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Home My WebLink AboutSOLARIUM - PDP190016 - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYAppendix H – Transportation Impact Study (TIS) This document, together with the concepts and recommendations 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 Kellar Engineering LLC shall be without liability to Kellar Engineering LLC. Solarium LLC 706 E. Stuart Street, Fort Collins, CO Traffic Impact Study KE Job #2019-041 Prepared for: Solarium LLC 219 North Shields Avenue Fort Collins, CO 80521 Prepared by: www.kellarengineering.com 970.219.1602 phone October 3, 2019 Sean K. Kellar, PE, PTOE 10/3/19 Solarium Traffic Impact Study Page 1 TABLE OF CONTENTS Page 1.0 Introduction 3 2.0 Existing Conditions and Roadway Network 3 2.1 Recent Traffic Volumes 3 3.0 Bicycle and Pedestrian Facilities 6 4.0 Proposed Development 6 4.1 Trip Generation 6 4.2 Trip Distribution 7 4.3 Traffic Assignment 8 4.4 Short Range and Long Range Total Peak Hour Traffic 8 5.0 Traffic Operation Analysis 8 5.1 Analysis Methodology 8 5.2 Intersection Operational Analysis 9 5.3 Queue Lengths 9 5.4 Access/Circulation 9 5.5 Neighborhood Impacts 10 6.0 Findings 19 List of Figures: Page Figure 1: Vicinity Map 4 Figure 2: Site Plan 5 Figure 3: Recent Peak Hour Traffic 12 Figure 4: 2021 Background Peak Hour Traffic 13 Figure 5: Trip Distribution 14 Figure 6: Site Generated Traffic 15 Figure 7: 2021 Short Range Total Peak Hour Traffic 16 Solarium Traffic Impact Study Page 2 TABLE OF CONTENTS (continued) List of Tables: Page Table 1: Trip Generation 11 Table 2: Recent Peak Hour Operations 17 Table 3: 2021 Background Peak Hour LOS Operations 17 Table 4: 2021 Short Range Total Peak Hour LOS Operations 18 Appendices: Page Appendix A: Recent Traffic Counts 21 Appendix B: Base Assumptions (TIS Scoping Form) 28 Appendix C: Level of Service (LOS) Tables 33 Appendix D: Aerial Image 34 Appendix E: Queue Lengths 38 Appendix F: HCM Calculations (Synchro) 39 Solarium Traffic Impact Study Page 3 1.0 Introduction This Traffic Impact Study (TIS) is for the proposed Solarium project located near the intersection of E. Stuart Street and Stover Street at 706 E. Stuart Street in Fort Collins, CO. The purpose of this TIS is to identify project traffic generation characteristics, to identify potential traffic related impacts on the adjacent street system, and to develop mitigation measures required for identified traffic impacts. Kellar Engineering LLC (KE) has prepared the TIS to document the results of anticipated traffic conditions in accordance with the Larimer County Urban Area Street Standards (LCUASS) and to identify any projected impacts to the transportation system. The project is anticipated to generate approximately 281 daily trips, 20 AM total peak hour trips, and 120 PM total peak hour trips. See Table 1: Trip Generation. 2.0 Existing Conditions and Roadway Network The project site is located near the intersection of E. Stuart Street and Stover Street at 706 E. Stuart Street in Fort Collins, CO. Stuart Street is classified as a 2-lane collector on the City of Fort Collins Master Street Plan. Currently Stuart Street has 2 thru lanes, bike lanes, sidewalks and a posted speed of 30 mph adjacent to the project site. A striped north/south crosswalk also exists at the Stuart Street and Stover Street intersection adjacent to the project site. Stover Street is classified as a 2-lane collector on the Fort Collins Master Street Plan. Currently Stover Street has 2 thru lanes, bike lanes, sidewalks, and a posted speed of 25 mph adjacent to the project site. 2.1 Recent Traffic Volumes Recent peak hour traffic volume counts were conducted using data collection cameras. The traffic counts were conducted during the peak hours of adjacent street traffic in 15- minute intervals from 7:00 AM to 9:00 AM and 4:00 PM to 6:00 PM and on Saturday, 9/7/19 from 2:00 PM to 4:00 PM. These turning movement counts are shown in Figure 3 with the count sheets provided in Appendix A. Solarium Traffic Impact Study Page 4 Figure 1: Vicinity Map Solarium Traffic Impact Study Page 5 Figure 2: Site Plan Solarium Traffic Impact Study Page 6 3.0 Bicycle and Pedestrian Facilities Striped bike lanes and sidewalks exist along Stuart Street adjacent to the project site. This existing infrastructure provides adequate bicycle and pedestrian facilities. 4.0 Proposed Development The proposed project consists of an event venue and lodging. See Table 1: Trip Generation and Figure 2: Site Plan. 4.1 Trip Generation Site generated traffic estimates are determined through a process known as trip generation. Rates and equations are applied to the proposed land use to estimate traffic generated by the development during a specific time interval. The acknowledged source for trip generation rates is the Trip Generation Report published by the Institute of Transportation Engineers (ITE). ITE has established trip generation rates in nationwide studies of similar land uses. For this study, KE used the ITE 10th Edition Trip Generation Report average trip rates. The Institute of Transportation Engineers’ (ITE) Trip Generation Manual, 10th Edition does not provide detailed data on the event venue use associated with the project. As such, KE was able to estimate the peak hour trip generation for this use based upon correspondence with the client and project team. The proposed project is anticipated to generate a maximum of approximately 281 daily trips, 20 AM total peak hour trips, and 120 PM total peak hour trips. See Table 1: Trip Generation. Event Venue: Guests: 150 maximum Passenger vehicles: 60 round-trips/day for personal vehicles (120 daily trips) Vendor vehicles: 3 vehicles, one round-trip per day each (6 daily trips) Carpool = 2.5 attendees to vehicle Occasional corporate events/meetings are anticipated to occur during the weekday am peak hour Solarium Traffic Impact Study Page 7 4.2 Trip Distribution Distribution of site traffic on the street system was based on the area street system characteristics, existing traffic patterns and volumes, anticipated surrounding development areas, and the proposed access system for the project. The directional distribution of traffic is a means to quantify the percentage of site generated traffic that approaches the site from a given direction and departs the site back to the original source. Figure 5 illustrates the trip distribution used for the project’s analysis. Solarium Traffic Impact Study Page 8 4.3 Traffic Assignment Traffic assignment was obtained by applying the trip distributions to the estimated trip generation of the development. Figure 6 shows the site generated peak hour traffic assignment. 4.4 Short Range Peak Hour Traffic Site generated peak hour traffic volumes were added to the background traffic volumes to represent the estimated traffic conditions for the short range 2021 horizon. The background (2021) and short range (2021) total traffic volumes are shown in Figure 4 and Figure 7 respectively. The traffic analysis in this study includes the traffic generated from the proposed development plus the increase in background traffic of 1.5% per year per correspondence with the City. 5.0 Traffic Operation Analysis KE’s analysis of traffic operations in the site vicinity was conducted to determine the capacity at the identified intersection. The acknowledged source for determining overall capacity is the 2010 Edition of the Highway Capacity Manual. 5.1 Analysis Methodology Capacity analysis results are listed in terms of level of service (LOS). LOS is a qualitative term describing operating conditions a driver will experience while traveling on a particular street or highway during a specific time interval. LOS ranges from an A (very little delay) to an F (long delays). A description of the level of service (LOS) for signalized and unsignalized intersections from the 2010 Highway Capacity Manual are provided in Appendix C. Solarium Traffic Impact Study Page 9 5.2 Intersection Operational Analysis Operational analysis was performed for the short range 2021 horizon. The calculations for this analysis are provided in Appendix F. Using the short range total traffic volumes, the project is projected to operate acceptably with all studied intersections meeting LCUASS LOS criteria. See Table 4: 2021 Short Range Total Peak Hour Operation. 5.3 Queue Lengths Vehicle queue lengths were reviewed to make sure that vehicle queues during large events will not create a negative traffic impact upon the adjacent public street. Using the highest peak hour numbers for projected vehicles during large weddings/events, the vehicle queues at the one-way access drive are not projected to exceed 120’ (approx.) for the highest peak hour. See Appendix E. Reviewing Figure 2: Site Plan, adequate onsite storage has been provided to accommodate these projected vehicle queues. Manual traffic control for larger events should also be provided to ensure that drop-offs and pick-ups are conducted in a manner that will not result in queuing vehicles backing up into the public street. 5.4 Access/Circulation The proposed onsite circulation of a one-way drive is appropriate for pick-up and drop- off circulation. The entrance only and exit only access points are appropriate based upon the existing site location. It is recommended that events larger than 70 guests have on-site manual traffic control by police officers (wearing proper PPE) or by certified traffic control technicians directing traffic. Solarium Traffic Impact Study Page 10 5.5 Neighborhood Impacts Additional offsite parking will need to be provided at an approved location(s) by the City for larger events. The guests and patrons for these events should be directed to park in the approved offsite location(s) and not in the adjacent neighborhoods. Manual traffic control for the larger events should also direct guest parking to the offsite approved location(s) and away from the adjacent neighborhoods. Solarium Traffic Impact Study Page 11 Table 1: Trip Generation (ITE Trip Generation, 10th Edition) Average Weekday Daily Trips AM Weekday Peak Hour Trips PM Weekday Peak Hour Trips ITE Land Use Size Rate Total Rate % In In % Out Out Total Rate % In In % Out Out Total Code * Event Venue 150 guests (max.) * 147 * * 9 * 3 12 * * 60 * 50 110 310 Lodging 16 Rooms 8.36 134 0.47 59% 5 41% 3 8 0.60 51% 5 49% 5 10 Total 281 14 6 20 65 55 120 * The Institute of Transportation Engineers’ (ITE) Trip Generation Manual, 10th Edition does not provide detailed data for the event venue use associated with the project. As such, KE was able to estimate the peak hour trip generation based upon correspondence with the client. See Section 4.1 Trip Generation. Event Venue: Guests: 150 maximum Passenger vehicles: 60 round-trips/day for personal vehicles (120 daily trips) Vendor vehicles: 3 vehicles, one round-trip per day each (6 daily trips) Carpool = 2.5 attendees to vehicle Occasional corporate events/meetings are anticipated to occur during the weekday am peak hour Note: PM Weekday peak hour trip generation also applied to Saturday peak hour Solarium Traffic Impact Study Page 12 Figure 3: Recent Peak Hour Traffic Solarium Traffic Impact Study Page 13 Figure 4: 2021 Background Traffic Solarium Traffic Impact Study Page 14 Figure 5: Trip Distribution Solarium Traffic Impact Study Page 15 Figure 6: Site Generated Traffic Solarium Traffic Impact Study Page 16 Figure 7: 2021 Short Range Total Traffic Solarium Traffic Impact Study Page 17 Table 2: Recent Peak Hour Operations Level of Service (LOS) LOS Intersection Movement AM PM Saturday Compliance LOS LOS LOS E. Stuart St./Stover St. EB Thru/Right A A A Y EB Approach A A A Y WB Left/Thru A A A Y WB Approach A A A Y NB Left/Right B B A Y NB Approach B B A Y SB Left/Thru/Right A A A Y SB Approach A A A Y Table 3: 2021 Background Peak Hour Operations Level of Service (LOS) LOS Intersection Movement AM PM Saturday Compliance LOS LOS LOS E. Stuart St./Stover St. EB Thru/Right A A A Y EB Approach A A A Y WB Left/Thru A A A Y WB Approach A A A Y NB Left/Right B B B Y NB Approach B B B Y SB Left/Thru/Right A A A Y SB Approach A A A Y Solarium Traffic Impact Study Page 18 Table 4: 2021 Short Range Total Peak Hour Operations Level of Service (LOS) LOS Intersection Movement AM PM Saturday Compliance LOS LOS LOS E. Stuart St./Stover St./Site Exit EB Thru/Right A A A Y EB Approach A A A Y WB Left/Thru A A A Y WB Approach A A A Y NB Left/Right B B B Y NB Approach B B B Y SB Left/Thru/Right B B B Y SB Approach B B B Y Level of Service (LOS) LOS Intersection Movement AM PM Saturday Compliance LOS LOS LOS E. Stuart St./Site Entrance EB Left/Thru A A A Y EB Approach A A A Y WB Thru/Right A A A Y Overall A A A Y Solarium Traffic Impact Study Page 19 6.0 Findings Based upon the analysis in this study, the proposed Solarium project located at 706 E. Stuart Street in Fort Collins, CO will be able to be meet the LCUASS requirements for traffic at the time of development. The findings of the TIS are summarized below: • The proposed project is anticipated to generate a maximum of approximately 281 daily trips, 20 AM total peak hour trips, and 120 PM total peak hour trips. • The project complies with the Levels of Service (LOS) requirements for traffic, the City of Fort Collins Transportation Plan, and the Larimer County Urban Area Street Standards (LCUASS). • The study intersections will operate acceptably and comply with the intersection levels of service (LOS) requirements in the LCUASS with the development of the project and background traffic in the Short Range Total future. • The traffic generated by the project can be accommodated by the existing improvements to the adjacent streets, intersections, and recommendations in this study. • The event venue use is estimated to have a maximum of 150 guests. With an average carpool rate of 2.5 attendees to vehicle, it is estimated that 60 vehicle round-trips/day (120 daily trips) will occur for a large event from guests. It is also estimated that 3 vendor vehicles, one round-trip each per day (6 daily trips) will occur for a large event. The site plan shows 10 regular parking spaces and 1 ADA accessible space being provided on-site. Therefore, a minimum of approximately 53 additional offsite parking spaces will need to be provided. The location(s) for this offsite parking will need to be approved by the City. • The proposed on-site circulation is acceptable. It is recommended that events larger than 70 guests have on-site manual traffic control by police officers (wearing proper PPE) or by certified traffic control technicians directing traffic. This manual traffic control for large events should be provided to direct traffic and to ensure that drop-offs and pick- ups are conducted in a manner that will not result in queuing vehicles backing up into the public street. • The existing sidewalk and bicycle facilities adjacent to the project site are adequate to accommodate the proposed use. Solarium Traffic Impact Study Page 20 APPENDICES: Solarium Traffic Impact Study Page 21 Appendix A: Recent Traffic Counts Solarium Traffic Impact Study Page 22 Solarium Traffic Impact Study Page 23 Solarium Traffic Impact Study Page 24 Solarium Traffic Impact Study Page 25 Solarium Traffic Impact Study Page 26 Solarium Traffic Impact Study Page 27 Solarium Traffic Impact Study Page 28 Appendix B: Base Assumptions (TIS Scoping Form) Solarium Traffic Impact Study Page 29 Solarium Traffic Impact Study Page 30 Solarium Traffic Impact Study Page 31 Solarium Traffic Impact Study Page 32 Solarium Traffic Impact Study Page 33 Appendix C: Level of Service (LOS) Table Level of Service Definitions Level of Service Signalized Intersection Unsignalized Intersection (LOS) Average Total Delay Average Total Delay (sec/veh) (sec/veh) 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 LCUASS Table 4-3 Solarium Traffic Impact Study Page 34 Appendix D: Aerial Image Solarium Traffic Impact Study Page 35 Looking East Looking South Solarium Traffic Impact Study Page 36 Looking West Solarium Traffic Impact Study Page 37 Solarium Traffic Impact Study Page 38 Appendix E: Queue Lengths Teknomo, Kardi, Ph.D. Queuing Theory Solarium Traffic Impact Study Page 39 Appendix F: HCM Calculations (Synchro Version 9.1) Recent AM Peak Hour Kellar Engineering LLC 3: Stover St./Site Exit & E. Stuart St. 09/27/2019 HCM 2010 TWSC Synchro 9 Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 1.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 191 0 0 226 0 39 0 18 0 0 0 Future Vol, veh/h 0 191 0 0 226 0 39 0 18 0 0 0 Conflicting Peds, #/hr 0 00000000000 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - ----------- Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles, % 2 22222222222 Mvmt Flow 0 225 0 0 266 0 46 0 21 0 0 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All - 0 0 225 0 0 491 491 225 502 491 266 Stage 1 - ----- 225 225- 266 266- Stage 2 - ----- 266 266- 236 225- Critical Hdwy - - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - ----- 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - ----- 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy - - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 0 - - 1344 - 0 488 478 814 480 478 773 Stage 1 0 ----0 778 718- 739 689- Stage 2 0 ----0 739 689- 767 718- Platoon blocked, % - - - Mov Cap-1 Maneuver - - - 1344 - - 488 478 814 468 478 773 Mov Cap-2 Maneuver - ----- 488 478- 468 478- Stage 1 - ----- 778 718- 739 689- Stage 2 - ----- 739 689- 747 718- Approach EB WB NB SB HCM Control Delay, s 0 0 12.3 0 HCM LOS B A Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT SBLn1 Capacity (veh/h) 559 - - 1344 - - HCM Lane V/C Ratio 0.12 ----- HCM Control Delay (s) 12.3 - - 0 - 0 HCM Lane LOS B - - A - A HCM 95th %tile Q(veh) 0.4 - - 0 - - Recent PM Peak Hour Kellar Engineering LLC 3: Stover St./Site Exit & E. Stuart St. 09/27/2019 HCM 2010 TWSC Synchro 9 Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 1.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 205 0 0 196 0 39 0 18 0 0 0 Future Vol, veh/h 0 205 0 0 196 0 39 0 18 0 0 0 Conflicting Peds, #/hr 0 00000000000 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - ----------- Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles, % 2 22222222222 Mvmt Flow 0 241 0 0 231 0 46 0 21 0 0 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All - 0 0 241 0 0 472 472 241 483 472 231 Stage 1 - ----- 241 241- 231 231- Stage 2 - ----- 231 231- 252 241- Critical Hdwy - - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - ----- 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - ----- 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy - - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 0 - - 1326 - 0 502 490 798 494 490 808 Stage 1 0 ----0 762 706- 772 713- Stage 2 0 ----0 772 713- 752 706- Platoon blocked, % - - - Mov Cap-1 Maneuver - - - 1326 - - 502 490 798 481 490 808 Mov Cap-2 Maneuver - ----- 502 490- 481 490- Stage 1 - ----- 762 706- 772 713- Stage 2 - ----- 772 713- 732 706- Approach EB WB NB SB HCM Control Delay, s 0 0 12.2 0 HCM LOS B A Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT SBLn1 Capacity (veh/h) 569 - - 1326 - - HCM Lane V/C Ratio 0.118 ----- HCM Control Delay (s) 12.2 - - 0 - 0 HCM Lane LOS B - - A - A HCM 95th %tile Q(veh) 0.4 - - 0 - - Recent Sat Peak Hour Kellar Engineering LLC 3: Stover St./Site Exit & E. Stuart St. 09/27/2019 HCM 2010 TWSC Synchro 9 Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 2.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 106 0 0 73 0 38 0 16 0 0 0 Future Vol, veh/h 0 106 0 0 73 0 38 0 16 0 0 0 Conflicting Peds, #/hr 0 00000000000 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - ----------- Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles, % 2 22222222222 Mvmt Flow 0 125 0 0 86 0 45 0 19 0 0 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All - 0 0 125 0 0 211 211 125 221 211 86 Stage 1 - ----- 125 125- 86 86- Stage 2 - ----- 86 86- 135 125- Critical Hdwy - - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - ----- 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - ----- 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy - - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 0 - - 1462 - 0 746 686 926 735 686 973 Stage 1 0 ----0 879 792- 922 824- Stage 2 0 ----0 922 824- 868 792- Platoon blocked, % - - - Mov Cap-1 Maneuver - - - 1462 - - 746 686 926 720 686 973 Mov Cap-2 Maneuver - ----- 746 686- 720 686- Stage 1 - ----- 879 792- 922 824- Stage 2 - ----- 922 824- 850 792- Approach EB WB NB SB HCM Control Delay, s 0 0 9.9 0 HCM LOS A A Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT SBLn1 Capacity (veh/h) 792 - - 1462 - - HCM Lane V/C Ratio 0.08 ----- HCM Control Delay (s) 9.9 - - 0 - 0 HCM Lane LOS A - - A - A HCM 95th %tile Q(veh) 0.3 - - 0 - - 2021 Background AM Peak Hour Kellar Engineering LLC 3: Stover St./Site Exit & E. Stuart St. 09/27/2019 HCM 2010 TWSC Synchro 9 Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 1.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 197 0 0 232 0 39 0 18 0 0 0 Future Vol, veh/h 0 197 0 0 232 0 39 0 18 0 0 0 Conflicting Peds, #/hr 0 00000000000 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - ----------- Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles, % 2 22222222222 Mvmt Flow 0 232 0 0 273 0 46 0 21 0 0 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All - 0 0 232 0 0 505 505 232 516 505 273 Stage 1 - ----- 232 232- 273 273- Stage 2 - ----- 273 273- 243 232- Critical Hdwy - - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - ----- 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - ----- 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy - - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 0 - - 1336 - 0 478 470 807 470 470 766 Stage 1 0 ----0 771 713- 733 684- Stage 2 0 ----0 733 684- 761 713- Platoon blocked, % - - - Mov Cap-1 Maneuver - - - 1336 - - 478 470 807 458 470 766 Mov Cap-2 Maneuver - ----- 478 470- 458 470- Stage 1 - ----- 771 713- 733 684- Stage 2 - ----- 733 684- 741 713- Approach EB WB NB SB HCM Control Delay, s 0 0 12.5 0 HCM LOS B A Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT SBLn1 Capacity (veh/h) 549 - - 1336 - - HCM Lane V/C Ratio 0.122 ----- HCM Control Delay (s) 12.5 - - 0 - 0 HCM Lane LOS B - - A - A HCM 95th %tile Q(veh) 0.4 - - 0 - - 2021 Background PM Peak Hour Kellar Engineering LLC 3: Stover St./Site Exit & E. Stuart St. 09/27/2019 HCM 2010 TWSC Synchro 9 Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 1.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 211 0 0 202 0 39 0 18 0 0 0 Future Vol, veh/h 0 211 0 0 202 0 39 0 18 0 0 0 Conflicting Peds, #/hr 0 00000000000 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - ----------- Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles, % 2 22222222222 Mvmt Flow 0 248 0 0 238 0 46 0 21 0 0 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All - 0 0 248 0 0 486 486 248 497 486 238 Stage 1 - ----- 248 248- 238 238- Stage 2 - ----- 238 238- 259 248- Critical Hdwy - - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - ----- 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - ----- 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy - - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 0 - - 1318 - 0 492 481 791 483 481 801 Stage 1 0 ----0 756 701- 765 708- Stage 2 0 ----0 765 708- 746 701- Platoon blocked, % - - - Mov Cap-1 Maneuver - - - 1318 - - 492 481 791 470 481 801 Mov Cap-2 Maneuver - ----- 492 481- 470 481- Stage 1 - ----- 756 701- 765 708- Stage 2 - ----- 765 708- 726 701- Approach EB WB NB SB HCM Control Delay, s 0 0 12.3 0 HCM LOS B A Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT SBLn1 Capacity (veh/h) 559 - - 1318 - - HCM Lane V/C Ratio 0.12 ----- HCM Control Delay (s) 12.3 - - 0 - 0 HCM Lane LOS B - - A - A HCM 95th %tile Q(veh) 0.4 - - 0 - - 2021 Background Sat Peak Hour Kellar Engineering LLC 3: Stover St./Site Exit & E. Stuart St. 09/27/2019 HCM 2010 TWSC Synchro 9 Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 2.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 109 0 0 75 0 38 0 16 0 0 0 Future Vol, veh/h 0 109 0 0 75 0 38 0 16 0 0 0 Conflicting Peds, #/hr 0 00000000000 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - ----------- Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles, % 2 22222222222 Mvmt Flow 0 128 0 0 88 0 45 0 19 0 0 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All - 0 0 128 0 0 216 216 128 226 216 88 Stage 1 - ----- 128 128- 88 88- Stage 2 - ----- 88 88- 138 128- Critical Hdwy - - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - ----- 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - ----- 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy - - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 0 - - 1458 - 0 740 682 922 729 682 970 Stage 1 0 ----0 876 790- 920 822- Stage 2 0 ----0 920 822- 865 790- Platoon blocked, % - - - Mov Cap-1 Maneuver - - - 1458 - - 740 682 922 714 682 970 Mov Cap-2 Maneuver - ----- 740 682- 714 682- Stage 1 - ----- 876 790- 920 822- Stage 2 - ----- 920 822- 847 790- Approach EB WB NB SB HCM Control Delay, s 0 0 10 0 HCM LOS B A Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT SBLn1 Capacity (veh/h) 786 - - 1458 - - HCM Lane V/C Ratio 0.081 ----- HCM Control Delay (s) 10 - - 0 - 0 HCM Lane LOS B - - A - A HCM 95th %tile Q(veh) 0.3 - - 0 - - 2021 Short Range Total AM Peak Hour Kellar Engineering LLC 6: E. Stuart St. & Site Entrance 09/27/2019 HCM Unsignalized Intersection Capacity Analysis Synchro 9 Report Sean Kellar, PE, PTOE Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (veh/h) 5 215 233 9 0 0 Future Volume (Veh/h) 5 215 233 9 0 0 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 6 253 274 11 0 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 285 544 280 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 285 544 280 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 100 cM capacity (veh/h) 1277 497 759 Direction, Lane # EB 1 WB 1 Volume Total 259 285 Volume Left 6 0 Volume Right 0 11 cSH 1277 1700 Volume to Capacity 0.00 0.17 Queue Length 95th (ft) 0 0 Control Delay (s) 0.2 0.0 Lane LOS A Approach Delay (s) 0.2 0.0 Approach LOS Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 18.7% ICU Level of Service A Analysis Period (min) 15 2021 Short Range Total AM Peak Hour Kellar Engineering LLC 6: E. Stuart St. & Site Entrance 09/27/2019 HCM 2010 TWSC-Pedestrians Synchro 9 Report Sean Kellar, PE, PTOE Approach Approach Direction EB Median Present? No Approach Delay(s) 16.2 Level of Service C Crosswalk Length (ft) 32 Lanes Crossed 2 Veh Vol Crossed 448 Ped Vol Crossed 0 Yield Rate(%) 0 Ped Platooning No Critical Headway (s) 12.14 Prob of Delayed X-ing 0.78 Prob of Blocked Lane 0.53 Delay for adq Gap 20.83 Avg Ped Delay (s) 16.24 Approach Approach Direction WB Median Present? No Approach Delay(s) 16.2 Level of Service C Crosswalk Length (ft) 32 Lanes Crossed 2 Veh Vol Crossed 448 Ped Vol Crossed 0 Yield Rate(%) 0 Ped Platooning No Critical Headway (s) 12.14 Prob of Delayed X-ing 0.78 Prob of Blocked Lane 0.53 Delay for adq Gap 20.83 Avg Ped Delay (s) 16.24 2021 Short Range Total AM Peak Hour Kellar Engineering LLC 3: Stover St./Site Exit & E. Stuart St. 09/27/2019 HCM 2010 TWSC Synchro 9 Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 1.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 200 0 0 233 0 39 0 20 2 2 2 Future Vol, veh/h 0 200 0 0 233 0 39 0 20 2 2 2 Conflicting Peds, #/hr 0 00000000000 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - ----------- Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles, % 2 22222222222 Mvmt Flow 0 235 0 0 274 0 46 0 24 2 2 2 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All - 0 0 235 0 0 511 509 235 521 509 274 Stage 1 - ----- 235 235- 274 274- Stage 2 - ----- 276 274- 247 235- Critical Hdwy - - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - ----- 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - ----- 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy - - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 0 - - 1332 - 0 473 467 804 466 467 765 Stage 1 0 ----0 768 710- 732 683- Stage 2 0 ----0 730 683- 757 710- Platoon blocked, % - - - Mov Cap-1 Maneuver - - - 1332 - - 470 467 804 452 467 765 Mov Cap-2 Maneuver - ----- 470 467- 452 467- Stage 1 - ----- 768 710- 732 683- Stage 2 - ----- 725 683- 735 710- Approach EB WB NB SB HCM Control Delay, s 0 0 12.5 11.9 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT SBLn1 Capacity (veh/h) 547 - - 1332 - 530 HCM Lane V/C Ratio 0.127 ---- 0.013 HCM Control Delay (s) 12.5 - - 0 - 11.9 HCM Lane LOS B - - A - B HCM 95th %tile Q(veh) 0.4 - - 0 - 0 2021 Short Range Total PM Peak Hour Kellar Engineering LLC 6: E. Stuart St. & Site Entrance 09/27/2019 HCM Unsignalized Intersection Capacity Analysis Synchro 9 Report Sean Kellar, PE, PTOE Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (veh/h) 23 229 206 42 0 0 Future Volume (Veh/h) 23 229 206 42 0 0 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 27 269 242 49 0 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 291 590 266 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 291 590 266 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 98 100 100 cM capacity (veh/h) 1271 460 772 Direction, Lane # EB 1 WB 1 Volume Total 296 291 Volume Left 27 0 Volume Right 0 49 cSH 1271 1700 Volume to Capacity 0.02 0.17 Queue Length 95th (ft) 2 0 Control Delay (s) 0.9 0.0 Lane LOS A Approach Delay (s) 0.9 0.0 Approach LOS Intersection Summary Average Delay 0.5 Intersection Capacity Utilization 33.4% ICU Level of Service A Analysis Period (min) 15 2021 Short Range Total PM Peak Hour Kellar Engineering LLC 6: E. Stuart St. & Site Entrance 09/27/2019 HCM 2010 TWSC-Pedestrians Synchro 9 Report Sean Kellar, PE, PTOE Approach Approach Direction EB Median Present? No Approach Delay(s) 15.5 Level of Service C Crosswalk Length (ft) 32 Lanes Crossed 2 Veh Vol Crossed 435 Ped Vol Crossed 0 Yield Rate(%) 0 Ped Platooning No Critical Headway (s) 12.14 Prob of Delayed X-ing 0.77 Prob of Blocked Lane 0.52 Delay for adq Gap 20.11 Avg Ped Delay (s) 15.48 Approach Approach Direction WB Median Present? No Approach Delay(s) 15.5 Level of Service C Crosswalk Length (ft) 32 Lanes Crossed 2 Veh Vol Crossed 435 Ped Vol Crossed 0 Yield Rate(%) 0 Ped Platooning No Critical Headway (s) 12.14 Prob of Delayed X-ing 0.77 Prob of Blocked Lane 0.52 Delay for adq Gap 20.11 Avg Ped Delay (s) 15.48 2021 Short Range Total PM Peak Hour Kellar Engineering LLC 3: Stover St./Site Exit & E. Stuart St. 09/27/2019 HCM 2010 TWSC Synchro 9 Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 2.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 224 0 0 233 0 39 0 28 25 10 20 Future Vol, veh/h 0 224 0 0 233 0 39 0 28 25 10 20 Conflicting Peds, #/hr 0 00000000000 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - ----------- Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles, % 2 22222222222 Mvmt Flow 0 264 0 0 274 0 46 0 33 29 12 24 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All - 0 0 264 0 0 556 538 264 555 538 274 Stage 1 - ----- 264 264- 274 274- Stage 2 - ----- 292 274- 281 264- Critical Hdwy - - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - ----- 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - ----- 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy - - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 0 - - 1300 - 0 442 450 775 442 450 765 Stage 1 0 ----0 741 690- 732 683- Stage 2 0 ----0 716 683- 726 690- Platoon blocked, % - - - Mov Cap-1 Maneuver - - - 1300 - - 420 450 775 423 450 765 Mov Cap-2 Maneuver - ----- 420 450- 423 450- Stage 1 - ----- 741 690- 732 683- Stage 2 - ----- 682 683- 695 690- Approach EB WB NB SB HCM Control Delay, s 0 0 13.2 13 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT SBLn1 Capacity (veh/h) 519 - - 1300 - 512 HCM Lane V/C Ratio 0.152 ---- 0.126 HCM Control Delay (s) 13.2 - - 0 - 13 HCM Lane LOS B - - A - B HCM 95th %tile Q(veh) 0.5 - - 0 - 0.4 2021 Short Range Total Sat Peak Hour Kellar Engineering LLC 6: E. Stuart St. & Site Entrance 09/27/2019 HCM Unsignalized Intersection Capacity Analysis Synchro 9 Report Sean Kellar, PE, PTOE Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (veh/h) 23 125 75 42 0 0 Future Volume (Veh/h) 23 125 75 42 0 0 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 Hourly flow rate (vph) 27 147 88 49 0 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 137 314 112 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 137 314 112 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 98 100 100 cM capacity (veh/h) 1447 667 940 Direction, Lane # EB 1 WB 1 Volume Total 174 137 Volume Left 27 0 Volume Right 0 49 cSH 1447 1700 Volume to Capacity 0.02 0.08 Queue Length 95th (ft) 1 0 Control Delay (s) 1.3 0.0 Lane LOS A Approach Delay (s) 1.3 0.0 Approach LOS Intersection Summary Average Delay 0.7 Intersection Capacity Utilization 17.9% ICU Level of Service A Analysis Period (min) 15 2021 Short Range Total Sat Peak Hour Kellar Engineering LLC 6: E. Stuart St. & Site Entrance 09/27/2019 HCM 2010 TWSC-Pedestrians Synchro 9 Report Sean Kellar, PE, PTOE Approach Approach Direction EB Median Present? No Approach Delay(s) 5.2 Level of Service B Crosswalk Length (ft) 32 Lanes Crossed 2 Veh Vol Crossed 200 Ped Vol Crossed 0 Yield Rate(%) 0 Ped Platooning No Critical Headway (s) 12.14 Prob of Delayed X-ing 0.49 Prob of Blocked Lane 0.29 Delay for adq Gap 10.59 Avg Ped Delay (s) 5.20 Approach Approach Direction WB Median Present? No Approach Delay(s) 5.2 Level of Service B Crosswalk Length (ft) 32 Lanes Crossed 2 Veh Vol Crossed 200 Ped Vol Crossed 0 Yield Rate(%) 0 Ped Platooning No Critical Headway (s) 12.14 Prob of Delayed X-ing 0.49 Prob of Blocked Lane 0.29 Delay for adq Gap 10.59 Avg Ped Delay (s) 5.20 2021 Short Range Total Sat Peak Hour Kellar Engineering LLC 3: Stover St./Site Exit & E. Stuart St. 09/27/2019 HCM 2010 TWSC Synchro 9 Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 3.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 122 0 0 75 0 38 0 26 25 10 20 Future Vol, veh/h 0 122 0 0 75 0 38 0 26 25 10 20 Conflicting Peds, #/hr 0 00000000000 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - ----------- Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles, % 2 22222222222 Mvmt Flow 0 144 0 0 88 0 45 0 31 29 12 24 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All - 0 0 144 0 0 250 232 144 248 232 88 Stage 1 - ----- 144 144- 88 88- Stage 2 - ----- 106 88- 160 144- Critical Hdwy - - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - ----- 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - ----- 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy - - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 0 - - 1438 - 0 703 668 903 706 668 970 Stage 1 0 ----0 859 778- 920 822- Stage 2 0 ----0 900 822- 842 778- Platoon blocked, % - - - Mov Cap-1 Maneuver - - - 1438 - - 677 668 903 682 668 970 Mov Cap-2 Maneuver - ----- 677 668- 682 668- Stage 1 - ----- 859 778- 920 822- Stage 2 - ----- 866 822- 813 778- Approach EB WB NB SB HCM Control Delay, s 0 0 10.3 10.2 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT SBLn1 Capacity (veh/h) 754 - - 1438 - 761 HCM Lane V/C Ratio 0.1 ---- 0.085 HCM Control Delay (s) 10.3 - - 0 - 10.2 HCM Lane LOS B - - A - B HCM 95th %tile Q(veh) 0.3 - - 0 - 0.3