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Home My WebLink AboutHEWLETT-PACKARD EXPANSION OF BUILDING 6 - I-L SITE PLAN REVIEW - 54-88C - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYHEWLETT PACKARD FACILITY EXPANSION SITE ACCESS STUDY FORT COLLINS, COLORADO AUGUST 1988 Prepared for: Heil e t t Packard Fart Collins S-+stems Division 3404 East Harmony Road Fart Collins, CO 80525 Prepared by: t1ATTHEW J. DELICH, P.E. 3413 Banyan Avenue Loveland, Colorado 80538 Phone 303-669-2061 D c��od� h AUG ,oM IO ri 1 I' 11 I I I EXECUTIVE SUMMARY The Heal e t t-Packard Fa.c i 1 i ty, located northeast of the intersection of Harmony Road and County Road 9 in Fort Collins, Colorado, Is proposed to be expanded significantly over the next 15 years. This study involved the steps of trip generation, distribution and assignment; traffic projection; capacity analysis; traffic signal wiarrant analysis; signal progression analysis; and accident analysis as set forth in the City's Traffic Impact Study Guidelines. This study assessed the impacts of the expansion of the H-P Facility on the existing street system in 1990 and 2010. The long range analyses assumed that other nearby develop- ments would also be in place in the general vicinity, of the H-P Facility. As a. resul t of this analysis, the fol 1 ot,ii ng i concluded: - The phased expansion of the H-P Facility as proposed is feasible from a traffic engineering standpoint vlith specific improvements in the area. Full expansion of the H-P Facility as. proposed will generate approximately 14,400 vehicle trips per day including the trips to/from the existing facility. - Cur -rent operation at the Harmony/CP. 9 intersection i in unacceptable level of service categories during both peak hours for selected movements. There is little short of signalization that twill help this_. situation. Hovwever, signals -are not warranted at this location at the present time. The Harmony/H-P Access is also in unacceptable level of service ca.tegor i es for selected movements. The CP 9/H-P Access operates acceptably. - Implementation of the H-P Facility - Phase 1 in the shortrange future can be handled on the street system with some improvements. In the 1990 short range future, left -turn exits from the H-P Facility accesses to Harmony Road k,li11 operate unacceptably due to the high level of peak hour traffic on Harmony Road. Left- and right -turn exit lanes should be provided at this. access. Left -turn and right -turn deceleration lanes are warranted on Harmony Road at the H-P access -es. Right -turn acceleration lanes are also required at these accesses. These auxiliary lanes are already provided at these accesses. Auxiliary lanes (right - and loft -turn deceleration lanes) should also be provided on CR 9 at the H-P Access. The CP. 9/H-P Access wi 1 1 operate acceptably t,.ii th stop sign control. Si gnat s t,.ii 1 1 be viarra.nted at the Harmony/C:R 9 intersection by the year 1990. t4ith this s i gna.l i za.t i on , the Harmony/CP. 9 intersection t,li l l operate acceptably. 1 J - With full expansion of the H-P Fa.c i 1 i ty in the long range future, signals will be warranted at the Harmony/H-P Access intersections•. These two intersections will operate acceptably with signalization. The Harmony/CR 9 intersection will operate aceptably with geometric improvements. By the year 2010, Harmony Road should have a 6 lane cross. section. It is also recommended that double left -turn lanes be considered for northbound CR 9. - Reasonable signal progression is possible along Harmony Road with the existing locations of the H-P Accesses. - In the long range future, the stop sign controlled intersections. along CR 9 will operate acceptably, except for left -turning exits at the north access_. in the afternoon peak hour•. There is little that can be done to improve this operation. It is recommended that left -turn lanes be incorporated at the various accesses so that any delays experienced by the left turns will not delay the other exiting traffic. The on -site ring road will provide good circulation within the H-P Facility minimizing the impacts to the public street s•ys•tem. 1 - W i th good design of the aforementioned geometric improvements. to the various intersections, the accident rate should be at acceptable levels for urban conditions. I fl I I !1 I. INTRODUCTION This traffic impact study addresses the capacity, geometric, .and control requirements at and near the proposed expansion of the Hev,lett-Psckard Facility (H-P Facility), located east of County Road 9 (CR 9) and north of Harmony Road in Fort Collins, Colorado. The location of the proposed development is shotan in Figure 1. During the course of this analysis, numerous contacts were made with the project planning consultant, project engineering consultant, and City Traffic Engineering 1 Department_. The study conforms to the format set forth by the Traffic Engi neer i ng Department of the City of Fort Col 1 i ns.. The study involved the following steps: - Collect physical, traffic, and development data. - Perform trip generation, trip distribution, and trip assignment. - Pro.j ec t traff i c growth . - Determine peak hour traffic volumes. 1 - Conduct capacity and operational level of service analyses on key intersections. Analyze s. i gn.al warrants and signal progression. - Accident analysis. i II. E:<;ISTI[,JG CONDITIONS The site of the H-P Fac i 1 i t.y, as sho4,an in Figure 1, i in a predominantly agricultural area. To the north, south, east, and t,lest, it is bounded by .agricultural or vacant land. The center of Fort Col 1 i ns. is. located to the northwest of this site. The topography in the area is essentially flat along CR 9 and for approximately 3000 feet east of CR 9 along Harmony Road. There the land drops off to the east into the flood plain of the Cache La Poudre River. The major intersection in the area is CR 9/Harmony at the southwest corner of the H-P Fac i 1 i ty. Harmony Road and CR 9 border this property on the south and 4tilest, respective- ly. Harmony and CR. 9 are classified as arterials with the fol 1 ovii ng geometric=_. in this area: - Harmony Road - four lane divided highway (tt,lo lanes in each direction). It is also known as State H i ghv)ay 68. - County Road 9 - tttio lanes (one lane in each direction). It is paved north of Harmony Road and is. gravel south of Harmony Road. The Harmony., CR 9 intersection has tt�to-viay stop sign control 1 th Harmony Road receiving the right-of-way. The speed 1 • Cem AI.1-owl — _ .,,; I ' Di ;al l•,,�;!��s. � ' read 1'.d• I �� IL N I rsro 7.�� ..—"sa. �Illl I I .. -_H isos • ; BM4954 os it if \ i ,ar .'�kavel Pk r ti. • I II:H o. Radio Towers If II ILJJr--- f•\\ _t 1 -. 1- II II ir.e, 7'r'(+!r'r• lion % II r Cem . ( I I li r; �,l� " I � • BM4e74 ` it I if 5 11 Iq 0 1/i II•---�_I_• Z \\ II• n{... \\� J30 w� 1( II NDo N I Gravel Pits — HEWLETT... Is 499/ 521 .'FACILITY it (,_�.L ., I V1 Timnath BM4867 r48.3 �IIa1•nu,lty ...... rsII If Cem —. II I -HAR ONY fi( AD �U i 49r6 1498 + }i 4977 • l " ----- I� BM _- 482 1471 n II / t 1 gin•' '_'��•,—_=—__, n ` ..n`\`= 1) • III 1 JI 11 I I SITE LOCATION FIGURE 1 i� Ilimit on Harmony Road is. 55 mph and the speed limit on the paved portion of CP. 9 is 45 mph. Existing Traffic Daily traffic flow is shown in Figure 2. These volumes are directional, machine -counted approach volumes conducted by the Colorado Department of Highways in 1983. Also shown are counts performed by Larimer County in 1986. In addition to the daily count data, peak hour turning movements were obtained at Harmony/CP. 9 in May 1988 and at the H-P accesses. These counts are shown in Figure 3. All raw traffic count data is provided in Appendix. A. Existing Operation Using the traffic volumes shovin in Figure 3 and the existing geometric=_., the Harmony/CR 9 intersection operates unacceptably for minor street exits with stop sign control on CP. 9. Calculation forms are presented in Appendix B. Appendix C describes level of service for unsignalized and siona.lized intersections as defined in the 1985 Highway Capac i ty Manual . Since Harmony Road has. a wide median, vehicles exiting from CR 9 often cross the two lanes of traffic approaching from the left and utilize the median as a. refuge area. This requires making the maneuver in two steps, but requires an acceptable gap in only one direction at a time. When there are frequent left turns from Harmony Road to CP, 9, this two step maneuver cannot be done. The CR ?/H-P Acce=_.=. intersection operates acceptably with stop sign control. The Harmony Road/H-P Access intersection operates. unacceptably for. the left -turn exits. As with the Harmony/CR 9 intersection, these exits can be executed in a two step maneuver utilizing the wide median on Harmony Road. This two step maneuver is easiest when the loft -turn entrance=_• into this access are a.t a minimum, which is during the afternoon peak hour. III. PROPOSED DEVELOPMENT It is proposed that the existing H-P Facility be expanded by 308,000 square feet (one building) in the short range future and 752,000 square feet (three additional phases of development) in the long range future. A schematic of the site plan showing the proposed access points and expansion phasing is provided in Figure 4. One additional access is proposed to both Harmony Road and CR 9. The proposed access to Harmony Road is, in fact, existing but is currently not used. Traff i c signal warrants vii 1 1 be examined as a matter of course. Geometric requirements of accesses wi 1 l also 2 W Z � J W m 0 -91 7007 (1953) a� r- ,717 (1li�3) & ,4Z- I, 1�"�3) HARMONY Q N l RECENT DAILY TRAFFIC COUNTS FIGURE 2 oQ r- �a N cJ N � ro C� = o � 7-o/3� J � � 454/ I I 1 5 f— O/ b 10-7/5 t I o00/f�SZ I v 0 �T N 171/41 —� 81,o/b47 —} AM/PM -,7/17 -441,/1013 HARMONY I PEAK HOUR TRAFFIC COUNTS FIGURE 3 0 z m Q IL Z Y Q a w o N Cs Q C1 2 r' Ix COUNTY ROAD No. 9 SCHEMATIC OF SITE PLAN FIGURE 4 I ibe addressed. The first phase of the H-P Far_ i 1 i ty expansion will occur at the eastern portion of the site. In order to comprehensively assess the impacts. to CP, Harmony Road, and the key intersections, it is necessary to i nr_ 1 ude tr.aff i s from uses, v,1h i ch are l i ke l y to ex i s_.t i n the area. This would include the land primarily across Harmony to the south, across CR 9 to the v,ies_.t, and land to the southwest, tvah i ch has a current development proposal. As stated earlier, this land is currently in predominantly agr• i cul tur•al use. Since the only land use change proposal that has been put forward for the land to date is a development knov_!n as Wi 1 dvlood Farm, it was assumed that most of the land would remain in agricultural use for the short range analysis. However, for the long range, it was assumed that all the adjacent properties vaould be developed as indicated on the Fort Collins Zoning Map. This. viou 1 d appear to be a. conservative land use for this land. This expected development is reflected in the background traffic on Harmony Road and C'R 9. ' Trip Generation Trip generation is important in cons i der• i ng the impact of a development such as this upon the existing street system. A comp i 1 .at i on of trip generation information v'las_. prepared by the Institute of Transportation Engineers in 1976, updated in 1983, and vias used to project trips that viou 1 d be generated by some of the proposed uses at this site. The H-P Fac i 1 i ty vial. considered to be single 1 i gh t industrial use. Extensive use vtas_. made of data collected by Hev,11ett Packard regarding the arrival of employees between 6:00 AM and 6:00 PM during the v,ieek of January 26-29, 1988. This data is significant, since Het�,llett-Packard operates under a "flex -time" policy. Table 1 shows the expected trip generation for the H-P Facility on a daily and peak hour basis. The trip generation rates of the existing fac i 1 i ty vaere higher than those indicated in the ITE Trip Generation Manual. In the ensuing analyses, the higher trip generation rates vaer•e used. ITrip Distribution and Assignment The directional distribution of generated trips from the 1 H-P Facility vias determined based upon analysis of current and future population data provided by the Fort Collins Planning Department, r•ev i eva of other traffic studies_. in the area, and after discussions with H-P Staff. The trip distributions used are shown in Figure 5. 1 3 Table 1 Trip Generation Daily A.M. Peak P.M. Peak Land Use Trips Trip=. Trips Trips Trips in out in out Existing H-P Facility 546.6 KSF 45'00 570 90 130 480 Phase 1 - 19T0 308.0 KSF 2760 320 50 75 270 1 90 Total 7660 8?0 140 205 750 1 ?5 Phase 250.0 KSF 2240 260 40 60 220 2000 Phase 252.0 KSF 2260 260 40 60 220 2005 Phase 250 KSF 2240 260 40 60 220 Total 14400 1670 260 385 1410 Q AI SHORT RANGE Q AI LONG RANGE TRIP DISTRIBUTION FIGURE 5 ' 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 6 showas the peak hour tr• i p assignment with background traffic reflecting the Phase 1 short range future (1990) conditions. Figure 7 shows the peak hour trip ass.iQnment with background traffic reflecting the full development of the H-P Facility in the long range future (2010) conditions. Traffic Projections Traffic volumes are projected for various streets within the City of Fort Collins utilizing a tool known as the gravity model vihich considers future land use, population, 1 and employment locations. For 20 year projections, this gravity model output is the usual source for projections used in traffic impact studies. However, the last Traffic Flow Map provides projections for the year 2000. 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 knowjl edge of what has been occurring ' and vihat is. expected to occur in this area of Fort Col 1 i ns. Fi qure 8 shovis. the expected average daily traffic (ADT) for both Harmony Road and CR 9 in the year 1990. Figure 9 showi=_• the expected average daily traffic for the streets near this site in the year 2010 w0 th full expansion of the H-P Facility. Signal Warrants As. a matter of policy, traffic signals are not installed at any location unless vlarrants are met according to the 'I-Ianual on Uniform Traffic Control Devices." However, it is possible to determine whether traffic signal w,larrants will be met based upon estimated ADT, utilizing a chart show,ln in Appendix D, or the peak hour signal warrants also provided in Appendix D. Utilizing this chart and the volumes shown in Figures 6 and S, signals vli11 likely be viarranted at the Harmony Road/CR 9 intersection in the short range future. Using the volumes shot,.!n in Figure 7, signals w,li l l 1 i ke l y be waarr•anted at the two H-P accesses to Harmony Road. The volumes shown in Figure 7 assume a level of development on the south side of Harmony Road similar in size to the H-P Facility. Signals jai 11 not likely be warranted at the tv)o H-P accesses to CR 9. The volumes showtn in Figure 7 assume a level of development on the west side of CP, 9 similar in size to the H-P Facility. These two accesses w,iill be analyzed using stop sign control. I 0 0 m 6 U HEWLETT PACKARD FACILITY � o � N lZ0/100 00 o� L� N L O 505/1300 �_ 80/20 �— 5/10 - SZo/IZ�S 120/10 -� 11)0/45 ---/ 245/ In0 1Z00/5�5 1 1-15/150� 945/�SS —� U- N 0 Lf\ SHORT RANGE PEAK HOUR TRAFFIC 4 N �--- 50/ 1 O 5lo O/ I 1 OS HARMONY AM/PM FIGURE 6 cc o� o 6 40/Z20 NOM. 35/ zoo 40/ZZO wOM. � I r 35/ ZOO --x Ln O p\ O Nr N HEWLETT PACKARD FACILITY s 40/Z00 NOM. 45//240 40/ ZOO —1 I I 0 0". 45/ Z40 p O o LD o O �_ 355/ISO Lp 2 — -E0/20 s .• 79o/115 o I � 1205/lb45 1 13o/ V'ls J � a0/20 550/120 -� � � I Itv O 1445 / � I � 1040/ IIoS 17100/1070 I ZOO/200—� 00 13 It Z45/too—� Si'r '300f7S 9 �O LONG RANGE PEAK HOUR TRAFFIC Q N �,— t 00/25 � 12105/ 1405 '**, I / HARMONY Z Lp Lp AM/PM FIGURE 7 Fi F, I Q AI SHORT RANGE DAILY TRAFFIC PROJECTIONS FIGURE 8 LONG RANGE DAILY TRAFFIC PROJECTIONS NO WIN FIGURE 9 Signal Progression I Signal progression was evaluated prior to intersection operational analysis in order to evaluate whether signal would fit into a progression scheme along Harmony Roa.d. IThe technique used in the signal progression analysis vias a computer program called Signal Progression Analysis (SPAN) prepared by the University of Florida Transportation IResearch 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. IThe program inputs are: I _ Intersection location Cycle length - Phasing I _ Offsets Speed Any or all of these inputs can be changed iteratively in Iachieving the optimal progression. Harmony Road data for existing and expected _signalized I intersections vlas obtained from a number of conceptual plans and traffic studies in this area. The only sicinals that currently exist are at the Harmony/Lemay and the Harmony/ Timberline intersections. By including all of the I intersections listed below, it is not suggested that they all should be signalized. However, if they all were signalized, it would present a worst case scenario. The signal I progression on Harmony Road was analyzed based upon the fol 1 ovii ng cr- i ter i a: I _ Cycle length of 100-120 seconds. Practical speed of 38-45 mph. - Mainline (Harmony) G/C: Ratio Lemay G/C = 0.50 I McMurray G/C = 0.60 Timberline G/C = 0.50 Harmony Mobile Home Park G/C = 0.60 I 1,Ji 1 dwood Farm Access G/C = 0.60 County Road 9 G/C = 0.60 H-P t.%Iest Access G/C = 0.60 I H-P East Access G.'C = 0.60 County Road 7 G/C = 0.60 1 I ' - 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 Harmony. Appendix E shotfis a number of progression analyses at various cycle lengths and speeds. Analysis indicates that s.i gnal s at the two H-P accesses. along Harmony Road tali 1 1 not significantly reduce the through band on Harmony Road. Bandwidths along Harmony Road v1ill be less than that called for in the State Hi ghtatay Access_. Code, but are also controlled by existing intersection locations. It is concluded that the proposed H-P Facility access locations are at reasonable locations with regards to signal progression along Harmony Road considering all the other givens in the area. The above progression analyses are presented to show that signals can fit along Harmony Road. Design progression analysis must be conducted on a. regular basis reflecting change in land use, speed, and other variables. ' Operations Analysis Capacity analyses were performed on key intersections to determine hots,, each would operate in 1990 to i th the initial phase of expansion of Hewlett-Packard. Operations analyses t,,iere also performed on key intersections for year 2010 traffic and full development of the H-P Fac i 1 i ty, as .-jell as other assumed development in the area.. The initial capacity analyses were conducted on the Phase 1, short range (1990) traffic conditions as shot&ln in ' Figure 6. The analyses assumed the existing geometric conditions and the warranted signal control at the Harmony/CR 9 intersection. The results of these analyses are s_•hot,,in in Table 2. Backup calculation forms are provided in Appendix F. It can be seen that during the peak hours, the Harmony! OR 9 and OR 9/H-P Access intersections will operate acceptably. The tt,,lo H-P Accesses to Harmony Road will operate unacceptably with stop sign control. The critical movements are the left -turn exits from the H-P Facility. This is basically the way the Harmony./OR 9 intersection operates today. The recommended geometr• i cs are shown schematically in Figure 10. Since all the H-P Accesses have adequate width, right- and left -turn lanes should be striped 1 at the access approaches to both Harmony Road and OR 9. Auxiliary lanes should be constructed and striped on OR 9 at the H-P Access. Since the two accesses to Harmony Road wi 11 not warrant s i gnal i zat i on for a number of years, they will function with stop sign control. The East Access was evaluated for sight ' distance to the east due to a significant grade change near Table 2 1990 Peak Hour Operation Intersection Ah1 Harmony/CR 9 A Harmony/H-P West Access SB LT E SB RT A EB LT C Harmony/H-P East Access SC LT E SB RT A EB LT C CR ?/H-P Access WB LT B WB RT A SB LT A Tabl e 3 2010 Peak Hour Operation Intersection AM PP1 Harmony/CR 9 C: C Harmony/H-P West Access A B Harmony/ H-P East Access A C CR 9/H-P South Access WB LT E F WB RT/T D B EB LT E F EB RT/T C C SB LT C A NB LT B A CR 9/H-P North Access WB LT E F WB RT/T C C. EB LT E F EB RT/ T D A SB LT A A NB LT D A PM A F D C F D D A A A 1 1 Q N SCHEMATIC OF SHORT RANGE GEOMETRICS FIGURE 10 1 1 I 1 the east property line. Using the passenger car criteria, the sight distance from the East Access is 2260 feet to the east. Using the semi -trailer criteria, the sight distance from the East Access is 2300 feet. Both of these are in excess of the safe eight distances for 55 mph (current posted speed) . Capacity analyses vlere also conducted utilizing the year 2010 traffic as. shot.%in in Figure 7 . The results of these analyses are shown in Table 3. Backup calculation forms are provided in Appendix G. This analysis was conducted with Harmony Road at a 6 lane cross. section. The operation of the Harmony/CR 9 intersection and the two HarrnonyiH-P Access intersections are in the acceptable categories during the peak hours v,iith the 6 lane cross section on Harmony Road, specific intersection geometric improvements, and signal control. In order to achieve acceptable operation during the afternoon peak hour, double northbound left -turn lanes are required. This is due to the proposed Wildwood Farm and the assumed development south of Harmony Road. The tv,io accesses to CR 9 operate acceptably during the peak hours with stop sign control, except for the loft -turn exits from each access. Since signals will not be warranted, the best solution is to provide right- and loft -turn exit lanes. This v,till confine delays to only those vehicles desiring to turn left. A schematic of the long range geometrics is shown in Figure 11. The tvlo H-P Accesses_. to CP, 9 should have .auxiliary lanes built and striped on CR 9 as indicated in Figure 11. The H-P Fac i 1 i ty {'Master Plan shov,is an outer "ring road." This road v,iill function similarly to the "ring roads" that are incorporated into large shopping center designs. It v,+ill allow easy, convenient access to all parking areas and access points via an on -site road. This t,,lill minimize the impacts to the public street system v,1h i ch borders the H-P Fac i 1 i ty. It vii l l also allow H-P employees to easily utilize the access driveway which is most convenient for their given travel requirements. Accident Analysis The geometric changes at all the analyzed intersections and warranted signalization should reduce the accident ra.te. Separating the left turns from the through and right -turning traffic vaill decrease the potential for rear end accidents. The auxiliary lanes discussed above should remove right - turning and left -turning vehicles. from the through traffic stream and thus eliminate the likelihood of rear end accidents. 1 7 1 1 1 ' SCHEMATIC OF ' LONG RANGE GEOMETRICS FIGURE 11 1 I V . CONCLUS I ONS This study Assessed the impacts of the expansion of the H-P Facility on the existing street system in 1990 and 2010. The long range analyses assumed that other nearby develop- ments would also be in place in the general vicinity of the H-P Facility. As a result of this analysis, the following is concluded: - The phased expansion of the H-P Facility as proposed is feasible from a traffic engineering standpoint with specific improvements in the area. Full expansion of the H-P Facility as proposed will generate approximately 14,400 vehicle trips per day including the trips to/from the existing facility. - Current operation at the Harmony/CR 9 intersection is ' in unacceptable level of service categories during both peak hours for selected movements. There is little short of signal ization that k4ill help this situation. However, signals are not warranted at this location at the present ' time. The Harmony/H-P Access is also in unacceptable level of service categories for selected movements. The CR 9/H-P Access operates acceptably. 1 - Implementation of the H-P Facility - Phase 1 in the short range future can be handled on the street system with some improvements.. In the 19='0 short range future, left -turn exits from the H-P Facility accesses to Harmony Road will operate unacceptably due to the high level of peak hour traffic on Harmony Road. Left- and right -turn exit lanes should be provided at this access_.. Left -turn and right -turn deceleration lanes are vlar•r•anted on Harmony Road At the H-P accesses_.. Right -turn acceleration lanes are also required at these accesses. These Auxiliary lanes are already provided at these accesses. Auxiliary lanes (right - and loft -turn deceleration lanes) should also be provided on CR 9 at the H-P Access. The CR 9/H-P Access will operate acceptable' t,aith stop sign control. Signals will be warranted at the Harmony/CR 9 intersection by the year 1990. Ulith this signalization, the Harmony/CR 9 intersection will operate acceptably. - lJith full expansion of the H-P Facility in the long range future, signals will be warranted at the Harmony/H-P Access. intersections. These tvio intersections will operate acceptably tlii th si gnat i zat i on . The Harmony./CR 9 intersection will operate aceptabl>• with geometric_ improvements. By the year 2010, Harmony Road should have a 6 lane cross section. It is also recommended that double left -turn lanes be considered for northbound CR 9. 8 - Reasonable s.ifinal progression is possible along Harmony Road with the existing locations of the H-P Accesses. - In the long range future, the stop sign controlled intersections along CR 9 will operate acceptably, except for left -turning exits at the north access in the afternoon peak hour. There is little that can be done to improve this operation. It is recommended that loft -turn lanes be incorporated at the various accesses so that any delays experienced by the left turns will not delay the other ' exiting traffic. The on -Site ring road will provide good circulation within the H-P Facility minimizing the impacts to 1 the public street system. - With good design of the aforementioned geometric improvements to the various intersections, the accident rate ' should be at acceptable levels for urban conditions. I