HomeMy WebLinkAboutHORSETOOTH-TIMBERLINE PROPERTY - MASTER PLAN - 78-88 - REPORTS - RECOMMENDATION/REPORT W/ATTACHMENTSITEM NO. 2
PLANNING AND ZONING BOARD MEETING OF November 211, 19M
STAFF REPORT
PROJECT: Horsetooth-Timberline Properties PUD Master Plan, #78-88
APPLICANT: W. W. Reynolds Companies
c/o Cityscape
3030 S. College, #200
Fort Collins, CO 80525
OWNER: W. W. Reynolds Companies
P. O. Box 1666
Boulder, CO 80306
PROJECT PLANNER: Sherry Albertson -Clark
PROJECT DESCRIPTION: A request for Master Plan approval for 32.2 acres,
for a neighborhood service center, business service, office and industrial uses,
located at the southwest corner of Horsetooth and Timberline Road. The site
is zoned R-H, High Density Residential.
RECOMMENDATION: Approval
EXECUTIVE SUMMARY: The Horsetooth-Timberline Properties PUD Master
Plan, located at the southwest corner of Horsetooth and Timberline Road, is
proposed as a mixed -use development, consisting of a neighborhood service
center, business service, office and industrial uses. The proposed Master Plan is
in conformance with the adopted plans and policies of the City and the Land
Use Policies Plan supports these uses at this location.
OFFICE OF DEVELOPMENT 300 LaPorte Ave. • P.O. Box 580 • Fort Collins, Colorado 80522 • (303) 221-6750
SERVICES, PLANNING DEPARTMENT
Horsetooth/Timberline Property - Master Plan #78-88
P & Z Meeting - November 21, 1988
Page 2
COMMENTS
1. Background:
The surrounding zoning and land uses are as follows:
N: IP; PRPA Offices
S: IP; vacant (Collindale Business Park Master Plan)
E: RMP; vacant (proposed Fox Meadows Business Park Master Plan consist-
ing of retail, convenience, daycare and residential uses)
W: RLP; Collindale Golf Course
A master plan for an office/industrial park was approved by the Planning and
Zoning Board on this site as the South Collins Tech Center in January of 1982.
Final plans for phases of this master plan were approved in 1982 and 1983 for
office, industrial, warehouse, restaurant and a financial institution. In 1982, the
site was rezoned from R-H (with a condition that the uses be non-residential),
to R-H with the condition that the site be developed through the PUD process.
In 1986, an amended master plan and preliminary/final plan was approved for
a 3.3-acre site at the corner of the intersection, which consisted of a 37,500
square foot retail and office center, including convenience and gasoline sales.
A portion of the street network and utilities were installed at the northern end
of the site, under the final phase plans approved in 1982 and 1983.
2. Land Use:
The Horsetooth-Timberline Properties Master Plan is proposed as a mixed -use
development consisting of a neighborhood service center, business services,
office and industrial uses. The land use mix represents the applicant's best
estimate of development potential. As changes in the applicant's land use
programming occur, revisions would be necessary to the Master Plan.
The proposed Master Plan is supported by the following land use policies, as
contained in the Land Use Policies Plan:
63 - Neighborhood Service Centers should locate within walking distance
of existing or planned residential areas.
64 - Alternative transportation modes such as pedestrian and bike access
shall be planned for as primary modes of transportation to neighborhood
service centers from adjoining residential areas.
65 - Neighborhood Service Centers shall locate in areas served by existing
water or sewer facilities or consistent with the phasing plan for the
Urban Growth Area.
The proposed neighborhood service center would be located within walking
Horsetooth/Timberline Property - Master Plan #78-88
P & Z Meeting - November 21, 1988
Page 3
distance from the Fox Meadows development. The connection to this residen-
tial area would be provided via the extension of Bighorn east into Fox
Meadows. A bicycle/pedestrian path connection from the east side of Timber-
line would also provide an alternative form of access to the neighborhood
service center. Other residential areas have been planned and/or are existing
at the northeast corner of the intersection of Horsetooth and Timberline Road,
west of the PRPA facility and south of Fox Meadows (Sunstone Village).
Utilities are available to serve the site, some of which have previously been
installed.
3. Neighborhood Compatibility:
A neighborhood meeting was held on September 19, 1988 (see attached sum-
mary). Concerns raised related generally to the intent of quality in the design
of the development. The applicant has submitted a master plan without a
concurrent phase plan, so that the access points and land use mix could be
reviewed at an early stage. Staff believes the proposed mix of land uses are
compatible with the surrounding neighborhood.
4. Design:
The neighborhood service center is located in the central portion of the site.
Business service uses are expected at the periphery of the site, along the
arterial streets. Office/industrial phases are planned at the western edge of
the site, along the railroad tracks. The applicant's intent is to create a
park -like development, with open space areas to cover a significant portion
(25-30%) of the phases. A pedestrian/bicycle way has been incorporated,
crossing Timberline through the site to the northwest corner. This path would
provide an eventual link with a planned path along the western side of the
railroad tracks.
5. Transportation:
Timberline Road is a major arterial (6-lane) and Horsetooth Road is an arterial
(4-lane). Access to this site would be from the existing access point on
Horsetooth, which would provide public street access throughout the site,
connecting with the property to the south and extending to Timberline Road at
the Bighorn intersection.
The major access points on Horsetooth and Timberline would be signalized
intersections. An additional access (right-in/out) point on Horsetooth is
intended to be designed primarily for service vehicle access. A right-in/out
has also been planned along Timberline and would provide access into the
neighborhood service center, as well as to the parcel to the north.
No Text
ITEM HORSETOOTH/TIMBERLINE PROPERTIES
MASTER PLAN
NUMBER 7$-$$
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urban design, inc.
HORSETOOTH-TIMBERLINE PROPERTY MASTER PLAN
Statement of Planning Objectives
September 28, 1988
The 32.24 acre Horsetooth-Timberline Property - located at a
key intersection in southeast Fort Collins - was previously
planned by another developer as the South Collins Tech Center. A
number of factors have indicated the need to formulate an amended
Master Plan for the property. These factors include:
- Consideration of a wider range of potential land uses -
including uses that provide needed services for the
residential areas developing in the area - is seen as an
important part of achieving an attractive, viable project at
this site.
- Conceptual drainage studies, existing and future utility
extensions, and future street intersection locations need to
be evaluated by both the City and property owners. These
elements are affected by development of the
Horsetooth-Timberline Property. A current Master Plan will
help in making decisions about future capital improvements
in the area.
The Horsetooth-Timberline Property Master Plan is intended as a
tool to assist in providing a desirable mix of land uses in an
attractive business park setting. The site represents an
opportunity to continue the high quality image, (both in visual
and economic terms) that exists in the vicinity of this
intersection.
The land use pattern indicated on the Horsetooth-Timberline
Property Master Plan is consistent with the adopted Land Use
Policies Plan of the City of Fort Collins regarding the location
of industrial or business service uses and regional/community
shopping centers. Although technically not at the intersection
of a collector and an arterial, the proposed plan is consistent
with the majority of the policies related to the location of
neighborhood service centers.
It is estimated that development of the site may begin in 1989
and continue through 1995. The land uses indicated would provide
employment for an estimated 800 persons.
A
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LEGAL DESCRIPTION
A tract of land situated in the Northeast 1 of Section 31, Township 7 North,
Range 68 West of the Sixth P.M., Fort Collins, Colorado, which, considering
the North line of said Northeast 1 as bearing N89°57'E and with all bear-
ings contained herein relative thereto, is contained within the boundary
lines which begin at the Northeast corner of said Section 31 and run thence
South 1329.85 feet along the East line of said Northeast 1; thence
N89057'30"W, 1056.87 feet to a po.int on the Easterly right-of-way line
of the Union Pacific Railroad; thence along said right-of-way line,
N0000 V E, 1328.16 feet to a point on the North line of said Northeast 1;
thence N89057'E, 1056.48 feet to the point of beginning, containing 32.2388
acres, more or less.
The net area exclusive of a 50.00 foot right-of-way for Horsetooth Road
and a 60.00 foot right-of-way for Timberline Road, is 29.2622 acres, more
or less.
BREAKAWNGROSS
LAND
USE
OOR
-RES. Fll OR
N AREA
PARCEL
LAND USE
AREA
F AREA
RATIO
A
NEIGHBORHOOD
14.28
AC
155,500 SF
4:1
SERVICE CENTER
B
OFFICE/LIGHT
6.88
AC
100,000 SF
3:1
INDUSTRIAL
C
COMMERCIAL
2.55
AC
31,750 SF
3.5:1
D
COMMERCIAL
2.01
AC
25,000 SF
3.5:1
E
OfFICE
2.76
AC
40,000 SF
3:1
F
OFFICE/LIGHT
3.76
AC
55,000 SF
3:1
INDUSTRIAL
TOTALS 32.24 AC 407,250 SF
NEIGHBORIIOOD MEETING SUNINIARY
On Monday, September 19, 1988 at 7:00 P.M. at the Platte River Power Author-
ity Offices, a neighborhood meeting was held on the Horsetooth-Timberline
Properties project. In attendance at this meeting was Bill Reynolds, property
owner/developer and Mark Lockwood of W. W. Reynolds; Eldon Ward and Ed
Hyatt of Cityscape and Sherry Albertson -Clark, Project Planner for the City
Planning Department. Six residents/property owners attended the meeting.
The meeting began with an introduction by Sherry Albertson -Clark to the
purpose of the meeting and an overview of the planning review process. Eldon
Ward then provided an overview of the proposed project, after which, questions
and comments on the proposed project were addressed.
The following summarizes the questions asked and responses given by the
developer and his representatives and/or staff, as well as comments made by
the residents.
Question: What is the designation of Timberline?
Response: It is a major arterial.
Comment: Project's access looks like Albcrtson's.
Response: Like to think it looks more like Toddy's. Have developed King
Soopers' centers in Boulder.
Question: Will you be maintaining park -like facilities on this project like is at
your Prospect Industrial Park site?
Response: Would be. Plan now does not show detailed landscaping, etc.
uestion: What is meant by light industrial uses?
Response: Could be uses like PRPA, Comlinear. Also could be all offices or
an office with industrial uses.
Question: Will buildings be built for tenants or speculation?
Response: Some tenants may want to own building. Don't plan to build
without commitments.
uestion: What kind of building height would there be?
Response: Mostly single -story, some 2 and 3-story. Would stay within the 40'
height limit.
uestion: What is envisioned in commercial areas C and D (along Timberline)?
Would there be a Laughing Dog Saloon or other similar uses?
Response: May have uses that need high exposure. Would restrict parking,
landscaping, etc. with covenants. Want high quality. High exposure could be a
bank, restaurant, office supply.
uestion: Is intent to build a strip center such as the other vacant ones in
Fort Collins?
Response: Hope this center would be more like Toddy's at Scotch Pines.
Wouldn't build without the grocery anchor.
Comment: Concerned about the view and noise, since property backs up to this
area.
Response: Rely on good plans. Have good track record.
Comment: Want low-level buildings, shake shingle roofs, landscaping.
Response: Could do these things. Built Sunrise Center and Table Mesa
Center in Boulder.
uestion: Are there plans for a pond on the site?
Response: Don't have any planned, but might work one in if tenant wanted
amenities.
Ouestion: How is area B envisioned - several smaller buildings or one large?
Response: Don't know. Would prefer one larger building.
Question: Are there any rcquircmcnts regulating the number of eri loyees at a
site?
Response: Just meeting City parking requirements.
uestion: Who is the owner?
Response: Bill Reynolds and joint venture with lender (American Federal).
uestion: What activity is going on at the site now?
Response: Removal of motorcycle hills and general cleanup.
uestion: What is the time frame for construction?
Response: Staff gave an overview of the PUD process, explaining the
differences between a Master Plan, preliminary and final plan. Entire process
from beginning to approval of final plan may take 4-6 months, or more.
Question : Why do a Master Plan separate from the preliminary?
Response: Want to evaluate access points, land use mix, want preliminary
answers for potential tenants.
Question : is there an advantage to development if Timberline is a 6-1ane
major arterial?
-2-
Response: Neighborhood center could benefit, but wouldn't necessarily be a
benefit to other uses.
Comment: Do not want to see a 6-lane arterial on Timberline.
Question: Where would pedestrian crossing of Timberline be?
Response: At Bighorn.
Question: Why would you have a major arterial with many stops?
Response: Staff responded that City must provide reasonable access to adjacent
property owners and that there would be limited access along such a street.
East side is providing 70' of right-of-way and west side is providing 50'.
Master Street Plan showing Timberline a 6-lane facility was adopted in 1981.
Question: What about drainage?
Response: Not determined yet. Could use individual on -site detention or one
larger detention area for entire development.
Question: What could light industrial be? Could it be shift work like NCR?
Response: Could be.
Question: What happens to minutes of this meeting?
Response: Staff responded that minutes are put into project file and become
public record. Items raised at the neighborhood meeting are addressed in the
staff report of the Planning and Zoning Board and clarification of how each
item has been addressed is given in the staff report.
Question: Does the City have lighting, signage and parking requirements?
Response: Staff responded with an overview of the parking and signage
requirements and indicated that there are no specific lighting requirements;
however, care is taken that lighting not impact existing residential uses.
The meeting adjourned at 8:15 P.M.
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HEHOP,AHDUM
To: Charles Deane
o Eldon t4ar d
a Pick Ensdorff
10
19
o From: Hatt Del ich
Date: November 2, 1988
Subject: Amendment to Timberline-Horsetooth Property
Site Access Study
Particular concerns were raised with the original
site plan that the left -turn stacking distance on
Horsetooth Road between Timber -line Road and the Main
Access to Horsetooth Road was insufficient to store the
expected number of loft turns. Therefore, a new site
plan was prepared. The new site plan reorients the uses
and provides better interior circulation which allows
full access to both Timberline and Horsetooth from all
the proposed uses on the site.
In light of the revised site plan for the
Timberline-Horsetooth Property (Figure 1), a reassign-
ment of the long range site generated traffic was
performed. The reassignment of traffic changed a number
of key turning movements. The new long range geometrics
are shown in Figure 2. The westbound left -turn lane
requirements at the Plain Access are reduced by one-
third. The available distance (stop bar to stop bar) is
L, approximately 490 feet. The minimum left -turn lane
2-1 requirement is 440 feet (100' + 340'). This would leave
cc
w 50 feet for the taper between the left -turn lanes.
Fifty feet is less than the city standard. Given the
w physical constraints, it is recommended that a 90 foot
taper be used and the westbound left -turn lane be 90
feet and the eastbound left -turn lane be 310 feet. A
double eastbound left -turn lane would provide the
o necessary geometrics. However, the operation of this
a intersection will be at level of service C in the
cc morning peak hour and marginally into level of service D
a in the afternoon peak hour. Given the level of analysis
Z of this and other traffic studies in this area of Fort
Collins, an eastbound double left -turn lane is not
• recommended at this time. When/if more definitive
`-'
w development proposals are put forth for a number of
a properties within a half mile of this intersection, this
cc
recommendation should be reevaluated.
The right-in./right-out access to Parcel G would
require a 370 foot (including taper) deceleration lane
S.
for a 40 mph design speed according to City of Fort
Collins design standards. Using a 10:1 taper design
(1200, the full lane width would be east of the
railroad tracks. This would leave only the taper design
to cross the tracks. According to Figures 4-23 and 4-24
of "Intersection Channelization Design Guide," NC:HRP
279, November 1985, a. right -turn lane with the volumes
expected would only require a. radius (40' for a. 15 mph
turn) and a taper. The taper could begin at the
beginning of the curb radius .and be 225 feet (at 40 mph
design speed). This design would 1 i k:el y accommodate all
or almost all of the taper between the tracks and the
proposed right -in -'right -out access.
If there are any questions regarding any of the
points addressed in this memorandum, do not hesitate to
contact me. I will meet with City Staff at their
request to discuss any of the specific design criteria
mentioned in this memorandum.
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REVISED SITE PLAN FIGURE 1
310
Am PRPA Adh -0^-,
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REVISED LONG RANGE GEOMETRICS FIGURE 2
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EXECUTIVE SUMMARY
Timberline-Horsetooth Property is a Proposed development
located near the intersection of Horsetooth Road and
Timberline Road. This traffic impact study involved the
steps of trip generation, trip distribution, trip assignment,
capacity analysis, traffic signal warrant analysis, signal
progression analysis, and accident analysis.
This study assessed the impacts of the Timberline-
Horsetooth Property on the short range (1992) and long range
(2010) street system in the vicinity of the proposed
development. As a result of this analysis_., the following is
concluded:
- The development of the Timberline-Horsetooth Property
is feasible from a traffic engineering standpoint. At full
development as proposed, approximately 12,500 trip ends will
be generated at this site daily.
- The Horsetooth/Timberline intersection currently
operates acceptably with signal control and the existing
geometrics.
- By 1992, given the first phase of development of the
Timberline-Horsetooth Property; Phase 1 of iCollindale
Business Park; Phases 1, 2, and 3 of Fox Meadows; and an
increase in background traffic, the signalized intersection
of Horsetooth/Timberline will operate acceptably with the
existing geometrics and left -turn signal phases. At this
level of development, Timberline Road and Horsetooth Road can
remain two lane streets with auxiliary lanes at the access tc
Parcel A. Left -turn exits at the Hor=_.etooth/Access
intersection will operate unacceptably during the afternoon
peak hour. There is little that can be done to improve this
operation. There will be left -turn storage conflicts between
the Timberline/Hors.etooth intersection and the Horsetooth/
Access intersection.
- No new signals are warranted in the short range
future. klith full development of the Timberline-Horsetooth
Property and other nearby properties, signals will likely be
warranted at the Timberline/Big Horn and the Horsetooth/
Access. intersections.
- Signals at the Timberline/Caribou and Timberline/Big
Horn intersections will not negatively impact the signal
progression along Timberline Road. The signal at the
Horsetooth/Access intersection vfill not negatively impact the
signal progression along Horsetooth Road. This intersection
will function as a minor signalized intersection.
- By 2010, the Horsetooth/Timberline intersection will
operate acceptably in the peak hours with geometric
improvements to both Horsetooth Road and Timberline Road.
The necessary geometr•ics are shown in Figure 10. With
sifinalization, the Horsetooth/Access
intersections will operate acceptably. The Proposed access to Timberline will operate acceptably.
It must be placed at a distance from Horsetooth
upon the design speed of Timberline Road.tArh Road based
deceleration lane should be designed at this access. The
Proposed right-in/right-out access from Horsetooth Road is
projected to have little effect on traffic generated at this
site. It will primarily serve as a convenience access to the
southern portion of the site. Consideration
should
to eliminating this access in order to emphasizethebmaigi
nvpn
access. to Parcel A.
if - With the recommended control and geometrics, the
nt
acciderate should be at an acceptable level urban conditions. for typical
A
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TlMBERLlNE-HORSETOOTH PROPERTY
SITE ACCESS STUDY
FORT COLLINS, COLORADO
SEPTEMBER 1988
Prepared for:
W. W. Reynolds Companies
1919 14th Street, Suite 802
P. O. Box 1666
Boulder, CO 80306
Prepared by:
MATTHEW J. DELlCH, P.E.
3413 Banyan Avenue
Loveland, Colorado 80538
Phone 303-669-2061
F I
EXECUTIVE SUMMARY
Timberline-Horsetooth Property is a proposed development
located near the intersection of Horsetooth Road and
Timberline Road. This traffic impact study involved the
steps of trip generation, trip distribution, trip assignment,
capac i ty anal ysi s, traff i c signal warrant Analysis, signal
progression analysis_., and accident analysis.
This study As_.sessed the impacts of the Timberl ine-
Hors_.etooth Property on the short range (1992) and long range
'
(2010) street system in the vicinity of the proposed
development. As a result of this analysis, the following is
1
concluded:
The development of the Timberline- Hors_.etooth Property
is feasible from a traffic engineering standpoint. At full
development as proposed, approximately 12,500 trip ends will
be generated at this site daily.
- The Hor—etooth/Timberline intersection currently
'
operates acceptably with signal control and the existing
geometr i cs.
- By 1 992, given the f i rst phase of development of the
Timberline-Horsetooth Property; Phase 1 of Collinda.le
Business Park; Phases 1, 2, and 3 of Fox Meadows; and an
increase in background traffic, the signalized intersection
of Hors_.etooth/Timberline will operate acceptably with the
existing geometrics and left -turn signal phases. At this
level of development, Timberline Road and Horsetooth Road can
remain two lane streets with auxiliary lanes at the access to
Parcel A. Left -turn exits at the Hors_-etooth/Access_.
intersection will operate unacceptably during the afternoon
peak hour. There is. little that can be done to improve this_.
operation. There will be left turn storage conflicts between
the Timberline/Horsetooth intersection and the Horsetooth/
Access intersection.
- No new signals are warranted in the short range
'
future. lJith full development of the Timberline-Horsetooth
Property and other nearby properties, signals will likely be
warranted at the Timberline/Big Horn and the Horsetooth/
Access_ intersections.
- Signals at the Timberline/Caribou and Timberline/Big
Horn intersections_ will not negatively impact the signal
progression along Timberline Road. The signal at the
Horsetooth,'Access intersection will not negatively impact the
_.ignal progression along Hors_.etooth Road. This intersection
will function as a minor signalized intersection.
- By 2010, the Hors-etooth/Timberline intersection will
operate acceptably in the peak hours U.lith geometric
improvements to both Horsetooth Road and Timberline Road.
The necessary geometric=_. are shown in Figure 10. With
signalization, the Horsetooth/Access and Timberline/Big Horn
intersections will operate acceptably. The proposed right-
in/right-out access. to Timberline will operate acceptably.
It must be placed at a distance from Horsetooth Road based
upon the design speed of Timberline Road. A right -turn
deceleration lane should be designed at this access. The
proposed right-in/right-out access from Horsetooth Road is
projected to have little effect on traffic generated at this
site. It will primarily serge as a convenience access to the
southern portion of the site. Consideration should be given
to eliminating this access in order to emphasize the main
access to Parcel A.
- With the recommended control and geometrics, the
accident rate should be at an acceptable level for typical
urban conditions..
I
I. INTRODUCTION
This traffic impact study addresses the capacity,
geometric, and control requirements at and near a proposed
development known hereinafter as the Timberline-Horsetooth
Property. It is located near the intersection of Timberline
Road and Horsetooth Road in Fort Collins, Colorado.
During the course of the analysis, numerous contacts
were made with the developer (W. W. Reynolds Companies), the
planning consultant (Cityscape), and the Fort Collins Traffic
1 Engineering Department. This study generally conforms to the
format set forth in the Traffic Impact Study Guidelines. The
study involved the following steps:
j- Collect physical, traffic and development data.
Perform trip generation, trip distribution, and trip
as ignment.
- Determine peak hour traffic volumes and daily traffic
volumes.
- Conduct capacity and operational level of service
analyses on key intersections and roadway sections. -
Analyze signal warrants and signal progression.
- Analyze potential changes in accidents and safety
' considerations.
II. EXISTING CONDITIONS
The location of the Timberline-Horsetooth Property is
shown in Figure 1. It is important that a thorough
understanding of the existing conditions be presented.
Land Use Land use=_ in the area are primarily vacant, agricultu-
ral, industrial, or recreational. Vacant land exists to the
' south. This is. the location of a proposed industrial park
known as Collindale Business Park. An agricultural use
exists to the northeast across Horsetooth!Timberline
intersection. The Collindale Golf Course is to the west of
the site across the Union Pacific Railroad tracks. North of
the site is the facility of the Platte River Power Authority.
To the east, across. Timberline Road is. farm property. This
property is the location of a proposed residential !commercial
development known a=_. Fox Meadows. Land in the area is
essentially flat. The center of Fort Collins lies to the
1 north of the Timberline-Horsetooth Property.
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SITE LOCATION FIGURE 1
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Roads
The primary streets near the Timberline-Horsetooth
Property are Horsetooth Road and Timberline Road. Timberline
Road is east of the Timberline-Horsetooth Property. It is a
north -south street designated as a major arterial on the Fort
Collins Master Street Plan. In this area, it has a two lane
rural cross section with auxiliary turn lanes at Horsetooth
Road. The posted speed limit is 40 mph. Sight distance is
generally not a problem alonq Timberline Road. The
Horsetooth./Timberline intersection has signal control. The
nearest other signal along Timberline Road is at Prospect to
the north and Harmony to the south.
Horsetooth Road borders this
an east-ajes.t street designated as
site on the north. It is
an arterial on the Fort
Collins Master
Street Plan. East
of Timberline Road,
Horse tooth Road
is bu i 1 t to a half
urban street cross
1
section. West
of Timberline Road,
it is built to the full
urban arterial
cross section. There
are left -turn lanes at
the Horsetooth/Timberline
intersection.
The posted speed on
Horsetooth Road
is 40 mph west of
Timberline and 45 mph east
of Timberline.
I
Existing Traffic
Daily traffic flow is shown in Figure 2. These are
machine counted volumes conducted by the City of Fort Collins
in 1984. Peak hour turning movements obtained in June, 1988
are shown in Figure 3. Raw traffic count da.ta is provided in
Appendix A.
Existing Operation
The Horsetooth/Timberline intersection, which was
counted in June 1988, was evaluated regarding operational
efficiency. It was evaluated using existing signal control
with existing geometrics and the volumes shown in Figure 3.
The peak hour operation is shown in Table 1. Calculation
forms are provided in Appendix B. Appendix C describes level
of service for signal i zed and uns i gnal i zed intersections from
the 1985 Highway Capacity Manual. t,,Iith the existing control,
this intersection operates acceptably except that left -turns
do not always clear. This can be remedied by introducing a
left -turn phase on each approach. Even with the additional
time needed for the left -turn phase, acceptable operation is
achieved.
r
0
0
W
z6) 00 1
Z�1510 (19 � 3�
• Q
N
1541 ( l a3)
11�5 (1°f a1o)
HORSETOOTH
RECENT DAILY TRAFFIC COUNTS FIGURE 2
W Q
N
W
m
Z / 1143
HORSETOOTH
tJ
122/ loZ ,
o�
N
AM/PM
1988 PEAK HOUR TRAFFIC FIGURE 3
Table I
Existing Peak Hour Operation
Intersection AN Peak Hour Fit Peak Hour
Tlmberline2Honsetooth
Existing Geometrics2Rhasing A <0.22) A (O.32)
Existing Geometrics«Heavies! A (0.82) A (0.42)
LT protected
Table 2
Trip Generation
Daily A.M. Peak R.M. Peak
Land Use Trips Trips Trips Trips Trips
in out in out
Phase \ - Parcel A
Retail - 155.5 KSF 7720 138 82 403 412
Full Development
Parcel 6
Office/Ind.-
100.0
KSF
270
Parcel C
Commercial -
31.75
KSF
1520
Parcel D
Commercial -
25.0
KSF
124O
Parcel E
Office - 40.0
KSF
50O
Parcel F
Office/Ind. -
55.O
KSF
530
Total
1254O
122
18
25
116
28
17
22
84
22
13
65
66
70
R
12
65
71
10
14
64
458
142
601
807
r 0
11
I
k
I
III. PROPOSED DEVELOPMENT
Timberline-Horsetooth Property is. a proposed retail/
industrial/office park development located southviest of the
Horsetooth/Timberline intersection in Fort Collins. Figure 4
shows a schematic of the site plan of the Timberline-
Hor-s.e tooth Property indicating location of the uses shovin in
Table 2, Trip Generation. The short range analysis_. (1992)
included Parcel A - Neighborhood Service Center indicated in
Table 2 as Phase 1. The plan for Phase 1 shows an access
from Timberline Road on the east and two accesses from
Horsetooth Road on the north. The proposed access near the
railroad tracks and the access_. from Timberline Road to Parcel
A are intended to be right-in/right out. The right-in/right-
out near the railroad tracks also serves as an access to the
southern portion of the site. This access would not have a
significant function in the development of Parcel A. The
lonq range analysis (2010) included full development of the
Timberline-Horsetooth Property development along with other
proposed expected uses to the south and east of this site and
an increase in background traffic in general accordance with
the North Front Range Corridor Study.
Trip Generation
Trip generation is important in considering the impact
of a development such as this upon the existing and proposed
street system. A compilation of trip generation information
1,,.ias prepared by the Institute of Transportation Engineers in
1?'76, updated in 1983, and was used to project trips that
would be generated by the proposed uses at this site. These
rates. were supplemented using Development and Application of
Trip Generation Rates, FHWA, January 1985. Table 2 shows the
expected trip generation on a daily and peak hour basis. For
the office,/light industrial use, a composite trip generation
factor (,,,as developed assuming a 50/50 s.pl i t of these two
use=_.. The neighborhood service center and commercial uses
used shopping center trip generation factors. Based upon
analysis of the trip generation tables, the shopping center
use would cover the grocery store and other retail uses
intended for this site. No adjustments were made for transit
or ride=_.haring. Therefore, the trip generation can be
considered conservatively high.
Trip Distribution
Two directional
distributions of the
generated trips
were determined for
the Timberline-Horsetooth
Property.
Distributions from
the intended uses used
population as the
attraction variable
were obtained from
in the gravity model.
information supplied by
Future year data.
the Fart Collins
1 3
0
1
COLLINDALE
GOLF COURSE
CD
C PRPA'
HOnSETOOTH ROAD
nWn
/) II II tl O
II II II
�? 1
II II II
�•�I ' II II II
•? II I I II �
11 u tt� - _--------
►'—______ _— ----
PAnCK
J,)c
' 111,2e AC!
I
NEIGHBORHOOD SERVICE CENTER
A.
II II
. - PAnCEL P nnCER L
1 B �v
e.ee AN a..1 AC: J
` OFFICE/LIGHT INDUSTRIAL COMMERCIAL
-I PAMEL 7 gyp/ PAnCELPAnCEL
•• ��•
C
e.le AC! -� a.1e AC! u (�
:.01 AC: V
1 OFFICE/LIGHT INDUSTRIAL h,. OFFICE
CCOLLINDALE BUSINESS PARK —
(VACANT)
CPINE CONE FARM
(VACANT)
CFOX MEADOWS
(VACANT) D
SITE PLAN SCHEMATIC
FIGURE 4
I
Planning Department. The trip distributions are shown in
1 Figure 5.
Traffic Projections
Traffic projections for the short range time period
(1992) were obtained by factoring the existing traffic by 108
percent (2': per year) for Horsetooth Road and for Timberline
Road to obtain the expected traffic in 1992. Also included
in the traffic projections were developments to the east (Fox
Meadows) and to the south (Col1indale Business Park), which
were like 1 >, to be partially developed by 1 992. This traffic
is identified as background traffic which passes by the site
on Timberline Road and Horsetooth Road. Figure 6 shows the
expected 1992 daily traffic considering the site generated
traffic and the background traffic.
For 20+ vear projections (year 2010), the usual source
for projections is. the Traff i c Flow Map as provided by the
C;tv. However, the last Traffic Flow Map provides
projections for only the year 2000. The North Front Range
Corridor Study is also used as a reference. Therefore, an
estimation was made of traffic in this area by the year 2010
using the latest Traffic Flow Map, the North Front Range
Corridor Study, and the knowledge of what has been occurring
and what is expected to occur in this area. of Fort Col 1 i ns .
These daily projections are shown in Figure ;. These volumes
assume that the system indicated on the Fort Collins Plaster
Street Plan is in place.
Trip Assignment
Trip assignment is how the generated and distributed
trips are expected to be loaded on the street system. The
assigned trips are the resultant of the trip distribution
process. Figure 8 shows the short range morning peak hour
assignment and the afternoon peak hour assignment of Phase I
of the Timberline-Hor•setooth Property generated traffic plus
background traffic. Figure 9 shows the long range peak hour
assignment of full development of the Timberline-Horsetooth
Property with background traffic, assuming implementation of
the road network indicated on the Fort Collins Plaster Street
Flan.
Signal L-Jarrant=_.
As a matter of policy, traffic signals. are not installed
at any location unless, warrants are met according to the
Manual on Uniform Traffic Control Devices. However, it is
possible to determine whether traffic signal warrants are
likely to be met based upon estimated ADT and peak hour
4
20� / 00'/.
HORSETOOTH
TIMBERLINE-
HORSETOOTH
PROPERTY
SHORT RANGE/LONG RANGE
TRIP DISTRIBUTION FIGURE 5
•
C
93DO
Q am
SITE W
z
o �
0 c.
VD W
O �
5,100
-o0.-
HORSETOOTH
SHORT RANGE DAILY TRAFFIC
26, o0o
0 %,
(: SITE
Z I, 000
HORSETOOTH
LONG RANGE DAILY TRAFFIC
FIGURE 6
FIGURE 7
PRPA
E
\ -Z \
J 4 2l6/539
,r- 5 g/ ► a-1
5/ 1 —t
500/309 --t I 1
4 Z /10 3 -� cv E to
N a0
4:3Z\
N N
INt
PARCEL A
AM / PM
U
W
Z
J
oc
W
m
i
m
N \ \
8(/► 34
�— 60/239
�- S'i /S9
z 12 / 1-18 ---�
Is1/14Z --
114 /18Z
N
N t{1 \
N�
CC)
HORSETOOTH
SHORT RANGE PEAK HOUR TRAFFIC
FIGURE 8
�l
1415/qIS -
'j0
0
AM / PM
P Ri A
N z — ;,/5
f 66o/1440
� 65/Z05
1385/666 a �,
35/40 = z a
N �
•I N
a�
N C°
o ° N
� 250/400
QO
4001840
,� ZZO/Z6o
HORSETOOTH
4-10/Z 80
56o�5Z0—�
m
a� a
cv r
O
O �
r r
N N
N Q
I
W Z_
1
J
w
m
H
0
� cr o
�
a5/llb
---Nom,
-70/95
35/ZoS--�
BIG HORN
�1om.
zo/l Is
c-
QO
LONG RANGE PEAK HOUR TRAFFIC FIGURE 9
I
signal warrants shown in Appendix D. Using the daily traffic
' volumes, a signal is not warranted at the Horsetooth/Access.
intersection. Using the peak hour traffic shown in Figure 8,
a signal is not warranted in the morning peak hour, but is
warranted in the afternoon peak hour. It is recommended that
a. signal not be installed in the short range future.
Operation will be discussed later in this report.
Using the traffic volumes in Fiqures 7 and 9, a traffic
signal is likely to be warranted at the Timberline/Big Horn
and the Horsetooth/Access intersections. Big Horn Drive is
in the Fox Meadows development on the east side of Timberline
Road and in the Timberline-Horsetooth Property on the west
side of Timberline Road.
'
Signal Progression
Signal progression was evaluated prior to intersection
operational analysis in order, to evaluate whether the
potentially warranted signals at the Timberline/Big Horn Road
and Horsetooth/Access intersections can fit into a signal
progre=_.sion pattern along Timberline Road and Horsetooth
Road, respectively. Other signals along Timberline Road and
Hors.etooth Road were inserted based upon judgment and
included signals which would yield a reasonable level of
analysis.
'
The technique used in the signal progression analysis
was- a computer program called Signal Progression Analysis
(SPAN)prepared by the University of Florida Transportation
Research Center. Its main functions include:
- Interactive entry of arterial system data.
- Display a time location diagram which provides
graphical representation of the quality of arterial
progression.
- Printing of a time -space diagram to show the quality
of progression.
- Optimization of signal offsets for arterial pro-
gression.
The program inputs are:
- Intersection location
' _ Cycle length
Phasing
- Offsets
- Speed
Any or all of these inputs can be changed iteratively in
achieving the optimal progression.
The signal progression on Timberline Road was analyzed
based upon the following criteria:
- Cycle length of 90-120 seconds.
'
_ Posted speed of 35-40 mph.
Mainline (Timberline) G/C Ratio
Drake G/C = 0.40
Collector G/C = 0.60
Collector G/C = 1.00 (no signal)
Horsetooth G/C = 0.40
Big Horn G/C = 1.00 (no signal), G/C = 0.75 (with
signal)
Caribou G/C: = 1.00 (no signal), G/C = 0.60 (with
si final )
Harmony G/C = 0.40
- Green time on the cross street is greater than the
pedestrian crossing time of the mainline at 4 feet
per second.
'
- Achieve the largest bandwidth possible along Timber-
line Road.
A number of cycle lengths and speeds were examined.
'
Appendix E shows four progression analyses for Timberline
Road. Page i shows a time —Space diagram using a 90 second
cycle and 40 mph with no signal at Big Horn Drive and Caribou
Drive. Bandwidths. of 31 seconds. (34% efficiency) are
achieved in each direction. Page 2 shows the same criteria
with signals. introduced at Big Horn Drive and Caribou Drive.
The bandwidths are the same as those indicated on Page 1.
Page 3 shows a time -space diagram us-ing a 100 second cycle
and 35 mph with no signals at Big Horn Drive and at Caribou
Drive. Bandwidths of 37 seconds (37: efficiency) are
'
achieved in each direction. Page 4 shows the same criteria
with signals introduced at Big Horn Drive and Caribou Drive.
The bandwidths are the same as those indicated on Page 3. It
'
is concluded that signals at Big Horn [)rive and Caribou Drive
will not negatively impact signal progression along
Timberline Road.
'
The signal progress -ion on Hors.etooth Road was analyzed
based upon the following criteria:
'
- Cycle length of 90-100 seconds (same as the selected
cycle lenqths on Timberline)
- Posted speed of 35-40 mph.
- Mainline (Horsetooth) G/C Patio
Parcel A Access G/C = 0.70
Timberline G/C = 0.40
Arctic Fox G/C = 0.60
Caribou G./C = 0.60
Johnson Farm Collector G/C = 0.60
'
Additional Johnson Farm intersection G/C = 1.00
(no signal)
County Road 9 G/C = 0.50
6
1
- Green time on the cross street is greater than the
pedestrian crossing time of the mainline at 4 feet
1
per second.
- Achieve the largest bandwidth possible along Horse -
tooth Road.
Pages. 1-8 of Appendix F show time -space diagrams for
Hor=_.etooth Road. Pages 1, 3, 5, and 7 show the signal pro-
gression without a signal at the Hors.etooth/Acces_.s_. inter-
section. Pages 2, 4, 6, and 8 shov, the signal progression
with a signal at the Horsetooth/Access intersection. The
bandwidths are the same for each matching set of speed and
'
cycle length criteria. It is concluded that a signal at the
Horsetooth/Access intersection will not negatively impact
1
signal progression along Horsetooth Road.
The Hors.etooth/Access intersection is approximately 600
feet from Timberline. This is sometimes called a minor
'
signalized intersection. This concept wa.s recommended in the
"Access Control Demonstration Project," prepared for the
Colorado Department of Highways, District 6. It has been a
method of providing access to corner properties_. located at
'
the intersections of major arterial streets. It has been
implemented in the City of Lakewood. The Lakewood Traffic
Engineering Department was contacted to gain some insight
1
with regard to their experience with this concept. The
following comments were made:
1
- The access_. point proposed for s_.i gnal i zat i on must have
much lower traffic volumes when compared to the major street.
A "rule of thumb" ratio of greentime is 1/3 versus 2/3.
1
- The left -turn lane storage requirements on the major
street at the arterial/arterial intersection take precedence
1
over the location of a signal at the access.
- The access_ signal should have as. few phases as
possible. A tt,.io or three phase signal seems to work best. A
1
full eight phase signal is unacceptable.
- At the intersection of two arterials, it is
acceptable to introduce signals at the accesses on two legs,
1
but not on all four legs.
The minor signalized intersection concept has. been
'
implemented in Lakewood on two adjacent legs at the
Wadsworth/Jewell intersection. Wadsworth Boulevard is a six
lane arterial which is also State Highway 121. Jewell Avenue
is a four lane arterial. The Lakewood Traffic Engineering
'
Department stated that these signals have been performing
satisfactorily, serving the adjacent land uses and not
negatively impacting either Wads_U,iorth Boulevard or Jewell
'
Avenue. Based upon the preceeding progression analyses, the
operational and geometric analyses provided later in this
1
7
1
report, and the acceptability of this concept in the State of
Colorado, it is. recommended that the minor signalized
intersection concept be considered at this location. Final
determination is subject to more refined "design level"
1
studies.
The above progression analyses are presented to shove
that the Horsetooth/Access and Timberline/Big Horn signals
1
can fit into a progression pattern along the respective
streets. Design progression analysis must be conducted on a
regular basis reflecting change in land use, speed, and other
1
variables.
Operations Analysis
Capacity analyses were performed on key intersections
adjacent to the Timberline-Horsetooth Property. The short
range analys-es were performed on the Horsetooth/Timberline
and Horsetooth/Access intersections due to the proposed
phasing of this development. The long range analyses were
performed on all the key intersections.
Using the traffic volume=_ shown in Figure S and the
1
existing geometrics, the intersections operate in the short
range condition as. indicated in Table 3. Calculation forms
for these analyses are provided in Appendix G. The
Hors_-etooth/Timberline intersection operates acceptably with
1
traffic signals. It is recommended that, at a minimum, left -
turn phases be provided for the heaviest movement north/south
and east/t,!est. If the changes in traffic cannot be detected
by the available equipment, then fixed -time loft -turn phas-es
will be necessary. This will be less efficient, but the
level of service will remain in acceptable categories. The
left -turn lanes should be: eastbound - 150-200 feet;
1
southbound - 100-130 feet; we=_.tbound - 70-90 feet; and
northbound - 150-200 feet at this level of development.
The stop sign controlled Hor=_etooth/Access intersection
'
will operate unacceptably during the afternoon peak hour.
Left -turn exits from this access will be in the 1eve 1 of
service E category. It is common that this movement will
1
fall into unacceptable operational levels prior, to signals
being warranted. There is little that can be done to remedy
this. The delays to these left -turn movements. will likely
'
occur for only a portion of the afternoon peak hour and
should be accepted. Provision of a loft -turn lane on the
Access will confine delays to only those vehicles desiring to
turn left. Left- and right -turn auxiliary lanes are required
at the Horsetooth/Access intersection. The right -turn
auxiliary lane should be 370 feet (including taper) given the
40 mph posted speed. The existing cross section on this
portion of Horsetooth Road accommodates five lanes. The
existing curb lane can possibly be used for this auxiliary
i
0
0
Table 3
qhnrf RAnnp ppAV Hnnr nnprA+inn
Intersection AM
Peak
Hour
PM Peak Hour
Timberline/Horsetooth
Existing Geometrics/Heaviest
A (0.51)
C
(0.72)
LT protected
Horsetooth/Access
EB LT
A
A
WB LT
A
A
S8 LT
C
E
SB RT/T
A
A
NB LT
C
E
NB RT/T
A
A
Timberline/Right-in/Right-out
EB RT
A
A
Table 4
Long Range Peak Hour
Operation
Intersection AM
Peak
Hour
PM Peak Hour
Timberline/Horsetooth
4 lane + LT & RT lanes on
C (0.76)
D
(0.78)
Horsetooth/6 lane + SBLT lanes
+ 2 NBLT lanes + SBRT lanes on
Timberline
Horsetooth/Access
A (0.49)
B
(0.57)
Timberline/Big Horn
A (0.42)
B
(0.58)
Timberline/Right-in/Right-out
EB RT
A
A
Horsetooth/Right-in/Right-out
NB RT
A
A
11
right -turn lane since the short range projection does not
indicate the need for two through lanes in each direction
from a capacity point of view. The left -turn lane
(westbound) into this access should be 370 feet (deceleration
and taper) plus 120 feet (storage), totalling 490 feet. This
is almost the full distance between Timberline and this.
access_.. This westbound auxiliary lane would conflict with
the eastbound left -turn lane at the Horsetooth/Timberline
signalized intersection. Using the desirable length for the
eastbound left -turn lane (200 feet + taper), the longest
westbound left -turn lane at the access would be 180 feet.
Using the minimum length for the eastbound left -turn lane
(150 + ta.per), the longest westbound left -turn lane at the
access would be 230 feet.
A right-in/right-out access to Parcel A is proposed from
Timberline Road. Due to deceleration lane requirements (370
feet using the posted speed), this access should be
approximately 455 feet south of the south curbline of
Horsetooth Road. If this is physically not possible, the
design will need to be coordinated with the Fort Collins.
Traffic Engineer. Not having the right-in/right-out access
to Timberline Road would require almost 20 percent of the
trips generated by Parcel A to utilize the main access at
Horsetooth Road. This will further increase the westbound
left -turn requirements (discussed earlier) at the
Horsetooth/Access intersection.
Under the short range future condition, Timberline Road
and Horsetooth Road require a two lane crosss. section with the
auxiliary lanes mentioned above. The above analyses and
recortimendations. also include development of Phases 1, 2, and
3 of the Fox Meadows development and Phase 1 of the
Collindale Business Park. Other development which may occur
in the area is reflected in the 2 percent per year increase
of the background (existing) traffic.
Using the traffic volumes shown in Figure 9, the key
intersections. operate in the long range future as indicated
in Table 4. Calculation forms for these analyses are
provided in Appendix, H. It is expected that by this future
date (2010), the Timberline-Horsetooth Property, as well as a
number of other parcels, will be at full development. In
order to attain acceptable operation during both peak hours
at the Horsetooth/Timberline intersection, it is recommended
that each approach be provided with the geornetrics shown in
Figure 10. Even with these geometric improvements., the
operation of this intersection falls into marginal level of
service D in the afternoon peak hour. Since this will likely
occur for only a few cycles of the afternoon peak hour-, it
should be accepted. The Timberline/Big Horn signalized
intersection will operate acceptably. The geometric=_ at this
intersection are also shown in Figure 10.
9
Ah PRPA Aak n
H
i LONG RANGE GEOMETRICS FIGURE 10
The signalized Horsetooth/Access inter -section will
operate acceptably. The recommended geometrics are shown in
Figure 10. The desirable left -turn lane requirements for the
Horsetooth;`Access and Horsetooth/Timberline intersections
total 650 feet plus taper. This is in excess of the
available distance between these two intersections. The only
way to meet the geometric requirements is to provide a double
eastbound left -turn lane at the Horsetooth/Timberline
intersection. If the double eastbound left -turn lanes are
selected as an option, then the operation of the Horsetooth/
Timberline intersection will improve over that shown in Table
4.
As. in the short range analysis, the proposed right-
' in/right-out from Timberline Road will require a deceleration
lane based upon the posted speed of Timberline Road. At the
current 40 mph, a deceleration lane of 370 feet including
taper is required. Based upon design considerations on other
Fort Collins development projects, a design speed of less
than 40 mph should not be used. As stated in the short range
analysis, this access should be approximately 455 feet south
of the south curbl ine of Horsetooth Road.
A right-in/right-out access has been proposed from
' Horsetooth Road just east of the railroad tracks. This
access will serve primarily as a site circulation access to
Parcels B, C, D, E, and F and a service access to Parcel A.
The number of vehicles utilizing this access will be fairly
' low (estimate <10% of the generated trips). This access will
have little effect on the operation of any of the other key
intersections analyzed. Consideration should be given to
' eliminating this access and providing the main access to
Parcel A with an adequate deceleration lane. This would
emphasize the main access to Parcel A, the retail area. If
' this right-in/right-out access is approved, it can be
controlled by the at -grade railroad crossing gates that exist
on Horsetooth Road. Traffic projections. indicate the need
for a right -turn auxiliary lane. If the City requires the
' auxiliary lane, it should also be controlled by the gates.
This would necessitate constructing a new gate base on the
south -side of Horsetooth with longer gate arms.
Accident Analysis
' The recommended control devices and geometrics should
minimize vehicular conflicts and maximize vehicle separation.
Therefore, the accident rate should be at its minimum for a
typical urban condition.
I 10
IV. CONCLUSIONS
' This study assessed the impacts of the Timberline-
Horsetooth Property on the short range (1792) and long range
(2010) street system in the vicinity of the proposed
development. As a result of this analysis, the following is
concluded:
1 - The development of the Timberline-Horsetooth Property
is feasible from a traffic engineering standpoint. At full
development as proposed, approximately 12,500 trip ends will
be generated at this site daily.
'
- The Horsetooth/Timberline intersection currently
es
operatacceptably with signal control the
and existing
geometrics..
'
- By 1992, given the first phase of development of the
Timberline-Horsetooth Property; Phase 1 of Collinda.le
Business Park; Phases. 1, 2, and S of Foy. Meadows; and an
increase in background traffic, the signalized intersection
of Horse tooth./T i mber 1 i ne w i 1 1 operate acceptably vj i th the
existing geometrics and left -turn signal phases. At this
'
level of development, Timberline Road and Horsetooth Road can
remain two lane streets with auxiliary lanes the to
at access
Parcel A. Left -turn exits at the Horsetooth/Access
intersection will operate unacceptably during the afternoon
peak hour. There is little that can be done to improve this
operation. There will be left -turn storage conflicts between
the Timberline/Horsetooth intersection and the Horsetooth/
'
Access intersection.
- No new signals are warranted in the short range
future. With full development of the Timberline-Horsetooth
Property and other nearby properties, signals will likely be
warranted at the Timberline/Big Horn and the Horsetooth/
Access intersections.
- Signals. at the Timberline/Caribou and Timberline/Big
Horn intersections will not negatively impact the signal
progression along Timberline Road. The signal at the
'
Hors-etooth/Access intersection will not negatively impact the
signal progression along Hor=_.etooth Road. This. intersection
'
will function as a minor signalized intersection.
By 2010, the Horsetooth/Timberline intersection will
operate acceptably in the peak hours with geometric
'
improvementss to both Horsetooth Road and Timberline Road.
The necessary geometrics are shown in Figure 10. 1,Jith
signalization, the Horsetooth/Access and Timberline/Big Horn
intersections will operate acceptably. The proposed right-
'
in/right-out Access to Timberline will operate acceptably.
It must be placed at a distance from Horsetooth Road based
'
I1
upon the design speed of Timberline Road. A right -turn
deceleration lane should be designed at this access. The
'
proposed right-in/right-out access from Horsetooth Road is
projected to have little effect on traffic generated at this
'
site. It will primarily serve as a convenience access to the
southern portion of the site. Consideration should be given
to eliminating this access in order to emphasize the main
access to Parcel A.
- With the
recommended control and geometrics, the
accident rate should be at an acceptable level for typical
urban conditions.
I
1 12
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a° u 6 w L u_ $ u t_ v o ° t- A ° L O N
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I
' LEVEL OF SERVICE CRITERIA
FOR
UNSIVNALIZED INIERSECTIONS
Level -or -service criteria for unsinnalized intersec-
ti orrs are stated In very general terms, and are related
' to general del ay ranges. Analysis for a stop- or -
yield -controlled infer section results in solutions for -
the capaCity of each lane on the minor approaches. The
level -of -service criteria are then based on the
reserve, or unused, capacity of the lane in question,
es:pressed in passenger cars per hour- (PCPH).
RESERVE CAPACITY LEVEL
OF
EXPECTED DELAY TO
(PCPH)
SERVICE
MINOR STREET TRAFFIC
'
--------------------------------------------------------
_q�r�r
A
Little or no delay
'irir-'99
P
Short traffic delays
t�►r_►-299
C
Average traffic delays
l��i�-199
D
Lonq traffic delays
�►- 99
E
Very long traffic delays.
'
*
F
*When demand volume
emceeds the
capcity of the lane,
extreme delays will
be encountered with queuing which
may cause Severe congestion
affecting other traffic
movements in the intersection.
This condition usually
warrants improvement
to the intersection.
F�eferer►cea Iai.yl,►}�i+y C pac.ity„ h1 nt al... f�i�er_ial Repo-
�r79. Transportation Research Hoard, Nation-
al research Council. Washington, L.C.
1985.
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APPEtAD I X E
1
1
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I
I
MATTHEW J DELIC
ARTERIAL PP. SION DEGIGN
RUN
AG 19
ROUTE- TIMBERLINE
INTERSECTIONS: 7 CYCLE LENGTH: 90 SYSTEM OFFSET: 0
BANDUJIDTH LEFT: 31 Sac. RIGHT: 31 SfiC PERFORMANCE INDEX: 43
EFFICIENCY: 347 ATTAINABILITY: 90 INTERFERENCE: 25
P•lO.
.........TIHE—LOCATION DIAGRAM.......... DISTANCE
SPEED
P•IGHTBOUND ... READ DOWN LEFT
RIGHT
LEFT
RIGHT
1
XXXXXX
XXXXXXXXXXXXXXXXXX 2640
0
40
40
2
XX
XXXXXXXXXXXXXX 1700
2640
40
40
3
940
I700
40
40
4
XXX.XXXX
XXXXXXXXXXXXXXXXX 1160
940
40
40
5
1380
1160
40
40
6
XXXXXX
XYXXXXXXXX 2740
1330
40
40
XXXXXXXX
XXXXXXXXXXXXXXXX 0
2740
40
40
HO.
OFFSET
.........TINE
—LOCATION DIAGRAM..........
PHASE
LENGTHS
LEFTBOUND ... READ UP 1 2
3 4
5 6
7 E
1
15
XXXXXXXX
XXXXX)C<XXXX)<XXXX 40 60
55
XXXX
XXXXXXXXXXXX 60 40
3
0
100
a
15
XX.X•XXXX
XXXXXXXXXXXXXXXXX 40 60
5
0
100
6
60
XXX
XXXXXXXXXXXXX 60 40
7
---------------------------------------------------------------------------
15
XXXXXX
XXXXXXXXXXXXXXXXXX 40 60
TIME SPACE DIAGRAM
ROUTE: TIMBERLINE
C01,1rLIBIT: P.UJ3
CYCLE LENGTH 90 SECOIIDS: SCALE 1INCH=40:: OF CYCLE: 1 LINE= 264 FT
iri�YYi:isYYi�YY,FaFiFYitiFiYiiiiiMikiiEiiYKi!iiiiifiFiii!rlf►Y+rifMiF+eiEielEx'ifY�kisllirY�iiiMlEitili!Y►YiF+Ifrii�cs�YY
3,
a
5
6
Y1iYY;rifio-*K#iiil!#i!RiiiFiF+Fafi!!:ilftiF:tlfxilfifikafifi:iFiFYikYIFA:t*iF*+klf�r�F+elFiFiiififio-iFiiiF�F�ii�iFlti!si+sYiisslE
PIATTHEW J DELICH
ARTERIAL PROJ&SION DEGIGN
PA�
P.UN4
11
ROUTE: TINBEP,LINE
1NTEPSECTIOIIS: 7 CYCLE LENGTH: 90 SYSTEM OFFSET: 0
SAI`IDWIDTH LEFT: 31 SEG RIGHT- 31 SQG PERFORMANCE INDEX: 41
EFFICIENC'r': 34 % ATTAINABILITY: 90 INTERFERENCE: 22
---------------------------------------------------------------------------
FIO. .........TIME —LOCATION DIAGRAM.......... DISTANCE SPEED
P.I GHTBOLR•ID ... READ DOWN LEFT RIGHT LEFT RIGHT
1 XXXXXX XXXXXXXXX>X<XXXXXXX 2640 0 40 40
2 XX XXXXXXXXXXXXX.X 1700 2640 40 40
3 XXXXXXX XXXXX 740 1700 40 40
4 XXXXXXX XXXXXXXXXXXXXXXXX 1160 940 40 40
5 1380 1160 40 40
6 X);XXXX XXXXXXXXXX 2740 1380 40 40
XXXXXXXX XXXXXXXXXXXXXXXX 0 2740 40 40
110. OFFSET .........TINE —LOCATION DIAGRAM.......... PHASE LENGTHS
LEFTBOUND ... READ UP 1 2 3 4 5 6 7 8
1 15 XXXXXXXX XXXXXXXXXXXXXXXX 40 60
2 55 XXXX XXXXXXXXXXXX 60 40
3 0 XXXXXXXXXX.XX 70 30
4 15 XXXXXXX XXXXXXXXXXXXXXXXX 40 60
0 100
6 60 X::X XXXXXXXXXXXXX 60 40
15 XXXXX.X XXXXXXXXXXXXXYJCXXX 40 60
---------------------------------------------------------------------------
TIME SPACE DIAGRAM
ROUTE: T1118EP,LINE
C01111ENT: PUi14
CYCLE LENGTH 90 SECONDS: SCALE 1INCH=40% OF CYCLE: I LINE= 264 FT
Y�Y{L �tYYYiiEi i�#Mif iF�x�1!1!x�xlf if is ii if#ifi!ii!Y iF Y.i!if iif#i!lf it iF iF 3t iF aF i i!1i iFlEi#��F iEM iF*1E ik iF iF iF lFi k/iMYii.r.#fags
2
3
4
5
6
ii�1�+►:Eii�Irlfii+LiiiYl�IFsii++:�l4iilFisx*iiiFiflFaf�:t+rr.IfiiE�fr*it�i�ix:Fii+��ifsiFiflFaF*x�raF��i�x'iiiiiEafii+is's
MATTHEW EL1CH
ARTERIAL PRO�SION DEGIGN P
RLR48 P,o43
P.OUTEt TIMBERLINE
INTERSECTIONS: 7 CY'CLE LENGTHt 100 SYSTEM OFFSETS 0
BANDWIDTH LEFT: 37 86C RIGHTt 37 SAC PERFORMANCE INDEXt 43
EFFICIE14CY: 37 /p ATTAINABILITYt 98 INTERFERENCE: 25
NO.
.........TIME —LOCATION DIAGRAM.......... DISTANCE
SPEED
P•IGHTSOUND ... READ OWN LEFT
RIGHT
LEFT
RIGHT
1
XXXXXXX,XXXXXXXXX
XXXXXXXX 2640
0
35
35
2
N.XXXXXXY.XXX
XXXXX 1700
2640
35
35
3
940
1700
35
35
4
XXXXXXXXXXXXXXXX
XXXXXXXX 1160
940
35
35
5
1380
1160
35
35
6
XXXXXXXXXXXX
XX.XX 2740
1380
35
35
7
XXXXXXXXXXXXXXX
XXXXXXXXX 0
2740
35
35
NO.
OFFSET
.........TIME —LOCATION
DIAG,RAM..........
PHASE
LENGTHS
LEFTBOUND ...
READ UP 1 2
3 4
5 6
7 8
1
40
XXXXXXX,XX.XXXXXX
XXXXXXXXX 40 60
2
80
XXXXXXXXXXXX
XXXX 60 40
3
0
100
4
40
XXXXXYXXXXXXXXX
XXXXXXXJX 40 60
5
0
100
6
80
XXXXXXXXXX
XXXXXX 60 40
7
---------------------------------------------------------------------------
40
XXXXXXXXXXXXXXXX
XXXXXXXX 40 60
TIME SPACE DIAGRAM
ROUTE: TIPIBEP•LIIIE
COIVENT : PUf 13
CYCLE LENGTH 100 SECOPIDS: SCALE IINCH=40% OF CYCLEt 1 LINE= 264 FT
iki#Yit#MR1!iF 1F i<#ii!!�'kiF if+!i!R#*is#♦<iiEi!M if i!iF iF 1FM IkM Y. if It iF iF �!M**lfkkiF itMMiif*i**♦E*#*�iFk fF*Y.Y. IF t!�wr.s
3
4
5
.S
s■i4M i!4f if i!if iEY4M1Ek k1!#if if i!1!kii!i!►##i1�►Nik lt*1f If MiFi<*#Mi!1!Mi!#1!if Rjf it if■%Y.#kKiF if kiF %i!!!if iE it iFi lF�ltkf
MATTHEW J DE ICH
ARTERIAL PR SION DEGIGN
RUNS
60 4
H
ROUTE: TINBEP.LPIE
INTERSECTIONS: 7 CYCLE LENGTH: 100 SYSTEM OFFSETS 0
BANWIDTH LEFT: 37 SEC RIGHTS 37 96G PERFORMANCE INDEX: 42
EFFICIENCY: 37 7 ATTAINABILITY: 98 INTERFERENCE: 22
140.
.........TIME -LOCATION DIAGRAM.......... DISTANCE
SPEED
RIGHTSOUJD ...
READ DOWN LEFT
RIGHT
LEFT
RIGHT
l
XXXXXXXXXXXXXXXX
XXXXXXXX 2640
0
35
35
2
XYXXXXX.XXXX
XXXXX 1700
2640
35
35
3
XXYXX.XXXXX
940
1700
35
35
4
XXXXXXXXXXXXXXXX
XXXXXXXX 1160
940
35
35
5
1380
1160
35
35
6
XXXXX,XXXXXXX
XXXX 2740
1380
35
35
7
XXXXXXXXXXXXXXX
XXXXXXXXX 0
2740
35
35
NO.
OFFSET
.........TIME -LOCATION
DIAGRAM..........
PHASE
LENGTHS
LEFTBOUND ...
READ UP 1
2
3 4
5 6
7 8
1
40
XXXXXXXXXXXXXXX
XXXXXXXXCX 40
60
2
80
XXXXXXXXXXXX
XXXX 60
40
3
22
X
XXXXXX,XXX 75
25
4
40
XXXXXXXXXXXXXXX
XXXXXXXXX 40
60
5
0
100
6
80
XXXXXXXXXX
XXXXXX 60
40
7
---------------------------------------------------------------------------
40
XXXXXXXX,XXXXXXXX
XXXXXXXX 40
60
TIME SPACE DIAGRAM
ROUTE* TVISEP,LINE
COME lEI IT : R 1 II l9
CYCLE LEPIOTH 100 SECONDS: SCALE (INCH=40% OF CYCLE: 1 LINE= 264 FT
3
4
5
6
:!?:�*�r�x�r.�r.�t*it�s�ss�t*�**s**:r***x�x**+�:c**�*:r+:*�r���**r*sir**:!*��***�xr.x:!ss►,��*r��
I
ff:,, F, E: VA E) I f , F
1
I
1
MATTHEW J DELICH
ARTERIAL PROGRESSION DEGIGN
• RI.NJ3 p
ROUTEt HOP.SETOOTH AA
INTERSECTIONS: 7 CYCLE LENGTHt 90 SYSTEM OFFSETt 0
BANDWIDTH LEFT: 27 Sdc. RIGHT: 27 S&P— PERFORMANCE INDEXt 39
EFFICIENCY: 30 7 ATTAINABILITY: 80 INTERFERENCE: 25
---------------------------------------------------------------------------
NO. .........TIME —LOCATION DIAGRAM.......... DISTANCE SPEED
RIGHTSOUJD ... READ DOWN LEFT RIGHT LEFT RIGHT
l 600 0 35 35
2 XXXxxxxxxx XXXXXXXXXXXXXX 950 600 35 35
3 xxxxxxxxxxXxxxxx 1570 750 35 35
4 XXXX XXXXXxxxxxxX 800 1570 35 35
5 XXXXXXXXXXXXXXXX 1380 800 35 35
6 580 1380 35 35
7 xxxx XXXXXXXXXXXXXXXX 0 580 35 35
NO. OFFSET .........TIME -LOCATION DIAGRAM.......... PHASE LENGTHS
LEFTBOUND ... READ UP 1 2 3 4 5 6 7 8
1 10 100
2 37 XXXXXXXXXXX XXXXXXXXXXXXX 40 60
3 27 XXXXXXXXXXXXXXX X 60 40
4 75 Xxxxxxx XXXXXXXXX 60 40
5 77 xxxxxxxxXXXXXXX X 60 40
6 0 100
7 32 Xxxxxxxxxxxxx XXXXXXX 50 50
---------------------------------------------------------------------------
TIME SPACE DIAGRAM
ROUTE: HOP.SETOOTH
COhttIENT: RUN3
CYCLE LENGTH 90 SECONDSi SCALE !INCH=40% OF CYCLEt I LINE= 147 FT
R RRRR#RRRRRRRRR RR#RRRRRRRifRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRR
I Aaness --- --... -
3 A RorTA"M i0c
4 CARIBOO ... XXXXXXXXXX---
5 Coc t.6-To[-xxxxxxxxxy -
6
X__Xxxxxxxxxx --
7 C K';;�XXXX --- ----XxXYcXX�4xxXxI, iKxxIE xXXX-
RRRYRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRRR
MATTHEW J DELICH
ARTERIAL PROGRESSION DEGIGN
ROUTE: HOP.SETOOTH
RUN4 Pa�A
INTERSECTIONS: 7 CYCLE LENGTH: 90 SYSTEM OFFSET: 0
BANDWIDTH LEFT: 27 $W- RIGHT: 27 Se4 PERFORMANCE INDEX: 39
EFFICIENCY: 307. ATTAINABILITY: 80 INTERFERENCE: 23
1.10.
.........TIME -LOCATION DIAGRAM.......... DISTANCE
SPEED
RIGHTSOUND ... READ DOWN LEFT
RIGHT
LEFT
RIGHT
t
XXXXXXXX
XXXX 600
0
35
35
2
XXXXXXXXX
XXX,XXXXXXXXXXXX 950
600
35
35
3
XXXXXXXXXXXXXXXX 1570
950
35
35
4
XXXX
XXXXXXXXXXXX 800
1570
35
35
5
XXXXXXXXXXXXXXXX 1380
800
35
35
6
590
1380
35
35
7
XXX
XXXXXXXXXXXXXXXXX 0
580
35
35
NO.
OFFSET
.........TIME -LOCATION DIAGRAM..........
PHASE
LENGTHS
LEFTBOUt4D
... READ UP 1
2
3 4
5 6
7 E
1
20
XXXXXXXXXXXX 70
30
2
35
XXXXXXXXXX
XXXXXXXXXXXXXX 40
60
3
25
YXXXXXXXXXXXXX
XX 60
40
4
75
XXXXXXX
XXXXXXXXX 60
40
5
75
XXXXXXXXXXXXXX
XX 60
40
6
0
100
7
---------------------------------------------------------------------------
30
XXXXXXXXXXXX
XXXXXXXX 50
50
TIME SPACE DIAGRAM
ROUTE: HOP.SETOOTH
COMMENT: P•UN4
CYCLE LENGTH 90 SECONDS: SCALE 11NCH=40% OF CYCLE: 1 LINE= 147 FT
I At
2T
3A�
4 CG
5 C.g
6
7C
***
MATTHEW J DELICH
ARTERIAL PROGRESSION DEGIGN
• RUI42 pxac •
ROUTE: HORSETOOTH 1
INTERSECTIONS: 7 CYCLE LENGTH, 100 SYSTEM OFFSET, 0
BANDWIDTH LEFT, 32 SSC RIGHT, 32 SCG PERFORMANCE INDEX: 40
EFFICIENCY,
32 7, ATTAINABILITY, e5 1NTERFERENCEt
25
---------------------------------------------------------------------------
NO.
.........TIME -LOCATION DIAGRAM.......... DISTANCE
SPEED
RIGHTSOUND ... READ DOWN LEFT
RIGHT
LEFT
RIGHT
1
600
0
35
35
2
XXXXX XXXXXXXXXXXXXXXXXXX 950
600
35
35
3
XXXXXXXXXXXXXXXX 1570
950
35
35
4
XX XXXXXXXXXXXXXX 800
1570
35
35
5
XXXXXXXXXXXXXXXX 1380
800
35
35
6
580
1380
35
35
7
XXXX XXXXXXXXXXXXXXXX 0
5B0
35
35
NO.
OFFSET
.........TIME -LOCATION DIAGRAM..........
PHASE
LENGTHS
LEFTBOUND ... READ UP 1 2
3 4
5 6
7 E
1
10
100
2
25
XXXXXXXXXX XXXXXXXXXXXXXX 40 60
3
15
XY.XXXXXXXXXXX XXX 60 40
4
65
XXXXX XXXXXXXXXXX 60 40
5
65
XXXXXXXXXXX XXXXX 60 40
6
0
100
7
---------------------------------------------------------------------------
20
XXXXXXXX XXXXXXXXXXXX 50 50
TIME SPACE DIAGRAM
ROUTE: HORSETOOTH
COMtIENT: P,UH2
CYCLE LENGTH 100 SECOI•IDSt SCALE 11NCH=40Y OF CYCLE: 1 LIME= 147 FT
IAe
2Tip
3410
4 CA
5Cp
6
#1k#sr{{lf rif i, iF l�i if if tf ii Mt,**xtt tt stt *+t �!if *ir+tit,*Mtt*tt x tt*RttR*+t iF trtt*te i ttR tt tr tt ttx xtF�*tt':t iF�if te,t t,�*tt tt*tt
t1ATTHEW J DELICH
ARTERIAL PROJfSION DEGIGN
RU1Jt RA4E
ROUTE- HOP.SETOOTH
INTERSECTIONSt 7 CYCLE LENGTH- 100 SYSTEM OFFSET- 0
BANDWIDTH LEFT- 32 GSC RIGHTt 32 StG PERFORMANCE INDEX- 40
EFFICIENCY- 327. ATTAINABILITYt 85 INTERFERENCE- 22
---------------------------------------------------------------------------
NO. .........TIME -LOCATION DIAGRAM.......... DISTANCE SPEED
RIGHTBOUND ... READ DOARJ LEFT RIGHT LEFT RIGHT
t XXXX XXXXXXXX 600 0 35 35
2 XXXXX XXXY,XXXXXXXXXXXXXXX 950 600 35 35
3 XXXXXXXXXXXXXXXX 1570 950 35 35
4 XX XXXXXXXXXXXXXX 800 1570 35 35
5 XXXXXXXXXXXXXXXX 1380 800 35 35
6 580 1380 35 35
7 XXX.X XXXXXXXXXXXXXXXX 0 5B0 35 35
NO. OFFSET .........TIME -LOCATION DIAGP.AM.......... PHASE LENGTHS
LEFTSOUND ... READ UP 1 2 3 4 5 6 7 8
1 10 XXXXXXXXXXXX 70 30
2 25 XXXXXXXXXX XXXXXXXXXXXXXX 40 60
3 15 XXXXXXXXXXXXX XXX 60 40
4 65 XXXXX XXXXXXXXXXX 60 40
5 65 XXXXXXXXXXX XXXXX 60 40
6 0 100
7 20 XXXXXXXX XXXXXXXXXXXX 50 50
---------------------------------------------------------------------------
TIME SPACE DIAGRAM
ROUTE- HOPSETOOTH
COMMENT: PUf,lt
CYCLE LENGTH 100 SECONDSt SCALE !INCH=407 OF CYCLEt 1 LINE= 147 FT
MMMMMsMMM M7 -
1 Acce:as
2Tit�mvtit�c�
3 Ata1;�Fv
5 COL1.64'r0
6
7 C li:'O XX -
MYYYs;1f•fiYi<ici Mf MM147�MMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMMiIMMMMMMMMM;MMMMMMMMMM/41�M
MATTHE14 J DELICH
ARTERIAL PROGRESSION DEGIGN
FLAG E
P.OUTE t HORSETOOTH
INTERSECTIONS: 7 CYCLE LENGTH: 90 SYSTEM OFFSETt 0
BANDWIDTH LEFT: 31 Sec RIGHTt 31 S 4C PERFORMANCE INDEX: 41
EFFICIENCY: 34 7 ATTAINABILITYt 90 INTERFERENCEt 25
.........TINE —LOCATION DIAGRAM.......... DISTANCE
SPEED
RIGHTBOUND
... READ DOWN LEFT
RIGHT
LEFT
RIGHT
1
600
0
40
40
2
XXXXXXXXX
XXXXXXXXXXXXXXX 950
600
40
40
3
XXXXXXXXXXXXXXXX 1570
950
40
40
4
XXXXXXX
XXXXXXXXX 800
1570
40
40
5
X
XXXXXXXXXXXXXXX 1380
800
40
40
6
580
1380
40
40
7
XXXXXXXXX
XXXXXXXXXXX 0
580
40
40
NO.
OFFSET
.........TIME —LOCATION
DIAGRAM..........
PHASE
LENGTHS
LEFTBOUND ...
READ UP 1 2
3 4
5 6
7 8
1
20
100
2
35
XXXXXXXXXXXXXXXX
XXXXXXXX 40 60
3
25
XXXXXXXXXXXXXXXX
60 40
4
75
XXXXXXXXXX
XXXXXX 60 40
5
75
XXXXXXXXXXXXXXXX
60 40
6
0
100
7
---------------------------------------------------------------------------
30
XXXXXXXXXXXX
XXXXXXXX 50 50
TIME SPACE DIAGRAM
ROUTE: HORSETOOTH
COIVENT: P.UN6
CYCLE LENGTH 90 SECONDS: SCALE IINCH=407 OF CYCLEt 1 LINE= 147 FT
*�:etr:e*tertr:r±r*�tra��sssr�s�*tr*�+t�*�*rs*trtr*rtr*+r**+r+twtr*:rs�s�r�**�tr*r.t!*r.�*:r+�rs�*sue*�tr
I Any
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3AR
4 CA
5 Ce
6
7C
:e:tr.�r.:ew:rr.:sr.st!*+r.rs�err.*.a«s*r*�*«*wrsrrrxtrr*««rrrr.:e+t+t■:er:e**atrtr:r+t�s*:et!■:tts*s****
MATTHEW J DELICH
ARTERIAL PROGRESSION DEGIGN
0 RUNS PACE •
ROUTEt HOPSETOOTH
INTERSECT1ONSt 7 CYCLE LENGTH: 90 SYSTEM OFFSET: 0
BANDWIDTH LEFT t -11 S6tr RIGHT t 31 sire— PERFORMANCE INDEX t 41
EFFICIENCY: 34 / ATTAII•IABILITYt 90 INTERFERENCEf 22
---------------------------------------------------------------------------
NO. .........TIME —LOCATION DIAGRAM.......... DISTANCE SPEED
RIGHTSOUND ... READ DOWN LEFT RIGHT LEFT RIGHT
1 xxxxxxxx XXXX 600 0 40 40
2 XXXxxxxxx XXXXXXXXXXXXXXX 950 600 40 40
3 XXXXXXXXXXXXXXXX 1570 950 40 40
4 Xxxxxxx XXXXXXXXX 800 1570 40 40
5 X XXXXXXXXXXXXXXX 1380 800 40 40
6 580 1380 40 40
7 XXXXXXXXX XxxxxxxxXXX 0 580 40 40
NO. OFFSET .........TIME —LOCATION DIAGRAM.......... PHASE LENGTHS
LEFTBOUND ... READ UP 1 2 3 4 5 6 7 8
1 20 Xxxxx XXXXXXX 70 30
2 35 XXXXXxxxxxxxxxxX XXXXXXXX 40 60
3 25 XXxxxxxxxxxxxxxX 60 40
4 75 XXXXXxXxxx XXXXXX 60 40
5 75 XXXXXXXXXXXXXXXX 60 40
6 0 100
7 30 xxxxxxxxXXXX XXXXXXXX 50 50
---------------------------------------------------------------------------
TIME SPACE DIAGRAM
ROUTE: HORSETOOTH
COMMENT, PLR45
CYCLE LENGTH 90 SECONDS: SCALE IINCH=40% OF CYCLE: 1 LINE= 147 FT
iYiri�iFi{MiFiFiiafi�+Fif*iri�afiEiF1F�*te*iFifiti�aFtt:!iit+:K*MRaf*is�tttFtrieiFiE�ifiF�Etttt*ItittttistfY'+:IiiFaF►i4*xlFYiriFiF
1 Aaeoss< --A xxxxxxx\ � /-Xxxxx�cx �- - — � -- -- / xx
2TimaMLt Or
�cxxxx
xxxxxxxX --
xxxxxxxxxxxxx - --- XXXXX
s
X -
x*xxxxxx. xxx -
4CA91600 —XXXXXXXXXX — -Wxxx )( - — ---)oomxxxxX-
SCeu.wtolL - xxxxxxxxxx — xx)ixxxx4(xx — -- —--xxxxxxxxxx-
6
e R:�Xxxxxx / xx�< xx xxX)V �� x-KX*xxxxxxxx\-- - xxxx=
MATTHEW J DELICH
ARTERIAL PROGRESSION DEGIGN
RUN7 ?A 4. •
ROUTE: HORSETOOTH
INTERSECTIONS: 7 CYCLE LENGTH: 100 SYSTEM OFFSETt 0
BANDWIDTH LEFT: 27 S!C- RIGHT: 27 $fG PERFORMANCE INDEX: 39
EFFICIENCY: 27,7 ATTAINABILITY: 72 INTERFERENCE: 25
NO.
.........TIME -LOCATION DIAGRAM.......... DISTANCE
SPEED
RIGHTBOUND
... READ DOWN LEFT
RIGHT
LEFT
RIGHT
1
600
0
40
40
2
XXXXXXXX
XXXXXXXXXXXXXXXX 950
600
40
40
3
XXXXXXXXXXXXXXXX 1570
950
40
40
4
XXXXXXX
XXXXXXXXX 800
1570
40
40
5
XX
XXXXXXXXXXXXXX 1380
800
40
40
6
580
1380
40
40
7
XXXXXXXXXXX
XXXXXXXXX 0
580
40
40
NO.
OFFSET
.........TIME -LOCATION
DIAGRAM..........
PHASE
LENGTHS
LEFTBOUND ...
READ UP 1 2
3 4
5 6
7 8
1
20
100
2
30
XXXXXXXXXXXXXXXXX
XXXXXXX 40 60
3
20
XXXXXXXXXXXXXXXX
60 40
4
70
XXXXXXXXXX
XXXXXX 60 40
5
70
XXXXXXXXXXXXXXX
X 60 40
6
0
!00
7
---------------------------------------------------------------------------
25
XXXXXXXXXX
XXXXXXXXXX 50 50
TIME SPACE DIAGRAM
ROUTE: HORSETOOTH
COPIMENT : P.URJ7
CYCLE LENGTH 100 SECONDS: SCALE (INCH=40% OF CYCLEt 1 LINE= 147 FT
�r.t4s�
- - _----____........_
1�6GlS
6
7 C Ti
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MATTHEW J DELICH
ARTERIAL PROGRESSION DEGIGN
• RUNS ilA 4 �•
ROUTE: HORSETOOTH
INTERSECTIONS: 7 CYCLE LENGTHt 100 SYSTEM OFFSET, 0
BAIJDWIDTH LEFT: 27 gtt RIGHT, 27 gf6 PERFORMANCE INDEX: 39
EFFICIENCY:
27 7 ATTAINABILITY,
72 INTERFERENCE,
22
---------------------------------------------------------------------------
NO.
.........TIME —LOCATION
DIAGRAM.......... DISTANCE
SPEED
P,IGHTSOUBJD ...
READ DOWN LEFT
RIGHT
LEFT
RIGHT
1
XXXxXx
XXXXXX 600
0
40
40
2
Xxxxxxxx XXXXXXXXXXXXXXXX 950
600
40
40
3
XXXXXXXXxxxXxxxx 1570
950
40
40
4
XXXXxxx
XXXXxXxxx 800
1570
40
40
5
xX
XXXXXXXXXXXXXX 1380
800
40
40
.5
580
1380
40
40
7
XXxxxxxxxxx
XXXXXXXXX 0
580
40
40
NO.
OFFSET
.........TINE —LOCATION
DIAGRAM..........
PHASE
LENGTHS
LEFTBOUND ... READ
UP 1 2
3 4
5 6
7 8
1
15
XXX.XXXX
XXXXX 70 30
2
30
XXXXXXXXXXXXXXXXX
XXXXXXX 40 60
3
20
xxxxxxxxxxxxxxxX
60 40
4
70
XXXXXXXXXX
XXXXXX 60 40
5
70
XXxxxxxxxxxxxxx
X 60 40
6
0
100
7
---------------------------------------------------------------------------
25
xxxxxxxxxx
XXXXXXXXXX 50 50
TIME SPACE DIAGRAM
ROUTE: HORSETOOTH
C011MENT: RU!J8
CYCLE LENGTH 100 SECONDS, SCALE (INCH=40% OF CYCLEt 1 LINE= 147 FT
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