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Home My WebLink AboutGATEWAY AT HARMONY ROAD PUD, 3RD FILING, LOTS 1 & 2, M & O TIRE AUTOMOTIVE - PRELIMINARY & FINAL - 1-88G - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDY U I 111 THE GATEWAY AT HARMONY ROAD ' SITE ACCESS STUDY FORT COLLINS, COLORADO I R 111 APRIL 1995 U UPrepared for: Paul Heffron 111 750 17th Street Boulder, CO 80302 , I Prepared by: MATTHEW J. DELICH, P.E. 3413 Banyan Avenue Loveland, CO 80538 Phone : ,303-669-2061 U EXECUTIVE SUMMARY s; The Gateway at Harmony Road is a proposed commercial development located west of South College Avenue and north of Harmony Road in Fort Collins , Colorado . This site access study involved the steps of trip generation, trip distribution, trip assignment, capacity analysis, traffic signal warrantt analysis , traffic signal progression analysis, and accident analysis . This study assessed the impacts of the continued development of the Gateway at Harmony Road on the short range (1997) and long range (2015) street system in the vicinity of the proposed development. As a result of this analysis , the following is concluded: - The completion of the Gateway at Harmony Road is feasible from a traffic engineering standpoint . The uses proposed and analyzed in this study will generate approximately 1930 trip ends daily. Not all of these will be new trips . Some will be pass-by trips already on the area streets as part of the background traffic . The M & 0 Autnotive use will generate 10-15 percent of the new traffic and the fast food restaurant will generate the remaining 85-90 percent. - Based upon current traffic volumes and existing geometries , the key intersections operate acceptably. Left-turns from Kensington Drive to College Avenue do experience some delays that are typical at stop sign controlled intersections along arterial. streets . - By 1997, given proposed continued development of the Gateway at Harmony Road and an increase in background. traffic , the Harmony/Mason signalized intersection will continue to operate acceptably . All other analyzed intersections wil. l operate acceptably, except for left-turn exits from Kensington to College during the weekday noon and afternoon peak hours . However, these movements do have alternative means of egress that operate acceptably. - By the long range future, with the development of the Gateway at Harmony Road as proposed/assumed and commercial development on the east side of College Avenue, a signal will be warranted at the College/Kensington intersection. This signal can fit into signal progression schemes along South College Avenue and is contained in the "South College Avenue Access Control Plan. " - By 2015 with the projected traffic volumes, South College Avenue will operate acceptably with the existing six lane cross section. The signalized intersections will operate acceptably . Other key intersections will operate acceptably . 111 I . • • - With proper traffic control and the recommended geometri.c.s , the accident rate should be minimal for. typical Urban conditions . The right-in access from College Avenue should be signed to deny exits . • • • a U I , U I I • U 1 • 1 • I I III 111 I . INTRODUCTION III This traffic impact study addresses the capacity, geometric , and control requirements at and near a proposed retail development known hereinafter as the Gateway at Harmony Road. It is located ill north of Harmony Road and west of South College Avenue in Fort Collins, Colorado . During the course of the analysis, numerous contacts were made II with the project planning consultant (Ripley Associates) , the owner (Paul Heffron) , and the Fort Collins Transportation Division. This study conforms with typical traffic impact study guidelines . The Nstudy involved the following steps : - Collect physical , traffic, and development data. - Perform trip generation, trip distribution, and trip III . assignment. - Determine peak hour traffic volumes . - Conduct capacity and operational level of service analyses on III - key intersections . Analyze signal warrants . - Analyze signal progression. - Analyze potential changes in accidents and safety 1111 considerations . III II . EXISTING CONDITTONS t- The location of the Gateway at Harmony Road is shown in Figure Ill 1 . Since the impact in the short range, as well as, the long range is of concern, it is important that a thorough understanding of the II existing conditions be presented. r Land Use 111 In the recent past, the City of Fort Collins has tended to grow predominantly to the south. The uses included in this study II will complete development in a block that contains a McDonald ' s Restaurant and a gas/lube store . The center of Fort Collins lies to the north of the Gateway at Harmony Road. 11 The adjacent land uses near the Gateway at Harmony Road are as follows : 1 ) to the west is the UBC lumber/building materials store; 2) to the north are a new/used car dealer and mini-storage; 3) to the east are a convenience/gas store and vacant parcels ; and 4) to the south is the Arbor Plaza Shopping Center. The topography in the area is essentially flat from a traffic operations perspective . 1111 It 1 I N. 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',BOURN 11 I.,..,c3,....:..,r.,,, • , .i.A tim g - ..,. •..,',,,..-71.....-.:, ;,...i ;i:.. 40. ., ' .. • ,--e x ;.?.,,: - il,..,....,,:, , ,„ .. ..„ NO SCALE 'Ili' .. • Figure 1 SITE LOCATION it MEI Roads The primary,- streets near the Gateway at Harmony Road are shown in Figure 2 . College Avenue (U. S . 287) borders the Gateway at Harmony Road on the east . It is a north-south street designated as a major arterial on the Fort Collins Master Street Plan. Its ' existing cross section has three 12 foot lanes in each direction . Center turn lanes exist at appropriate locations in the raised median. The posted speed limit is 40 mph on College Avenue in this area. Sight distance is generally not a problem. Currently, intersections along South College Avenue are signalized at Harmony Road, Troutman Parkway, Boardwalk Drive, Bockman Drive, and Horsetooth Road. It is expected that in the future, a signal may be warranted at the South College/Kensington intersection. Signal warrants at South College/Kensington will be addressed later in this report. This future signal is listed as a potential signal in the "South College Avenue Access Control Plan. " Harmony Road borders the Gateway at Harmony Road on the south. It, is an east-west street designated as an arterial on the Fort Collins Master Street P1an. East of College Avenue, Harmony Road is considered to be a major arterial . Harmony Road is currently a four lane street both east and west of South College Avenue . Mason Street is a two lane street located approximately 500 feet west of South College Avenue . It has signal control at Harmony Road. It acts as a recirculation street for this area of r" South College Avenue . Mason Street is posted at 30 mph. Kensington Drive connects South College Avenue to Mason Street. It is approximately 540 feet north of Harmony Road. The College/Kensington intersection is a stop sign controlled T- intersection. When properties on the east side of South College Avenue develop, it is expected that Kensington Drive will be. extended to the east. Existing111 1.11 Traffic ,;. Weekday morning, noon, and afternoon peak hour traffic data was obtained in 1995 at the Harmony/Mason, Mason/Kensington, and College/Kensington intersections, as well as at various accesses to the Gateway at Harmony Road site . The peak hour turning movements are shown in Figure 3 . All raw traffic data is presented in Appendix A. 1 Since the weekday peak hour counts were performed on different r= -~ days, traffic was balanced along Mason Street. This balanced peak hour traffic is shown in Figure 4 . It is noted that during traffic counting, some vehicles exited to College Avenue from the right-in only driveway. A "DO NOT 2 111 I 1 i 416, III N II Storage Auto I . Dealer 1 1111 1 ' KENSINGTON 1 0 0 I 1 111 1 1 111 Gas/Lube w z 0 I 0 co „ III -J < -J X 0 1 0 UBC .OM I=......IIMI 01 0 IIILumber -- 0 ••me vow no S.•0° III McDonald's Restaurant I i 1 00 HARMONY ® \ \ It : • co , • II , [ I. i iti PRIMARY STREETS Figure 2 oil 1 III I 1 4, R N N 1 NI to co u, N Pi,r) , 12 47 51 -R-19/43/56 c"co • 1 L. i 7/14/20 ® 8/5/3 II O KENSINGTON � P f r 26/27 17 8 16 12—� O 7/7/1—Th co,c, 30/54/36 \to O N \f.N7. f i n M O O III cv0 `:2 ,— C9 '\ CO F`'w, U Il COM CNI In ),I1,n_ — i c•"-Ln'. .\. /• " •I O\ �-- 1` 11 -20/40/18 r O 41�/2/2 I SITE " /—71/103/48 8.6 ` � 3._ ,�,,,o __., / / tN, , 0/2/0-"---- �� ,.., I 11/13/8 i o c.c.. __,.. , .r I O.-N 65 \O �1' ,__,..._,,---car... �C 77/110/120 "' ^ --382/367/912 N „el if 1.1/4 r-23/169/186 HARMONY 112/104/129-' ) f r I 814/406/522--P— d-N 100/104/135—� �� 0 &N I- , AM /, NOON / PM % I 1995 PEAK HOUR TRAFFIC Figure 3 . II I Alk II o N a in Fr tc4 NN in\ I 7`4720 4 19 �3 56 IN co"' Cs � O /� KENSINGTON ) f O j� f I 26 '_Thk !, 8/16/12--/ ) 4 III . , rn �� , 30/54/36—\ Lc, N N r7ci '. \� Op Z i. N jRin M\ 0 f J II < ~ O)NCV g7 d .,- N ® * N,� 18/%7i17 i SITE.�-022 1 N 69/102/52 i ...) 0 I7/6/4- ie ) 4 r:, p ..--,O f-- N FL \�1 0/2/0 N 1 10/12/12—„ -o� "\u3 N , `O t0 "1 IIr- \\\o\�, �74/113/110 ''L '^ 382/367/912 I1 L F-23/169/186 HARMONY I108/107/119--' ) 4 ( _ 814/406/52.2 A I 100/104/135--\ �� N cn to 0 IA N ': a , AM / NOON / PM i. ,_. 1995 BALANCED PEAK HOUR TRAFFIC Figure 4 11.: II !■S ENTER" or "NO EXIT" sign was not present at the driveway/parking lot intersection. It is recommended that appropriate signage be placed at this location. li +, Existing Operation IIUsing the traffic volumes shown in Figure 4 and the existing geometries, the intersections operate as indicated in Table 1 . 01 Calculation forms for these analyses are provided in Appendix B. Appendix C describes level of service for signalized and unsignalized intersections as provided in the 1985 Highwa Capacity a Manual . During the analyzed peak hours, the signalized Harmony/ Mason intersection operates at acceptable levels of service . Acceptable level of service is defined as level of service D or better. The College/Kensington intersection operates acceptably II with stop sign control , except for eastbound left turns from Kensington, which operate at level of service E during the weekday afternoon peak hours . During the traffic counting, it was noted II that many vehicles made this left turn in a two step maneuver, utilizing the wide median on College Avenue as a refuge area. There were a few vehicles that waited as much as 25-30 seconds for acceptable gap in the South,College Avenue traffic . Gaps in the Ian ; traffic are likely due to the signals north and south of this area . The levels of service shown in Table 1 are typical for minor left turns on arterial streets . The other key intersections operate 1 acceptably. III . PROPOSED DEVELOPMENT The Gateway at Harmony Road is a commercial development e Avenue in. located north of Harmony Road and west of South College II Fort Collins . It currently contains a McDonald' s Restaurant and a gas/lube/car wash. Figure 5 shows a schematic of the site plan of the Gateway at Harmony Road. The proposed uses will include II M & 0 Automotive and a drive-through fast food restaurant . The parking lot for the McDonald' s Restaurant will also be expanded, but this has no bearing on trip generation. The M & O Automotive II proposal is being submitted to the City on April 24, 1995 . The fast food restaurant proposal may be submitted to the City on May 22, 1995 . The proposed restaurant may be a Taco Cabana. Details on the Taco Cabana Restaurant were not available at the time of I preparation of this report. Therefore, a generic fast food restaurant was used in this analysis . This assumption should. provide a worst case condition regarding trip generation. The accesses are numbered for easy reference later in this report . II II 3 1 I TABLE 1 1 1995 Peak Hour Operation . V Level of Service IIIntersection AM NOON PM h, #1 Harmony/Mason (signal ) • C B C #2 Mason/UBC/Site (stop sign) [ • EB LT/T/RT A A A �..• WB LT/T/RT A B B 'II SB LT A A A ill NB LT A A A #3 Mason/Kensington (stop sign) WB LT A A B WB RT A A A SB LT - A A • A "#4 Kensington/Site (stop ;: sign) NB LT/RT A A A A A A WB LT j #5 College/Kensington (stop sign) EB LT D D E EB RT A A A A A A 4 NB LT It ,. :'F II- e Y*. Ir: CI 1 I ul�Y•.q t '' '.... • 1. liVH . , L.. 4- 1 / N NO SCALE KENSINGTON DRIVE 1 I 1 - -F-(7:1)— ._. CI - C5-1 ......_.............._....) 0 MI IMIIINIMMOD MO OR+ME M. 41.MD 11141.1 .11.1M O. \ 71 M I I 1\& 0 TIRES I I I\ , : 1 1_ Jiffy Lube I I 1 I 1 1 ' I W I... ....„.F, ______ LLI N...---- Z1 , FOOD 1M i i < LJJ LU I ( ) ( I 1 -JI I .. 0 0 44114/44.0410.4 1=1.4•14=414114 Mil SO 11144 Of 0 - 4 Oa 444 Oil=0 CO 11===4 1.1 0 11.14=144 MI 1.1................,.... 1 DI v./1 1 / I McDonald's 1 1 ,- ... ... us 11414=I 0 0 II=0 OM 1.4.414.4.4 MS 0 144 11•4 OW 111.4444111•••4.4..........0 0=4=4/ } I __ HARMONY ROAD -ITE PLAN Figure 5 1. ,,•=i'l,„ S � a .ter,- : 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 was prepared by the Institute of Transportation Engineers and is presented in Trip:_Generation, 5th Edition. This document was used to project trips that would be generated by the proposed uses at this site . , a Table 2 shows the expected trip generation on a weekday and a HiJ weekday peak hour basis . Trip Distribution Directional distributions were determined for the Gateway at Harmony Road. This distribution used residential use (dwelling units) as the production variable in the gravity model . Future r, year ( 1997 and 2015) information was obtained from data supplied $s" by the Fort Collins Planning Department and the Fort Collins Transportation Division. Two trip distributions were developed, one for M & 0 Automotive,, and one for the fast food restaurant. Small differences in the trip distribution were due to the proximity of some similar uses. The trip distributions used in subsequent analyses are shown in Figure 6 . 4 " Several land use generators such as shopping centers, drive- in (fast food) restaurants, service stations, convenience markets , and other support services (banks, etc . ) capture trips from the normal traffic passing-by the site . For many of these trips, the stop at the site is a secondary part of a linked trip such as from work to shopping center to home. In all of these cases, the driveway volumes at the site are higher than the actual amount of �4F traffic added to the adjacent street system, since some of the site generated traffic was already counted in the adjacent street. # `. traffic . Pass-by, assumptions were.: - Fast Food - 50% t - The directional split was based upon the current counts . 1This pass-by factor was obtained by averaging pass-by factors from the following sources : 1 . Transportation Engineering Design Standards, City of Lakewood, June 1985 . mew: 2 . Development and Application of Trip Generation Rates, FHWA/ USDOT, January 1985 . 3 . "A Methodology for Consideration of Pass-by Trips in Traffic Impact Analyses for Shopping Centers, " Smith, S . , ITE Journal , . .. P Y August 1986, Pg. 37 . 4. Trip Generation, 5th Edition, ITE, 1987 . 5 . Data from McDonald' s Corporation. 4 111 ITABLE 1 Trip Generation Daily AM Peak Noon Peak PM Peak I Land Use Trips Trips Trips in out Trips Trips Trips Trips in out in ou I. ii M & 0 Automotive 230 4872 S.F. 10 8 11 11 15 15 II Fast Food Rest. 1700 76 2700 S.F. 73 65 60 51 47 Total 1930 86 81 76 71 66 62 III I ,.... I - I I I I I I III I I I K Lo . N ll . 1 M T o o W NO SCALE KENSINGTON DRIVE `~' Z WWLI 0� W LU Z fill[- 3 -I CD pi, _ _ . t---------4 0 . < . i • 2 CA:::1_, 3 1- 1r5%-2 O CO 15 -20� i HARMONY ROAD o l Z II „.... to M it O TIRE 1111 II 4. Ls, K • o N I M II . K' in in ? NO SCALE o KENSINGTO111 . , 1— , N DRIVEN Z W „, ; . k oil aci 0 111 Z �� u) C _ .. uu O I 0 _______., u) 1 < 2 EL_j____.1 0 x la - 20%-25% _____ 0 HARMONY ROAD 0! K3 o LP 7 '' Y J O FAST FOOD TRIP DISTRIBUTION Figure 6 III IIIThe procedure used to account for both pass-by traffic and primary destination traffic is as follows : Estimate the trip generation rate as is currently done and determine the total number of trips forecast to occur, based on the size of the development. Estimate the percentage of pass-by trips, and split the total number of trips into two components, one for pass-by trips and IIIIII one for new trips . - Estimate the trip distributions for the two individual components . The distribution of pass-by trips must reflect the predominant commuting directions on adjacent and nearby roadway facilities . Most peak period pass-by trips are an III intermediate link in a work trip. Conduct two separate trip assignments, one for pass-by trips and one for new trips . The distribution for pass-by trips - will require that trips be subtracted from some intersection approaches and added back to others . Typically, this will involve reducing through-roadway volumes and increasing certain turning movements . Combine the assigned trips to yield the total link loadings, and proceed with capacity analysis as normally done . IIITri Assignment P ::: 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 7 shows the assignment of the M & O Automotive generated peak hour trips . Figure 8 shows the fast food restaurant peak hour trips . Figure { 8 includes both the assigned trips and the pass-by trips . Figure i ._ 9 shows the morning, noon, and afternoon weekday peak hour traffic MI III plus background traffic in the short range future ( 1997) . Background traffic on College Avenue, Harmony Road, and Mason Street for 1997 was determined by factoring the 1995 traffic by 2 . 0 percent per year. This factor was determined based upon historic rtraffic growth and information contained in the "North Front Pan.ge 61 Regional Transportation Plan, " October 1994 . Figure 10 shows the morning, noon, and afternoon weekday peak hour traffic in the long range future (2015) . Background traffic for the year 2015 was determined using other traffic studies for projects in this area. � ._ and the "North Front Range Regional Transportation Plan. " For the III long range future, the property to the east of college Avenue was assumed to be developed with commercial uses . The College/ Kensington intersection will not be the only access to this area.. III The forecasts shown in Figure 10 give a reasonable representation of nearby development. When actual development proposals are put. forth for these properties , additional traffic studies should be III performed. 5 III U II 1 , At, g N \ I \ —1/1/2 'f\' 141, N ® /-5/6/8 KENSINGTON d ® III O 1/1/2--\ ( 2/4/5 �_ 2/2/3 wOA \d N I 1 ..... W /r—3/4/6 1 SITE 1 • ._.. / 131(9 V 1 M '-Z N 1I f 2/2/3 HARMONY 2/2/3_)14 0 z AM / NOON / PM ;,,. • M & 0 AUTOMOTIVE SITE GENERATED TRAFFIC Figure 7 1114- N Ill ® KENSINGTON Z re21/18/14 16/13/11--,, pi M rn n IL-8/6/4 /i "".` W 1111 L. /r-30/25/20 ( SITE 1 re _O Ien to C \ 1 •''.-, M \---29/25/19 HARMONY 15/12/10-' 4 O AM / NOON / PM I FAST FOOD RESTAURANT SITE GENERATED TRAFFIC Figure 8 I I 4. .:` o N m, co . 0 �'; M Dui I c d-\ \CV \O c" --15/50/55 -"--20/\f r __,, , r 45/60 rCOi- 10 15 20 f, L f— / / O / 15/15/15 KENSINGTON ° 1 30/30/20- - 3 35/40/35 O 50/80/55—� toy o 00 00 �\ \N7 \.- to o N\ F r, N to "'►� Lo W co r Z al_I 44 g F Q ,,,.. V III to co ca to ` �o N -5//55 I SITE 1 ® o 1 L ,-105/135/80 ••...., __..0 i 1 =NNW - ...hill00.°11) C) N4) t r 10/10/5-� O in , 5/5/5-/ to N\ 1 Nc.:._. 10/15/15-m. 1.0 c'.....-, t�tnr. N O N- . o 0 co 0 Lc)) il roN � �� \--105/140/135 kc',. „ cr,in c, to a' -.a---390 375/940 1 l_ �--25/175/195 . i HARMONY 130/125/135 ) t re 840/415/535--— o N n 105/110/140—\ �� V to o to O ro co ' N N 111 AM / NOON / PM Rounded to the Nearest 5 Vehicles. SHORT RANGE PEAK HOUR TRAFFIC Figure 9 i I 34- N N 01 o �r 0 �o 000 \Pi c3 o\oo O `c\no o o o -80/130/110 25/60/70 20/45/60 "' '� �--NOM. 4 .--- '47 . 20/30/40 ® 15/15/15 II 60/115/120. b /� /`� KENSINGTON . ��/� O f r 30 30 20--.- r 3 10/10/5 I 50/60/60 ) t r 111 oo oo NOM.—� o00 c M 0 60/90/70=� �� ?Qo III ^� to W ��o 0 2 . CO —J ..., J U I Lario-) N ' 'nnL- I . o " U, oP \L--30/45/25 / ‘, N , 5/5/5 t SITE ) O r-105/135/80 IINEINIENEO°") ° 111 10/10/5—i tor J; oo\ 5/5/5 I 10/15/15--, Lo N N ' O O O to N 0 0 •125/170/165 °DOD -.--570/550/1350 30/220/240 .] b if-- HARAAONY 160/155/170 ) f r III 1200/600/770--. R. o 130/135/175- \ zc T o in to OOI N O Il g t 7 N 111 AM / NOON / PM Rounded to the Nearest •5 Vehicles. 111 LONG RANGE PEAK HOUR TRAFFIC Figure 10 I I 4 IV. TRAFFIC IMPACTS AND ANALYSIS f MI Signal Warrants PS i'1' 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 . The "South College Avenue Access (. Control Plan" indicates that the College/Kensington intersection ll is a potential signalized intersection. Due to the recirculation provided by Mason Street, not many left turns are made from Kensington Drive . However, if a signal were placed there, it is 01 likely that there would be a number of minor street left turns . The short range analysis utilized the existing stop sign control . The long range analysis assumed signal control and the extension `.. of Kensington Drive to the east. Signal Progression 111 Signal progressionwas not evaluated since the only signal that is expected is at the College/Kensington intersection. Appendix D contains a , copy of the signal progression from the "South College Avenue Access Control Study. " This analysis indicates that a signal at this intersection will not negatively impact the progression along College Avenue . III Operation Analysis PI Capacity analyses were performed on the key intersections which provide access to the Gateway at Harmony Road for both the short range (1997) and long range (2015) traffic conditions . 11 Using the traffic volumes shown in. Figure 9, the intersections operate in the short range time period as indicated in Table 3 . 01 \ Calculation forms for these analyses are provided in Appendix E. With existing geometrics on the public streets, the key intersections operate acceptably, except for the left-turn exits from Kensington to College during the weekday noon and afternoon peak hours . According to the analysis technique, this left-turn operates at level of service E. No geometric improvements are required in the short range future. PIThere are times when the southbound traffic at the Harmony/ Mason intersection extends to/through the UBC and site drivewa.y II intersection. There is little that can be done to eliminate this . The driveways currently exist and are not likely to be eliminated. lig Due to the low vehicular activity at the UBC driveway, no serious problems were observed. A higher trip intensive use on the UBC 01 site could present operational concerns .. 6 li / N.: II PI TABLE 3 p Short Range Peak Hour Operation Level of Service NIntersection AM NOON PM #1 Harmony/Mason (signal ) C B C II #2 Mason/UBC/Site (stop sign) EB LT/T/RT A A A WB LT/T/RT A C C N SB LT A A A NB LT A A A PI #3. Mason/Kensington (stop sign) WB LT A A B WB RT A A A SB LT A A A #4 Kensington/Site (stop sign) NB LT/RT A A , A PIWB LT A A A #5 College/Kensington (stop sign) 11 EB LT D E E EB RT A A A NB LT A A A II II r PI . 11 , PI . II II , . I 111 Using the traffic volumes shown in Figure 10, the intersections operate in the long range condition time period as indicated in Table 4. Calculation forms for these analyses are II provided in Appendix F. The Harmony/Mason and College/Kensington signalized intersections operate acceptably during the analyzed peak hours . The stop sign controlled intersections will operate acceptably. As mentioned earlier, southbound traffic at the PI Harmony/Mason intersection will extend through the UBC driveway 1 and site access driveway. Geometric improvements do not appear to 111 be practical given the finished curb and gutter. If the UBC site redevelops in the future, an additional lane on the west side of the north leg of Mason Street should be considered. The College/ Kensington signal should be timed to have minimal green time for Kensington Drive . The amount of Kensington green time will likely IN be governed by the volumes on the east leg. While the analysis of the College/Kensington intersection included site generated plus PI modest background traffic on the west leg of Kensington Drive, there is considerable excess operational capacity available. The Kensington Drive traffic could increase considerably with little negative impact to the College Avenue operation. The analysis of III the Harmony/Mason signalized intersection shows all movement during a single north/south pha 'e . If monitored volumes on Mason Street and Harmony Road increase to levels that warrant north/south left- turn phases, then geometric requirements should be evaluated. II Right-turn lanes on one or more legs would improve the operation significantly. U 1. Accident Analysis II The recommended control devices and geometries should minimize vehicular conflicts and maximize vehicle separation. Therefore, the accident rate should be at its minimum for a typical urban II condition. The right-in access to the site from College Avenue (intersection 6) should be signed to deny exits at this location. II r V. CONCLUSIONS 1, 01 This study assessed the impacts of the continued development of the Gateway at Harmony Road on the short range ( 1997) and long range (2015) street system in the vicinity of the proposed development. As 'a result of this analysis, the following is ll concluded: i - The completion of the Gateway at Harmony Road is feasible Itfrom a traffic engineering standpoint. The uses proposed and analyzed in this study will generate approximately 1930 trip ends y daily. Not all of these will be new trips . Some will be pass-by li trips already on the area streets as part of the background traffic . The M & 0 Automotive use will genera-tile 10-15 percent of 7 0 1 Ill 4 pTABLE 4 IIILong Range Peak Hour Operation Level of Service 111 Intersection AM NOON PM #1 Harmony/Mason (signal ) C C C II #2 Mason/UBC/Site (stop sign) EB LT/T/RT A A B III WB LT/T/RT B D D SB LT A A A NB LT A A A U #3 Mason/Kensington (stop sign) WB LT A B C WB RT A A A 111 SB LT A A A x #4 Kensington/Site (stop sign) A NB LT/RT - A A li WB LT A A A #5 College/Kensington (signal ) B B B 111 I U 111 I -,. I p the new traffic and the fast food restaurant will generate the remaining 85-90 percent. - Based upon current traffic volumes and existing geometrics, the key intersections operate acceptably. Left-turns from Kensington Drive to College Avenue do experience some delays that are typical at stop sign controlled intersections along arterial streets . - By 1997, given proposed continued development of the Gateway at Harmony Road and an increase in background traffic , the Harmony/Mason signalized intersection will continue to operate acceptably. All other analyzed intersections will operate acceptably, except for left-turn exits from Kensington to College uf - during the weekday noon and afternoon peak hours . However, these movements do have alternative means of egress that operate acceptably. - By the long range future, with the development of the Gateway at Harmony Road as proposed/assumed and commercial Fvair. development on the easts,„side of College Avenue, a signal will be warrantedJat the College/Kensington intersection. This signal can fit into signal progression schemes along South College Avenue and is contained in the "South College Avenue Access Control Plan. " w - By 2015 with the projected traffic volumes, South College Avenue will operate acceptably with the existing six lane cross section. The signalized intersections will operate acceptably. Other key intersections will operate acceptably. - With proper traffic control and the recommended geometrics, the accident rate should be minimal for typical urban conditions . The right-in access from College Avenue should be signed to deny exits . 1 r 0.,. I' ,C kFA ' 8 I..rr t:='M n.