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Home My WebLink AboutENCLAVE AT REDWOOD - PDP210004 - SUBMITTAL DOCUMENTS - ROUND 2 - TRAFFIC STUDYENCLAVE AT REDWOOD| TRAFFIC IMPACT STUDY CITY OF FORT COLLINS Rollins Consult LLC Prepared for: Ripley Design, Inc. Traffic Impact Study Enclave at Redwood August 17, 2021 ENCLAVE AT REDWOOD | TRAFFIC IMPACT STUDY CITY OF FORT COLLINS Rollins Consult LLC | 2 Table of Contents Page 1 Introduction …….…..…………………………………………………………...…….4 2 Existing Conditions …….………………………………………..…..……………...8 3 Project Travel Demand……………………………………………………..……….15 4 Future Traffic Projections…………………………………………..……………....18 5 Site Design and Auxiliary Lane ........……………...……………...………………23 6 Traffic Impact Analysis…….......................…………….…………..……………..24 7 Other Mobility Modes........................................................................................29 8 Conclusions………………………………………………………….……………….31 Appendices……….…………………………………………………………………….…30 Appendix A: LCUASS Right-Turn and Left-Turn Warrants Appendix B: Level of Service Worksheets Appendix C: Figures 4C-3 and 4C-4 MUTCD Peak Hour Warrant Appendix D: Pedestrian/Bicycle Area List of Figures 1 Project Location….……..……………...…………………………………….....……..5 2 Project Site Plan……..…………………………………………………………………6 3 Recent Peak Hour Traffic ….....…..…………………………………….….....…..…9 4 Existing Intersection Configurations ……………..………………….…….…….10 5 Project Trip Distribution……....…………………………………………………….16 6 Project Traffic ………………………………………………….………..…...……....17 7 Background Traffic 2022……...…………………………………...………...……..19 8 Background Traffic 2040 ................................................................................. 20 9 Total Traffic 2022 …………...………………...……………………………..………21 10 Total Traffic 2040 ….............…..……………………………..…...………………..22 11 2022 Intersection Configuration 2022 ............................................................25 12 2040 Intersection Configuration 2040 ..…………..……………………..………27 ENCLAVE AT REDWOOD| TRAFFIC IMPACT STUDY CITY OF FORT COLLINS Rollins Consult LLC | 3 List of Tables 1 Fort Collins Motor Vehicle LOS Standards…………………………………..…..11 2 Unsignalized Level of Service Definitions ……...…………….…………...…....12 3 Signalized Intersection Level of Service Definitions .................................... 13 4 Recent Weekday Peak Hour Intersection Level of Service………..…….…....14 5 Estimated Project Trip Generation …………………………………….………....15 6 Future 2022 Intersection Level of Service…………………………………….....26 7 Future 2040 Intersection Level of Service…………………………………….....28 8 Pedestrian Level of Service...............................................................................29 ENCLAVE AT REDWOOD| TRAFFIC IMPACT STUDY CITY OF FORT COLLINS Rollins Consult LLC | 4 1 INTRODUCTION This report documents the results of a study to evaluate the potential traffic impacts of the proposed Enclave at Redwood residential Project in the City of Fort Collins, Colorado. Rollins Consult LLC conducted the study as required by the City for the application associated with the proposed Project. PROJECT DESCRIPTION The Enclave at Redwood is located in the City of Fort Collins, east of Redwood Street and north of Suniga Road. The site is currently undeveloped land. This Project will allow for 230 residential dwellings. The Project site is comprised of approximately 28 acres. The site is located east and south of Redwood Meadows residential area. East and south of the site is the planned Northfield residential Project. Figure 1 illustrates the Project location and study area. The Project site is depicted on Figure 2. The Project proposes the following land uses and transportation elements: • Housing for 230 dwellings. • A community clubhouse and a one-acre park. • Pedestrian and bicycle connections to: Redwood Meadows, Northfield, and Conifer . • The roadway system was designed to connect with Redwood Meadows and with the Northfield site. There are two connections to Redwood Street and two connections to Suniga Road. ENCLAVE AT REDWOOD| TRAFFIC IMPACT STUDY CITY OF FORT COLLINS Rollins Consult LLC | 5 Figure 1 – Project Location ENCLAVE AT REDWOOD | TRAFFIC IMPACT STUDY CITY OF FORT COLLINS Rollins Consult LLC | 6 Figure 2 - Project Site Plan SS SS SS SS SS SS SS SS W W W W W SS WWW W W W W W W W W W W W WWW W W W W W W W W SSSS SS SS SS SS SS SSSSSS SS SS SS SS SS SS SS SS SSSSSSSSSSWWWWSSSSSSSSSSSSSSSSSSSS/($6,1 * ),71( 6 6 0$1$* ( 5 6725 $ * ( 0$,/ ,73+2 1 ( 3$&.$ * ( :20(1 0(1 0$,/2)),&( -$1,72 5 %$7+ +$// 3$7,2 DN2' - 0" SUNIGA ROAD (4-LANE A R T E R I A L )REDWOOD STREET (2-LANE COLLECTOR)STREET CONNECTION TO REDWOOD MEADOWS PARCEL NOT INCLUDED IN PROJECT PUBLIC STREET "A"PUBLIC STREET "B"PRIVATE STREET "AA"PRIVATE STREET "BB"PRIVATE STREET "BB" PRIVATE STREET "BB" PEDESTRIAN AND BICYCLE CONNECTION TO REDWOOD MEADOWS FUTURE REGIONAL TRAIL AND CONNECTION TO NORTHFIELD NORTHFIELD REDWOOD MEADOWS PUBLIC STREET CONNECTION TO NORTHFIELD PUBLIC STREET CONNECTION TO NORTHFIELD DRAWING NUMBER: ISSUED PROJECT No.: DRAWN BY: REVIEWED BY: SEAL: PREPARED BY: No.DESCRIPTION DATE REVISIONS No.DESCRIPTION DATE PloWWed B\: Stephanie Hansen La\oXW: L1 SITE PLAN PrinWed On: 12/29/2020 11:52 AM File Name: L1 SITE PLAN.dZgORIGINAL SIZE 24X36 ENTIT L E M E N T DRAWI N G S NOT F O R CONS T R U C TI O N RIPLEY DESIGN INC. Stephanie Hansen, PLA 419 Can\on Ave. Suite 200 Fort Collins, CO 80521 p. 970.224.5828 f. 970.225.6657 DHI COMMUNITIES K\le Henderson p. 970.219.3838 ENGINEER ARCHITECT LAND PLANNER / LANDSCAPE ARCHITECT HKS Michael Moore, PE 1120 Lincoln Street, Suite 1000 Denver, CO 80203 p. 0303.623.6300 BUILTFORM ARCHITECTURE GROUP Vince Scarano 419 Can\on Ave. Suite 200 Fort Collins, CO 80521 p. 602.285.9200 APPLICANT 419 Can\on Ave. Suite 200 Fort Collins, CO 80521phone 970.224.5828 _ fa[ 970.225.6657 _ ZZZ.riple\designinc.com SITE PLAN PDP SUBMITTAL ENCLAVE AT REDWOOD FORT COLLINS, CO SH R20-059 L1 OF XX NORTH 0 40 80 160 SCALE: 1"=80'-0" ENCLAVE AT REDWOOD | TRAFFIC IMPACT STUDY CITY OF FORT COLLINS Rollins Consult LLC | 7 STUDY SCOPE The scope of work for this study was developed as a supplement to the recent traffic study for the site entitled “Retreat at Fort Collins Transportation Impact Study”, August 2018, prepared by Delich Associates (to be referred to as Retreat TIS). This previous study addressed the potential impacts of a 739-bed student apartment complex. The Enclave at Redwood will generate fewer trips than this previously proposed apartment complex. The scope of the traffic impact study for the Enclave at Redwood will present the potential traffic conditions on Redwood Street at three intersections: • Redwood Street and Suniga Road • Redwood Street and Lupine Drive • Redwood Street and the proposed Street BB This study will focus on the build out of the development looking at both the short and long-range future years of 2022 and 2040. Additional traffic studies will be performed as each phase of development is proposed. The analysis of future year traffic forecasts is based on Projected conditions both with and without the addition of the Project traffic. The following transportation scenarios were analyzed for the AM and PM peak hours: • Existing Conditions – The analysis of existing traffic conditions provides a basis for the remainder of the study. The existing transportation system is described. Peak hour intersection operations are presented from the Retreat TIS. • Project Travel Demand – The traffic generated by the Project will be estimated, distributed, and assigned to the transportation network. • 2022 and 2040 Background Conditions – Future traffic conditions are Projected without the proposed Project for two future years: 2022 the long-range year 2040. The future traffic volumes were obtained from the Retreat TIS. • 2022 and 2040 Total Future Conditions – The traffic associated with the Project will be Projected and added to the Background traffic. The intersection operations will be determined. ENCLAVE AT REDWOOD | TRAFFIC IMPACT STUDY CITY OF FORT COLLINS Rollins Consult LLC | 8 2 EXISTING CONDITIONS The transportation system has numerous elements that are described in this chapter. The roadway network identified for this study is described and traffic volume information is presented for the study intersections. ADJACENT LAND USE North and west of the Project is residential use. The proposed Northfield project will be south and east of the Project. Two local roads were designed to provide connections between the Enclave and Northfield. These roads also connect to Suniga road to the east of Redwood Street. TRANSPORTATION NETWORK The primary roadways that serve the Project site are described below. Roadway designations were provided in the Fort Collins Transportation Master Plan, March 31, 2020. Roadway Network Redwood Street – This is a two-lane north-south collector street that provides mobility between Old Town north to Willox Lane. There are bike lanes on both sides of the road. Sidewalks exist adjacent to developed areas. The speed limit is posted at 30 mph. Parking is allowed on both sides of the street. Transfort provides service on Redwood Street with Routs 8 and 81. They provide service between the Downtown Transit Center and Terry Lake Road/Poudre Valley Mobile Home Park (north on College Avenue). Suniga Road – This east-west roadway was recently constructed between College Avenue and Redwood Street. Suniga Road is a planned four-lane arterial street that will provide connectivity between College Avenue and Timberline Road. Additional portions of Suniga Road will be constructed with this Project and the Northfield project. Lupine Drive – This is a two-lane residential street that provides mobility to residents in both Redwood Meadows and The Outpost. Parking and attached sidewalks are provided on both sides of Lupine Drive within Redwood Meadows. West of Redwood Street, Lupine Drive has detached sidewalks and parking on the north side. No parking is allowed on the south side. Similar to most residential streets, there is no posted speed limit. ENCLAVE AT REDWOOD| TRAFFIC IMPACT STUDY CITY OF FORT COLLINS Rollins Consult LLC | 9 EXISTING TRAFFIC CONDITIONS Recent intersection operations were evaluated for both the morning and evening peak hours. Intersection count data was collected in August of 2017 as part of the Retreat TIS. The resulting peak hour turning movements are provided on Figure 3. The current lane configurations of the study intersections are shown on Figure 4. Figure 3 – Recent Peak Hour Traffic ENCLAVE AT REDWOOD| TRAFFIC IMPACT STUDY CITY OF FORT COLLINS Rollins Consult LLC | 10 Figure 4 – Existing Intersection Configurations Intersection Level of Service Analysis Methodologies Transportation professionals evaluate intersections to determine how they are currently operating and will operate in the future. The methods employed can be found in the Transportation Research Board’s, 6th Edition, 2016 Highway Capacity Manual (HCM). Level of service (LOS) is based on a “graded” system from LOS A, very little to no delays, to LOS F which represents excessive delays and congestion. The City of Fort Collins has established guidelines for acceptable intersection operations. These are provided within the Larimer County Urban Area Street Standards (LCUASS), originally adopted January 2, 2001, with updates effective September 19, 2016. The guidelines are provided in Table 1. ENCLAVE AT REDWOOD| TRAFFIC IMPACT STUDY CITY OF FORT COLLINS Rollins Consult LLC | 11 Table 1 Fort Collins (GMA and City Limits) Motor Vehicle LOS Standards (Intersections) Unsignalized Intersection Peak hour levels of motor vehicle delay at unsignalized intersections were estimated using the method from Chapter 17 of the 2016 Highway Capacity Manual. The LOS for the entire intersection and each of the constrained movements is reported. Table 2 summarizes the relationship between average control delay per vehicle and LOS for unsignalized intersections. Chapter 4 ± TRANSPORTATION IMPACT STUDY Section 4.5 Project Impacts Larimer County Urban Area Street Standards ± Repealed and Reenacted April 1, 2007 Page 4-27 Adopted by Larimer County, City of Loveland, City of Fort Collins Table 4-2 Loveland (GMA and City Limits) Motor Vehicle LOS Standards (Intersections) Intersection Component Major Intersection1 Minor Intersection2 Driveway Overall (City Limits) LOS C LOS C No Limit Overall (GMAs) LOS D LOS D No Limit Any Leg LOS D LOS E No Limit Any Movement LOS E LOS F No Limit 1 Includes all signalized and unsignalized arterial/arterial and arterial/ major collector intersections. 2 Includes all unsignalized intersections (except major intersections) and high volume driveways 3 There are no LOS standards for I-25 Interchanges. 4 On State Highways, overall LOS D is acceptable. Table 4-3 Fort Collins (GMA and City Limits) Motor Vehicle LOS Standards (Intersections) Overall Any Approach leg Any Movement Signalized D1 E E2 Unsignalized Arterial / Arterial Collector / Collector E3 F4 Unsignalized Arterial / Collector Arterial / Local Collector / Local Local / Local D3 F4 Roundabout E 3,5 E54 E5 1 In mixed use district including downtown as defined by structure plan, overall LOS E is acceptable 2 Applicable with at least 5% of total entering volume 3 Use weighted average to identify overall delay 4 Mitigation may be required 5 Apply unsignalized delay value thresholds to determine LOS ENCLAVE AT REDWOOD| TRAFFIC IMPACT STUDY CITY OF FORT COLLINS Rollins Consult LLC | 12 Table 2 Unsignalized Intersection Level of Service Definitions Level of Service Average Control Delay Per Vehicle (Seconds) Description A £10.0 No delay for stop-controlled approaches. B 10.0 and £15.0 Operations with minor delays. C >15.0 and £25.0 Operations with moderate delays. D >25.0 and £35.0 Operations with increasingly unacceptable delays. E >35.0 and £50.0 Operations with high delays, and long queues. F >50.0 Operations with extreme congestion, and with very high delays and long queues unacceptable to most drivers. Source: Transportation Research Board, Highway Capacity Manual, 2016. Signalized Intersections Peak hour levels of motor vehicle delay at signalized intersections were estimated using methods provided in Transportation Research Board’s 2010 Highway Capacity Manual. This operations analysis method uses various intersection characteristics (such as traffic volumes, lane geometry, and signal phasing) to estimate the average control delay experienced by motorists traveling through an intersection. Control delay incorporates delay associated with deceleration, acceleration, stopping, and moving up in the queue Table 3 summarizes the relationship between average control delay per vehicle and LOS for signalized intersections. ENCLAVE AT REDWOOD| TRAFFIC IMPACT STUDY CITY OF FORT COLLINS Rollins Consult LLC | 13 Table 3 Signalized Intersection Level of Service Definitions Level of Service Average Control Delay Per Vehicle (Seconds) Description A £10.0 Free Flow or Insignificant Delays: Operations with very low delay, when signal progression is extremely favorable and most vehicles arrive during the green light phase. Most vehicles do not stop at all. B >10.0 and £20.0 Stable Operation or Minimal Delays: Generally, occurs with good signal progression and/or short cycle lengths. More vehicles stop than with LOS A, causing higher levels of average delay. An occasional approach phase is fully utilized. C >20.0 and £35.0 Stable Operation or Acceptable Delays: Higher delays resulting from fair signal progression and/or longer cycle lengths. Drivers begin having to wait through more than one red light. Most drivers feel somewhat restricted. D >35.0 and £55.0 Approaching Unstable or Tolerable Delays: Influence of congestion becomes more noticeable. Longer delays result from unfavorable signal progression, long cycle lengths, or high volume to capacity ratios. Many vehicles stop. Drivers may have to wait through more than one red light. Queues may develop, but dissipate rapidly, without excessive delays. E >55.0 and £80.0 Unstable Operation or Significant Delays: Considered to be the limit of acceptable delay. High delays indicate poor signal progression, long cycle lengths and high volume to capacity ratios. Individual cycle failures are frequent occurrences. Vehicles may wait through several signal cycles. Long queues form upstream from intersection. F >80.0 Forced Flow or Excessive Delays: Occurs with oversaturation when flows exceed the intersection capacity. Represents jammed conditions. Many cycle failures. Queues may block upstream intersections. Source: Transportation Research Board, Highway Capacity Manual, 2016. ENCLAVE AT REDWOOD | TRAFFIC IMPACT STUDY CITY OF FORT COLLINS Rollins Consult LLC | 14 Existing Intersection Conditions Using the HCM methodology, the weekday AM and PM peak hour intersection operations were determined in the Retreat TIS. The results are summarized in Table 4. As indicated in the table, each of the study intersections is currently operating at acceptable levels of service. Table 4 Recent Weekday Peak-Hour Intersection Level of Service # Intersection Overall Movement AM Peak PM Peak 1 Redwood St & Suniga Rd T-Stop Control Overall A A EB L/T/R A A NB L/T A A 2 Redwood St & Lupine Dr Two-Way Stop Control Overall A A EB L/T/R A A WB L/T/R A A NB LT A A SB LT A A ENCLAVE AT REDWOOD | TRAFFIC IMPACT STUDY CITY OF FORT COLLINS Rollins Consult LLC | 15 3 PROJECT TRAVEL DEMAND This chapter provides an overview of the Project and a description of the travel demand methodology to estimate vehicle trip generation, distribution, and assignment of Project- generated traffic along area roadways and intersections. PROJECT CHARACTERISTICS The proposed Enclave at Redwood allows for 230 dwellings. Figure 2 depicts the site plan. • Detached sidewalks will be provided throughout the site. The internal roadways have been designed to accommodate parking on one side of the road. • A bicycle and pedestrian connection will be provided from the south side of the project to Redwood Meadows. • Connection on the northeast of the site to a future regional trail and the Northfield project. PROJECT TRIP GENERATION The trip generation characteristics of the Project were estimated using data from the Institute of Transportation Engineers (ITE) Trip Generation Manual, 10th Edition. Table 5 provides the trip generation estimated for the Project. The table also provides a comparison between the Retreat and the Enclave at Redwood. The difference between the two projects shows that the Enclave at Redwood will generate fewer trips than the Retreat. As indicated in the table, the full buildout of the Project is estimated to generate approximately 1,700 daily trips, 106 morning, and 124 evening peak hour trips. Table 5 – Estimated Project Trip Generation Project IN Out Total IN Out Total Enclave at Redwood Multi-Family Detached 220 230 1,698 24 82 106 78 46 124 2,206 45 124 169 208 117 325 (508)(21)(42)(63)(130)(71)(201) Based on ITE Trip Generation 10th Edition PM Difference ITE Land Use Code Project Trip Generation Land Use Land Use Code Size DU's Daily AM The Retreat ENCLAVE AT REDWOOD| TRAFFIC IMPACT STUDY CITY OF FORT COLLINS Rollins Consult LLC | 16 PROJECT TRIP DISTRIBUTION | ASSIGNMENT The distribution of the Project traffic onto the roadway system was based on the pattern established in the Retreat TIS. As documented in the Retreat TIS the distribution was based on “existing/future travel patterns, land uses in the area, consideration of trip attractions/productions in the area, and engineering judgment.” The original distribution pattern was adjusted due to the elimination of the connection to Conifer Street. The overall Project trip distribution is depicted on Figure 5. The resulting Project assigned peak hour traffic volumes are shown on Figure 6. Figure 5 – Project Trip Distribution ENCLAVE AT REDWOOD| TRAFFIC IMPACT STUDY CITY OF FORT COLLINS Rollins Consult LLC | 17 Figure 6 – Project Traffic ENCLAVE AT REDWOOD| TRAFFIC IMPACT STUDY CITY OF FORT COLLINS Rollins Consult LLC | 18 4 FUTURE TRAFFIC PROJECTIONS Estimates of future traffic conditions both with and without the proposed Project were necessary to evaluate the potential impact of the Project on the local street system. The background base traffic scenario represents future traffic conditions without the addition of the Project, while the total scenario represents future traffic conditions with completion of the proposed Enclave at Redwood. The future years of 2022 and 2040 were analyzed. The development of these future traffic scenarios is described in this chapter. BACKGROUND 2022 TRAFFIC PROJECTIONS The background traffic Projections reflect growth in traffic from ambient growth and approved Projects in the area. The ambient growth reflects additional traffic due to regional growth both in and outside of the study area. The background traffic at the existing study intersections was based on the traffic Projections from the Retreat TIS. This includes: • The unbuilt portions of Old Town North, Crowne at Old Town North, Waters’ Edge Phase 1, and Northfield Phase 1. • Ambient growth of 2% per year. The resulting Background 2022 traffic Projections for the study intersections are provided on Figure 7. BACKGROUND 2040 TRAFFIC PROJECTIONS The background traffic Projections for the long-range future year 2040 were also based on the Retreat TIS. This includes all the Projects identified for 2022. The 2040 background projections also include: • Completion of Phase 2 of Northfield. • Completion of Suniga Road to Timberline Road. • Ambient growth of 2% per year. The resulting Background 2040 traffic Projections for the study intersections are provided on Figure 8. ENCLAVE AT REDWOOD| TRAFFIC IMPACT STUDY CITY OF FORT COLLINS Rollins Consult LLC | 19 Figure 7 – Background Traffic 2022 ENCLAVE AT REDWOOD| TRAFFIC IMPACT STUDY CITY OF FORT COLLINS Rollins Consult LLC | 20 Figure 8 – Background Traffic 2040 2022 TOTAL TRAFFIC PROJECTIONS The total traffic Projections include both the background plus Project traffic. The Project- generated traffic volumes from Figure 6 were added to the 2022 background traffic volumes illustrated on Figure 7 to develop background plus Project peak hour traffic volumes. The resulting 2022 total traffic is depicted on Figure 9. ENCLAVE AT REDWOOD| TRAFFIC IMPACT STUDY CITY OF FORT COLLINS Rollins Consult LLC | 21 Figure 9 – Total Traffic 2022 2040 TOTAL TRAFFIC PROJECTIONS The total traffic Projections include both the background plus Project traffic. The Project- generated traffic volumes from Figure 6 were added to the 2040 background traffic volumes illustrated on Figure 9 to develop background plus Project peak hour traffic volumes. The resulting 2040 total traffic is depicted on Figure 10. ENCLAVE AT REDWOOD| TRAFFIC IMPACT STUDY CITY OF FORT COLLINS Rollins Consult LLC | 22 Figure 10 – Total Traffic 2040 ENCLAVE AT REDWOOD | TRAFFIC IMPACT STUDY CITY OF FORT COLLINS Rollins Consult LLC | 23 5 SITE DESIGN AND AUXILIARY LANES SITE DESIGN The Enclave at Redwood was designed with a grid roadway network to allow for two connections to both Redwood Street and Suniga Road. The interconnected grid allows for numerous mobility options. The local street system, of both public and private streets, will accommodate the project and the existing residential homes. AUXILIARY LANES An analysis was conducted to determine the need for auxiliary right-turn and left-turn lanes on the adjacent roadways at both the Project access locations and study intersections. The criteria for auxiliary lanes are based on the LCUASS guidelines. The warrants for the left and right turn lanes are provided in Appendix A. Based on the City’s criteria a: • southbound right-turn lane will be necessary at Redwood Street and Suniga Road for the long-range 2040 conditions. ENCLAVE AT REDWOOD| TRAFFIC IMPACT STUDY CITY OF FORT COLLINS Rollins Consult LLC | 24 6 TRAFFIC IMPACT ANALYSIS This chapter presents an analysis of the potential impacts of the traffic generated by the proposed Enclave at Redwood on the local street system. The analysis compares the Projected levels of service at each study intersection under future background and total conditions to estimate the incremental increase in the delay caused by the proposed Project. This provides the information needed to assess the potential impact of the Project using the significance criteria. SIGNIFICANT TRAFFIC IMPACT CRITERIA Threshold criteria were applied to determine if the growth in traffic due to regional growth/other Projects and/or the proposed Project has a significant traffic impact at an intersection. If the future traffic Projections for either Background (without Project) or Total (with Project) resulted in any portion of an intersection to exceed the LOS standards, this would be considered an impact. FUTURE TRAFFIC CONDITIONS 2022 The future 2022 traffic Projections at the study intersections were analyzed to determine their future operating conditions. The future 2022 intersection geometry is depicted on Figure 11. The intersection operations for 2022 were analyzed with the geometry and traffic control shown on Figure 11. The operational results, for each of the study intersections, are provided in Table 6 for both the background and total traffic scenarios. Note that the results provided in Table 6 indicate both the overall delay/LOS for the intersection and the delay/LOS for each constrained movement and/or approach. The analysis worksheets are provided in Appendix B. ENCLAVE AT REDWOOD| TRAFFIC IMPACT STUDY CITY OF FORT COLLINS Rollins Consult LLC | 25 Figure 11 – 2022 Intersection Configurations ENCLAVE AT REDWOOD| TRAFFIC IMPACT STUDY CITY OF FORT COLLINS Rollins Consult LLC | 26 Table 6 - Future 2022 Intersection Level of Service # Intersection Movement AM Peak PM Peak Background Total Background Total 1 Redwood St & Suniga Rd Two-Way Stop Control Overall A A A A EB LT A A A A WB LT A A A A NB L/T/R B B C C SB L/T/R B B B B 2 Redwood St & Lupine Dr Two-Way Stop Control Overall A A A A EB L/T/R A A A B WB L/T/R A A A B NB LT A A A A SB LT A A A A 3 Redwood St & Street BB T-Stop Control Overall A A WB L/R A B SB LT A A 1. LOS calculations performed using Synchro which is based on the Transportation Research Board HCM 2016. FUTURE TRAFFIC CONDITIONS 2040 The future 2040 traffic projections at each of the study intersections were analyzed to determine their operating conditions. The 2040 intersection geometry is illustrated on Figure 12. The operational results, for each of the study intersections, are provided in Table 7 for both the background and total traffic scenarios. The study results for 2040 indicate the study intersections will operate at acceptable levels, except for several movements at Redwood Street and Suniga Road under stop-controlled operations. Table 7 also includes an analysis of Redwood Street at Suniga Road with signalization. The need for signalization of an intersection is based upon guidelines set forth in the Manual on Uniform Traffic Control Devices for Street and Highways (MUTCD), by the Federal Highway Administration, 2009 Editions with revisions dated May 2012. This guiding manual provides nine warrants to determine the need for a signal. Warrant 3 is related to the peak hour traffic. This warrant is provided in Appendix C. Based on the projected 2040 volumes at this intersection it may warrant signalization. The intersection operations with a signal are shown in Table 7 and indicate the intersection would operate acceptably. ENCLAVE AT REDWOOD| TRAFFIC IMPACT STUDY CITY OF FORT COLLINS Rollins Consult LLC | 27 Figure 12 – 2040 Intersection Configurations ENCLAVE AT REDWOOD| TRAFFIC IMPACT STUDY CITY OF FORT COLLINS Rollins Consult LLC | 28 Table 7 - Future 2040 Intersection Level of Service # Intersection Movement AM Peak PM Peak Background Total Background Total 1 Redwood St & Suniga Rd Two-Way Stop Control Overall B B F F EB LT A A A A WB LT A A A A NB L/T/R F F F F SB L/T/R F F F F SB RT NA B NA B 1 Redwood St & Suniga Rd Signal Overall B B B B EB Approach B B B B WB Approach B B B B NB Approach A A A B SB Approach A A A B 2 Redwood St & Lupine Dr Two-Way Stop Control Overall A A A A EB L/T/R A A B B WB L/T/R B B B B NB LT A A A A SB LT A A A A 3 Redwood St & Street BB T-Stop Control Overall A A WB L/R B B SB LT A A 1. LOS calculations performed using Synchro which is based on the Transportation Research Board HCM 2016. 2. NA – Not Applicable improvement related to the proposed project under Total conditions. FUTURE 2040 IMPROVEMENT MEASURES The proposed improvement measures include the following: • Provide a southbound right-turn lane at Redwood Street and Suniga Road. This improvement is related to the Project. • Signalize Redwood Street and Suniga Road. Signalization is necessary under both Background and Total traffic conditions. ENCLAVE AT REDWOOD| TRAFFIC IMPACT STUDY CITY OF FORT COLLINS Rollins Consult LLC | 29 7 OTHER MOBILITY MODES The City of Fort Collins has established pedestrian and bicycle level of service definitions. They address a number of elements, or quality indicators that impact the environments these users experience. The City’s Pedestrian Plan, February 15, 2011, describes the parameters to evaluate the pedestrian environment. The proposed project is within the “Transit Corridor”. Within Pedestrian Districts, the City has established a LOS B for each of the elements listed below except for Visual Interest and Amenity at a LOS C. The elements identified as important to supporting a beneficial pedestrian environment are: 1. Directness 2. Continuity 3. Street Crossings 4. Visual Interest and Amenity 5. Security Each of these is described in depth in the Pedestrian Plan. The Plan requires that destinations within 1,320 feet of the Project are identified and analyzed for each pedestrian element. This area is depicted in Appendix D. The results of this analysis are summarized in Table 8 along with the associated LOS for each element. The crossing at Redwood Street and Lupine Drive may require a striped pedestrian crossing across Redwood. Table 8 – Pedestrian Level of Service Destination Pedestrian Elements LOS Directness Continuity Street Crossing Visual Interest Security Standard LOS Transit District B B B C B Residential Area North B B A B B Future Residential Area East A A A B B Residential Area West A A C B B BICYCLE NETWORK/ANALYSIS The bicycle network within the 1,320 foot area of the project site was evaluated to determine if there were public school sites, recreation sites, and/or community/neighborhood commercial areas. There are no destinations withing the 1,320 foot area. TRANSIT SERVICE Two transit routes travel along Redwood Street adjacent to the project site. Routes 8 and 81 provides looped service with connections between the Downtown Transit Center, ENCLAVE AT REDWOOD| TRAFFIC IMPACT STUDY CITY OF FORT COLLINS Rollins Consult LLC | 30 PV Mobile Home Park (Hwy 287 at Terry Lake Road), Linden and Vine, and ending back at the Downtown Transit Center. They provide stops along North College Avenue, at the King Soopers and at several social services facilities. The Downtown Transit Center provides connections that serve both Fort Collins and the region. ENCLAVE AT REDWOOD| TRAFFIC IMPACT STUDY CITY OF FORT COLLINS Rollins Consult LLC | 31 8 CONCLUSIONS This study was undertaken to analyze the potential long-range traffic impacts of the proposed Enclave at Redwood project in the City of Fort Collins. The following summarizes the results of this analysis: • The proposed project will provide 230 dwellings. The site is approximately 28 acres. The roadway system includes two connections to both Redwood Street and Suniga Road. • The site is located north of Old Town. This land is currently undeveloped. • The Project is expected to generate approximately 1,700 daily trips, 106 trips during the AM peak hour and 124 trips during the PM peak hour. • Currently, the study intersections are operating at acceptable levels. • The Project will require a southbound right-turn lane at Redwood Street and Suniga Road. • Redwood Street at Suniga Road will need signalization to operate acceptably under both Background and Total 2040 conditions. • Under both future 2022 and 2040 background and total conditions, the intersections are projected to operate acceptably with the improvements noted above. ENCLAVE AT REDWOOD| TRAFFIC IMPACT STUDY CITY OF FORT COLLINS Rollins Consult LLC | 32 APPENDICIES § Appendix A: LCUASS Left-Turn and Right-Turn Warrants § Appendix B: Level of Service Worksheets § Appendix C: Figures 4C-3 and 4C-4 MUTCD Peak Hour Warrant § Appendix D: Pedestrian/Bicycle Area Appendix A LCUASS Left-Turn and Right-Turn Warrants Appendix B Level of Service Worksheets Background 2022 HCM 6WK TWSC 1: RedZRRd & SXQLga 01/30/2021 EQFODYH DW 5HGZRRG 01/29/2021 2022 BDFNJURXQG AM 6\QFKUR 10 LLJKW 5HSRUW 55 3DJH 1 IQWHUVHFWLRQ IQW DHOD\, V/YHK 5.7 MRYHPHQW EBL EB7 EB5 :BL :B7 :B5 NBL NB7 NB5 6BL 6B7 6B5 LDQH CRQILJXUDWLRQV 7UDIILF 9RO, YHK/K 17 55 30 41 89 19 8 33 12 22 45 49 FXWXUH 9RO, YHK/K 17 55 30 41 89 19 8 33 12 22 45 49 CRQIOLFWLQJ 3HGV, #/KU 0 0 0 0 0 0 0 0 0 0 0 0 6LJQ CRQWURO FUHH FUHH FUHH FUHH FUHH FUHH 6WRS 6WRS 6WRS 6WRS 6WRS 6WRS 57 CKDQQHOL]HG - - NRQH - - NRQH - - NRQH - - NRQH 6WRUDJH LHQJWK 0 - - 0 - - - - - - - - 9HK LQ MHGLDQ 6WRUDJH, # - 0 - - 0 - - 0 - - 0 - 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MoYement Dela\, s/Yeh LnGrp Dela\(d),s/Yeh 15.3 12.4 11.5 16.5 12.9 11.5 6.1 0.0 6.0 6.7 0.0 0.0 LnGrp LOS B B B B B B A A A A A A Approach Vol, Yeh/h 440 652 140 169 Approach Dela\, s/Yeh 12.6 13.6 6.1 6.7 Approach LOS B B A A Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 27.0 18.0 27.0 18.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Ma[ Green Setting (Gma[), s 18.0 18.0 18.0 18.0 Ma[ Q Clear Time (g_c+I1), s 3.1 8.4 4.4 11.5 Green E[t Time (p_c), s 0.5 1.7 0.7 2.0 Intersection Summar\ HCM 6th Ctrl Dela\ 11.7 HCM 6th LOS B HCM 6WK SLgQaOL]ed IQWeUVecWLRQ SXPPaU\ 1: RedZRRd & SXQLga 02/01/2021 EnclaYe at RedZood 01/29/2021 2040 Background PM S\nchro 10 Light Report RR Page 1 MoYement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (Yeh/h) 80 460 65 85 430 35 70 120 145 45 70 65 Future Volume (Yeh/h) 80 460 65 85 430 35 70 120 145 45 70 65 Initial Q (Qb), Yeh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat FloZ, Yeh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj FloZ Rate, Yeh/h 87 500 71 92 467 38 76 130 158 49 76 71 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent HeaY\ Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, Yeh/h 334 1069 477 317 1069 477 356 562 791 240 360 284 ArriYe On Green 0.30 0.30 0.30 0.30 0.30 0.30 0.50 0.50 0.50 0.50 0.50 0.50 Sat FloZ, Yeh/h 894 3554 1585 841 3554 1585 493 1127 1585 279 721 568 Grp Volume(Y), Yeh/h 87 500 71 92 467 38 206 0 158 196 0 0 Grp Sat FloZ(s),Yeh/h/ln 894 1777 1585 841 1777 1585 1620 0 1585 1569 0 0 Q SerYe(g_s), s 3.9 5.2 1.5 4.5 4.8 0.8 0.0 0.0 2.5 0.0 0.0 0.0 C\cle Q Clear(g_c), s 8.7 5.2 1.5 9.6 4.8 0.8 2.8 0.0 2.5 2.8 0.0 0.0 Prop In Lane 1.00 1.00 1.00 1.00 0.37 1.00 0.25 0.36 Lane Grp Cap(c), Yeh/h 334 1069 477 317 1069 477 918 0 791 883 0 0 V/C Ratio(X) 0.26 0.47 0.15 0.29 0.44 0.08 0.22 0.00 0.20 0.22 0.00 0.00 AYail Cap(c_a), Yeh/h 423 1421 634 400 1421 634 918 0 791 883 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 0.00 Uniform Dela\ (d), s/Yeh 16.1 12.8 11.5 16.7 12.7 11.3 6.3 0.0 6.3 6.4 0.0 0.0 Incr Dela\ (d2), s/Yeh 0.4 0.3 0.1 0.5 0.3 0.1 0.6 0.0 0.6 0.6 0.0 0.0 Initial Q Dela\(d3),s/Yeh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),Yeh/ln 0.7 1.6 0.4 0.8 1.5 0.2 0.9 0.0 0.7 0.9 0.0 0.0 Unsig. MoYement Dela\, s/Yeh LnGrp Dela\(d),s/Yeh 16.6 13.1 11.7 17.2 12.9 11.3 6.9 0.0 6.8 6.9 0.0 0.0 LnGrp LOS B B B B B B A A A A A A Approach Vol, Yeh/h 658 597 364 196 Approach Dela\, s/Yeh 13.4 13.5 6.9 6.9 Approach LOS B B A A Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 27.0 18.0 27.0 18.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Ma[ Green Setting (Gma[), s 18.0 18.0 18.0 18.0 Ma[ Q Clear Time (g_c+I1), s 4.8 10.7 4.8 11.6 Green E[t Time (p_c), s 1.4 2.3 0.9 1.9 Intersection Summar\ HCM 6th Ctrl Dela\ 11.4 HCM 6th LOS B HCM 6WK SLgQaOL]ed IQWeUVecWLRQ SXPPaU\ 1: RedZRRd & SXQLga 01/30/2021 EnclaYe at RedZood 01/29/2021 2040 Total AM S\nchro 10 Light Report RR Page 1 MoYement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (Yeh/h) 48 320 45 143 423 50 40 45 50 30 63 90 Future Volume (Yeh/h) 48 320 45 143 423 50 40 45 50 30 63 90 Initial Q (Qb), Yeh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat FloZ, Yeh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj FloZ Rate, Yeh/h 52 348 49 155 460 54 43 49 54 33 68 98 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent HeaY\ Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, Yeh/h 341 1091 487 389 1091 487 427 447 782 321 611 782 ArriYe On Green 0.31 0.31 0.31 0.31 0.31 0.31 0.49 0.49 0.49 0.49 0.49 0.49 Sat FloZ, Yeh/h 887 3554 1585 987 3554 1585 628 907 1585 435 1240 1585 Grp Volume(Y), Yeh/h 52 348 49 155 460 54 92 0 54 101 0 98 Grp Sat FloZ(s),Yeh/h/ln 887 1777 1585 987 1777 1585 1535 0 1585 1675 0 1585 Q SerYe(g_s), s 2.2 3.4 1.0 6.4 4.6 1.1 0.0 0.0 0.8 0.0 0.0 1.5 C\cle Q Clear(g_c), s 6.9 3.4 1.0 9.8 4.6 1.1 1.2 0.0 0.8 1.3 0.0 1.5 Prop In Lane 1.00 1.00 1.00 1.00 0.47 1.00 0.33 1.00 Lane Grp Cap(c), Yeh/h 341 1091 487 389 1091 487 874 0 782 932 0 782 V/C Ratio(X) 0.15 0.32 0.10 0.40 0.42 0.11 0.11 0.00 0.07 0.11 0.00 0.13 AYail Cap(c_a), Yeh/h 423 1421 634 481 1421 634 874 0 782 932 0 782 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Dela\ (d), s/Yeh 15.1 12.0 11.2 15.8 12.4 11.2 6.1 0.0 6.0 6.1 0.0 6.2 Incr Dela\ (d2), s/Yeh 0.2 0.2 0.1 0.7 0.3 0.1 0.2 0.0 0.2 0.2 0.0 0.3 Initial Q Dela\(d3),s/Yeh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),Yeh/ln 0.4 1.0 0.3 1.2 1.4 0.3 0.4 0.0 0.2 0.4 0.0 0.4 Unsig. MoYement Dela\, s/Yeh LnGrp Dela\(d),s/Yeh 15.4 12.1 11.2 16.4 12.7 11.3 6.3 0.0 6.2 6.3 0.0 6.5 LnGrp LOS B B B B B B A A A A A A Approach Vol, Yeh/h 449 669 146 199 Approach Dela\, s/Yeh 12.4 13.4 6.3 6.4 Approach LOS B B A A Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 26.7 18.3 26.7 18.3 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Ma[ Green Setting (Gma[), s 18.0 18.0 18.0 18.0 Ma[ Q Clear Time (g_c+I1), s 3.2 8.9 3.5 11.8 Green E[t Time (p_c), s 0.5 1.7 0.7 2.0 Intersection Summar\ HCM 6th Ctrl Dela\ 11.5 HCM 6th LOS B HCM 6WK SLgQaOL]ed IQWeUVecWLRQ SXPPaU\ 1: RedZRRd & SXQLga 01/30/2021 EnclaYe at RedZood 01/29/2021 2040 Total PM S\nchro 10 Light Report RR Page 1 MoYement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (Yeh/h) 107 461 65 90 435 35 70 136 145 45 75 76 Future Volume (Yeh/h) 107 461 65 90 435 35 70 136 145 45 75 76 Initial Q (Qb), Yeh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat FloZ, Yeh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj FloZ Rate, Yeh/h 116 501 71 98 473 38 76 148 158 49 82 83 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent HeaY\ Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, Yeh/h 345 1115 497 329 1115 497 120 184 771 120 155 771 ArriYe On Green 0.31 0.31 0.31 0.31 0.31 0.31 0.49 0.49 0.49 0.49 0.49 0.49 Sat FloZ, Yeh/h 889 3554 1585 840 3554 1585 26 379 1585 20 318 1585 Grp Volume(Y), Yeh/h 116 501 71 98 473 38 224 0 158 131 0 83 Grp Sat FloZ(s),Yeh/h/ln 889 1777 1585 840 1777 1585 405 0 1585 339 0 1585 Q SerYe(g_s), s 5.3 5.1 1.4 4.7 4.7 0.8 1.0 0.0 2.6 0.8 0.0 1.3 C\cle Q Clear(g_c), s 10.1 5.1 1.4 9.8 4.7 0.8 21.9 0.0 2.6 21.9 0.0 1.3 Prop In Lane 1.00 1.00 1.00 1.00 0.34 1.00 0.37 1.00 Lane Grp Cap(c), Yeh/h 345 1115 497 329 1115 497 304 0 771 275 0 771 V/C Ratio(X) 0.34 0.45 0.14 0.30 0.42 0.08 0.74 0.00 0.20 0.48 0.00 0.11 AYail Cap(c_a), Yeh/h 422 1421 634 401 1421 634 304 0 771 275 0 771 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Dela\ (d), s/Yeh 16.2 12.3 11.1 16.3 12.2 10.9 10.3 0.0 6.6 10.1 0.0 6.3 Incr Dela\ (d2), s/Yeh 0.6 0.3 0.1 0.5 0.3 0.1 14.8 0.0 0.6 5.8 0.0 0.3 Initial Q Dela\(d3),s/Yeh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),Yeh/ln 0.9 1.6 0.4 0.8 1.5 0.2 2.1 0.0 0.8 0.9 0.0 0.4 Unsig. MoYement Dela\, s/Yeh LnGrp Dela\(d),s/Yeh 16.8 12.6 11.2 16.8 12.5 10.9 25.0 0.0 7.2 16.0 0.0 6.5 LnGrp LOS B B B B B B C A A B A A Approach Vol, Yeh/h 688 609 382 214 Approach Dela\, s/Yeh 13.2 13.1 17.7 12.3 Approach LOS B B B B Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 26.4 18.6 26.4 18.6 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Ma[ Green Setting (Gma[), s 18.0 18.0 18.0 18.0 Ma[ Q Clear Time (g_c+I1), s 23.9 12.1 23.9 11.8 Green E[t Time (p_c), s 0.0 2.0 0.0 1.9 Intersection Summar\ HCM 6th Ctrl Dela\ 14.0 HCM 6th LOS B Appendix C Figures 4C-3 and 4C-4 MUTCD Peak Hour Warrants 2009 Edition Page 441 150* 100*100 200 300 400 500 MINOR STREET HIGHER- VOLUME APPROACH - VPH 600 150040050060070080090010001100120013001400 1600 1700 1800 2 OR MORE LANES & 2 OR MORE LANES 2 OR MORE LANES & 1 LANE 1 LANE & 1 LANE MAJOR STREET—TOTAL OF BOTH APPROACHES— VEHICLES PER HOUR (VPH) *Note: 150 vph applies as the lower threshold volume for a minor-street approach with two or more lanes and 100 vph applies as the lower threshold volume for a minor-street approach with one lane. Figure 4C-3. Warrant 3, Peak Hour Figure 4C-4. Warrant 3, Peak Hour (70% Factor) (COMMUNITY LESS THAN 10,000 POPULATION OR ABOVE 40 MPH ON MAJOR STREET) MAJOR STREET—TOTAL OF BOTH APPROACHES— VEHICLES PER HOUR (VPH) *Note: 100 vph applies as the lower threshold volume for a minor-street approach with two or more lanes and 75 vph applies as the lower threshold volume for a minor-street approach with one lane. 300 400 500 600 700 800 900 1000 MINOR STREET HIGHER- VOLUME APPROACH - VPH 100 200 300 400 75* 100* 1100 1200 1300 2 OR MORE LANES & 2 OR MORE LANES 2 OR MORE LANES & 1 LANE 1 LANE & 1 LANE 'HFHPEHU6HFW& Appendix D – Pedestrian /Bicycle Area