 0
30/25
College Ave
Figure 7: Year 2016 Total Traffic (AM/PM)
6.0 Traffic Analysis
Capacity analysis was performed at the key intersections for both the background traffic
as well as the total traffic. Table 4 displays the results of the background traffic analysis
and Table 5 shows the results of the total traffic analysis to account for the project. As
can be seen from the tables, each of the key intersections continues to operate at
acceptable levels of service. Implementation of the project will not have an adverse
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effect on the operation of the intersections. The analyses followed the procedures of the
Highway Capacity Manual.
Table 4
Capacity Analyses – 2016 Background Traffic
2016 Background Only Traffic
AM PM
Intersection Movement LOS Delay(sec/vehicle) LOS Delay(sec/vehicle)
Willow and Linden EB APPROACH A 9.0 A 9.4
STOP sign control WB APPROACH A 8.3 A 8.4
NB APPROACH A 8.7 A 8.9
SB APPROACH A 8.2 A 8.7
OVERALL A 8.6 A 9.0
College/Willow EBL C 25.6 C 34.2
Traffic Signal Control EBT C 32.7 C 28.8
EBR A 0.1 A 0.1
WBL C 28.8 C 24.5
WBT/R C 33 C 33.8
NBL A 9.3 B 14.6
NBT B 14.3 C 23
NBR B 11.3 B 15.2
SBL A 8.6 B 13.5
SBT B 15.2 C 21.9
SBR B 12.3 B 15.5
OVERALL B 16.0 C 22.9
Jefferson/Linden EBL C 28.0 C 26.9
Traffic Signal Control EBT/R C 30.1 C 29.8
WBL C 28.4 C 26.9
WBT/R C 31.1 C 31.1
NBL/T/R A 3.2 A 4.2
SBL A 3.2 A 4.3
SBT A 3.1 A 4.0
SBR A 3.1 A 3.9
OVERALL C 26.3 C 24.8
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Table 5
Capacity Analyses – 2016 Total Traffic
2016- Total Traffic
AM PM
Intersection Movement LOS Delay(sec/vehicle) LOS Delay(sec/vehicle)
Willow and Linden EB APPROACH A 9.2 A 9.8
STOP sign control WB APPROACH A 8.5 A 8.6
NB APPROACH A 8.8 A 9.1
SB APPROACH A 8.4 A 9.0
OVERALL A 8.1 A 9.3
College/Willow EBL C 25.4 C 34.6
Traffic Signal Control EBT C 32.5 C 28.4
EBR A 0.1 A 0.1
WBL C 28.6 C 24.1
WBT/R C 33.2 C 33.9
NBL A 9.5 B 15.1
NBT B 14.5 C 23.8
NBR B 11.5 B 15.7
SBL A 8.8 B 14
SBT B 15.4 C 22.5
SBR B 12.5 B 15.8
OVERALL B 16.2 C 23.4
Jefferson/Linden EBL C 27.5 C 6.6
Traffic Signal Control EBT/R C 29.8 C 29.2
WBL C 28.1 C 26.4
WBT/R C 31.4 C 30.9
NBL/T/R A 3.6 A 4.4
SBL A 3.7 A 4.5
SBT A 3.5 A 4.2
SBR A 3.4 A 4.1
OVERALL C 25.3 C 24.2
Eastbound Access @ Linden EBL/R A 9.2 A 9.7
STOP sign control NBL/T/R A 2.8 A 2.2
OVERALL A 2.7 A 1.9
Northbound Access @ Willow WBL/T A 0.5 A 0.6
STOP sign control NBL/R A 9.7 B 10.3
OVERALL A 1.4 A 0.6
7.0 Improvements
7.1. Traffic Signals
Traffic signals are never installed until a warrant is satisfied under the Manual on
Uniform Traffic Control Devices.. The Peak Hour Warrant, is usually the best
indication of a whether or not a traffic signal will be needed in the future. Based on a
review of the criteria, no new traffic signals will be required with this project. The key
intersection of Willow and Linden as well as the access points will operate and good
levels of service under and safely under STOP sign control.
7.2 Auxiliary Lanes
A review of the LUCASS requirements regarding auxiliary lanes was undertaken as part
of this study. Based on this review, no new auxiliary lanes are required as part of this
project.
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8.0. Multi-Modal Evaluation
Section 4.5.3 (B) of the Larimer County Urban Area Street Standards requires that
projects undergo a level of service analysis for alternative modes of transportation. The
modes of transportation that must meet LOS standards are bicycles, and pedestrians.
Transit service LOS must also be analyzed at the time of development review.
However, transit LOS is not part of the Adequate Public Facilities test. The area of
interest for the alternative modes of transportation is shown below in Figure 8.
site
Figure 8: Multimodal Evaluation Area
8.1 Pedestrian Level of Service
The project area was evaluated for compliance with the pedestrian level of service
standards. The site is located with a Pedestrian District as determined by the Fort
Collins Pedestrian Plan. Primary destinations from the sight would include the
downtown area to the south and the North Side Aztlan Center.
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The project will construct sidewalks along its north property line that will eventually
connect to the Northside Aztlan Center. Sidewalks and streetscape have recently been
improved by the City of Fort Collins from the site, southward to the downtown area.
The area to the south has been improved to its future condition and is constructed to a
pedestrian scale.
Directness – There direct sidewalk connection to the south and to the north of
the site. The sidewalks exceed city standards and were constructed by the City.
Sidewalk connections to the west and east of the site will occur at the time of
redevelopment.
Continuity – The sidewalk system that is and will be in place has good
continuity to the downtown area. As the area redevelopments, east-west
connections will be in place. The City should consider a capital project to correct
this deficiency.
Street Crossings – The intersection of Willow/Plum was recently reconstructed
and meets all the standards for street crossings. The intersection of
Jefferson/Linden has 5 lanes of traffic to cross, crosswalks, and pedestrian
phasing. There are unobstructed views, sidewalks, and character and good
lighting levels. The intersection of College/Cherry/Willow has recently been
reconstructed and has good pavement markings, enhanced crosswalks, actuated
pedestrian phases, and good lighting. The North College Access Control Plan
shows this intersection being converted in the future to a limited movement
intersection. There are six lanes of traffic to cross in the east-west direction but
the intersection was recently improved without pedestrian refuge.
Visual Interest and Amenity – The area is along the site has been improved and
is considered visually appealing.
Security – The sidewalks in the area are lit and good sight distances are
available.
8.2 Bicycles Level of Service
The project will meet the bicycle level of service standards for both north/south and
east/west connections. Bike lanes currently exist on Linden and Willow which connect
to the City’s bike system. There is also a direct connection to the Poudre Trail system to
the north of the site.
8.3 Transit Level of Service
According to the LUCASS Multimodal Level of Service Manual, transit level of service
for the City of Fort Collins is based on the routes and service levels planned for the year
2015. However, the Manual was written in 1997 and is significantly outdated and no
longer considered valid. The transit LOS analyses are therefore based on the 2010
Transfort Strategic Plan. The analysis is based on 4 factors – hours of weekday service,
weekday frequency of service, travel time factor, and peak load factor. The LOS
standard for transit is “B” based on this site location. LOS B is defined as 3 out of the 4
requirements being satisfied.
The current transit map shows that the site will have close access to Routes 8 and 81
which will have direct access to the downtown area and the CSU campus. The site is
also within a short walking distance to the downtown transfer center.
Hours of Weekday Service: Since Route 8 and 81will take people directly to
the downtown transit center as well as good connection to the Mason Corridor, it
is assumed that the site will be served by 18 hours of service on an average
weekday. The standard can be assumed to be met.
Weekday Frequency of Service: Since the site is adjacent to an identified route
of high frequency transit service, the minimum of 15-minute service is met.
Travel Time Factor: The travel time factor is portal-to-portal travel time
divided by auto travel time (peak hour). The standard for the criteria is for the
travel time in bus to be no more than two times that of the automobile. The
standard is met for 3 out of the 4 destinations which is acceptable.
Table 6
Transit Travel Time Comparisons
Destination Mode
Distance
(miles)
Travel
Speed
(mph)
Travel
Time
(hours)
Walk/Park
Time
(hours)
Transfer/
Wait Time
(hours)
Total
Travel
Time
(hours)
Time
Differential
(bus/auto)
LOS
Standard
Met?
Downtown Bus 0.25 20 0.01 0.00 0.01 0.11 Yes
automobile 0.25 25 0.01 0.10 0.11
Foothills Mall Bus 4.50 20 0.23 0.25 0.48 1.81 Yes
automobile 4.50 25 0.18 0.08 0.26
FC High School Bus 7.00 20 0.35 0.50 0.85 2.56 No
automobile 6.00 35 0.17 0.16 0.33
CSU Campus Bus 1.50 20 0.08 0.16 0.24 1.68 Yes
automobile 1.50 25 0.06 0.08 0.14
Peak Load Factor: The standard for the peak load factor is calculated by
dividing the number of passengers by the peak time of day by the available seats.
The standard requires that this value be ≤ 1.2. Based on the LOS Manual, for all
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Based on the above, the transit LOS achieved 3 out of the 4 criteria and is therefore the
LOS is calculated at “B”, which is acceptable.
9.0 Conclusion
This TIS assessed the impacts associated with The Feeder Supply Project
redevelopment project located in downtown Fort Collins, Colorado. The project
consists of redeveloping an older feed store into apartments, restaurant, and office
space. The site lends itself to outstanding use of alternative modes of transportation.
Based on the analyses, investigations, and findings documented in the various
sections of this Transportation Impact Study, the following can be concluded.
o Current operation is acceptable at all of the key intersections.
o Operation at the key intersections will be acceptable under full build-out
of the project.
o For the entire project, and without assuming any trip reductions, during
the morning peak hour, 96 trip ends can be expected and 99 trip ends can
be expected from the project during the afternoon peak hours.
o No new traffic signals or signal modifications will be required with the
construction of the project.
o No auxiliary lanes will need to be constructed with the project.
o Multi-modal LOS standards can be achieved with the project.
o The project is feasible from a traffic engineering perspective.
Statement of Adequacy: The transportation facilities will be adequate and available to
serve this development as contained in the Larimer County Urban Area Street Standards.
All applicable LOS standards will be met since all transportation facilities are in place or
will be in place upon issuance of a certificate of occupancy.
future routes, the presumed peak load factor is 1.0 and therefore the standard is
satisfied.
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January 2013 Fort Collins, CO 80528
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