HomeMy WebLinkAboutWILLOX FARM - PDP220008 - SUBMITTAL DOCUMENTS - ROUND 2 - TRAFFIC STUDYWILLOX FARM| TRAFFIC IMPACT STUDY
CITY OF FORT COLLINS
Rollins Consult LLC
Prepared for:
Arbor Capital Group
Traffic Impact Study
Willox Farm
August 29, 2022
First Submittal May 24, 2022
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Table of Contents
Page
1 Introduction …….…..…………………………………………………………...…….4
2 Existing Conditions …….………………………………………..…..……………...8
3 Project Travel Demand……………………………………………………..……….15
4 Future Traffic Projections…………………………………………..……………....17
5 Site Design and Auxiliary Lane ........……………...……………...………………20
6 Traffic Impact Analysis…….......................…………….…………..……………..21
7 Railroad Crossing Basic Analysis....................................................................23
8 Pedestrian and Bicycle Conditions..................................................................30
9 Conclusions………………………………………………………….………………..32
Appendices……….…………………………………………………………………….…33
Appendix A: Traffic Count and Speed Data
Appendix B: LCUASS Left-Turn and Right-Turn Warrants
Appendix C: Level of Service Worksheets
Appendix D: RR Crossing Inventory Data
Appendix E: FRA Accident Prediction Report
Appendix F: Guidelines for Active Warning Devices
Appendix G: Pedestrian Area
List of Figures
1 Project Location….……..……………...…………………………………….....……..5
2 Project Site Plan……..…………………………………………………………………6
3 Recent Peak Hour Traffic ….....…..…………………………………….….....…..…9
4 Existing Intersection Configurations ……………..………………….…….…….10
5 Project Trip .....................…....………………………………..…………………….16
6 Background Traffic 2025……...…………………………………...………...……..18
7 Total Traffic 2025 …………...………………...……………………………..………19
8 Willox Lane Railroad Crossing.........................................................................24
9 Sight Distance Elements at Passive Crossing .....……………………..………26
10 Corner Sight Distance of Existing House Eastbound Willox........................27
11 Current Vegetation Blocking Eastbound Sight Distance .............................28
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List of Tables
1 Fort Collins Motor Vehicle LOS Standards…………………………………..…..11
2 Unsignalized Level of Service Definitions ……...…………….…………...…....12
3 Signalized Intersection Level of Service Definitions .................................... 13
4 Recent Weekday Peak Hour Intersection Level of Service………..…….…....14
5 Estimated Project Trip Generation …………………………………….………....15
6 Future 2025 Intersection Level of Service…………………………………….....22
7 Pedestrian Level of Service.......................…………………………………….....31
8 Bicycle Level of Service....................................................................................31
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1 INTRODUCTION
This report documents the results of a study to evaluate the potential traffic impacts of
the proposed Willox Farm residential project in the City of Fort Collins, Colorado. Rollins
Consult LLC conducted the study as required by the City for the application associated
with the proposed project.
PROJECT DESCRIPTION
The Willox Farm is in the City of Fort Collins, at 700 Willox Lane. The site is south of
Willox Lane and west of College Avenue. The site is currently undeveloped land. This
Project will allow for 65 residential dwellings. The project site is comprised of
approximately 18 acres. Figure 1 illustrates the project location and study area. The
site plan is depicted on Figure 2.
The Willox Farm project proposes the following land uses and transportation elements:
• Housing for 65 single family dwellings.
• There is a connection to Willox Lane. A future connection to the property west of
the site is planned for.
• There is a planned pedestrian/bicycle trail connection to Soft Gold Park.
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Figure 1 – Project Location
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Figure 2 - Project Site Plan
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STUDY SCOPE
The scope of work for this study was developed with input from City staff. The scope of
the traffic impact study for the Willox Farm will present the potential traffic conditions at
the following two intersections:
• College Avenue and Willox Lane
• Project Access and Willox Lane
This study will focus on the build out of the development looking at the short range future
year of 2025. The analysis of future year traffic forecasts is based on projected
conditions both with and without the addition of the project traffic. The following
transportation scenarios were analyzed for the AM and PM peak hours:
• Existing Conditions – The analysis of existing traffic conditions provides a basis
for the remainder of the study. The existing transportation system is described.
• Project Travel Demand – The traffic generated by the project will be estimated,
distributed, and assigned to the transportation network.
• 2025 Background Conditions – Future traffic conditions are projected without
the proposed for the future year 2025. The recent traffic data will be factored
upward to account for overall growth in the study area.
• 2025 Total Future Conditions – The traffic associated with the Project will be
projected and added to the Background traffic. The intersection operations will
be determined.
The City also requested the analysis of the existing Union Pacific railroad crossing
located east of the site. This will include an evaluation of the existing conditions, a
review of any crash data at the crossing, and suggested crossing improvements.
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2 EXISTING CONDITIONS
The transportation system has numerous elements that are described in this chapter.
The roadway network identified for this study is described and traffic volume information
is presented for the study intersections and Willox Lane.
ADJACENT LAND USE
North and west of the project are agricultural, rural residential, and industrial use. To the
east of the site is residential and south of the site is the Soft Gold Park.
TRANSPORTATION NETWORK
The primary roadways that serve the Project site are described below. Roadway
designations were provided in the Fort Collins Transportation Master Plan, March 31,
2020.
Roadway Network
College Avenue – This is a four-lane north-south arterial and state highway (US 287)
that serves Fort Collins and adjacent jurisdictions. There are sidewalks and bicycle
lanes on both sides of College Avenue. The speed limit is posted at 40 mph.
Transfort provides service with Routes 8 and 81. They provide service between the
Downtown Transit Center and Terry Lake Road/Poudre Valley Mobile Home Park
(north on College Avenue). There are stops at Willox Lane.
Willox Lane – This road is a two-lane east-west facility. Most of Willox Lane west of
College Avenue is an unimproved county road. Where development has occurred,
there are sidewalks (adjacent to the Revive residential development). East of College
Avenue, Willox Lane has been improved with sidewalks and bike lanes on both sides.
Near the project site, the speed limit is posted at 40 mph. This is reduced at the Union
Pacific railroad crossing to 30 mph. Willox is identified as a two-lane Arterial. There is
a narrow shoulder. Bicycles share the roadway with vehicles.
EXISTING TRAFFIC CONDITIONS
Recent intersection operations were evaluated for both the morning and evening peak
hours. Intersection count data at College Avenue and Willox Lane was collected in
September of 2021. Daily traffic counts were performed in May of 2022 just to the east
of the railroad crossing. The resulting peak hour turning movements and daily volumes
are provided on Figure 3. The data collection data is provided in Appendix A. The
current lane configurations of the study intersection are shown on Figure 4.
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Figure 3 – Recent Peak Hour Traffic
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Figure 4 – Existing Intersection Configurations
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Intersection Level of Service Analysis Methodologies
Transportation professionals evaluate intersections to determine how they are currently
operating and will operate in the future. The methods employed can be found in the
Transportation Research Board’s, 6th Edition, 2016 Highway Capacity Manual (HCM).
Level of service (LOS) is based on a “graded” system from LOS A, very little to no
delays, to LOS F which represents excessive delays and congestion.
The City of Fort Collins has established guidelines for acceptable intersection
operations. These are provided within the Larimer County Urban Area Street Standards
(LCUASS), originally adopted January 2, 2001, with updates effective September 19,
2016. The guidelines are provided in Table 1.
Table 1
Fort Collins (GMA and City Limits)
Motor Vehicle LOS Standards (Intersections)
Unsignalized Intersection
Peak hour levels of motor vehicle delay at unsignalized intersections were estimated
using the method from Chapter 17 of the 2016 Highway Capacity Manual. The LOS for
the entire intersection and each of the constrained movements are reported. Table 2
summarizes the relationship between average control delay per vehicle and LOS for
unsignalized intersections.
Chapter 4 ± TRANSPORTATION IMPACT STUDY
Section 4.5 Project Impacts
Larimer County Urban Area Street Standards ± Repealed and Reenacted April 1, 2007 Page 4-27
Adopted by Larimer County, City of Loveland, City of Fort Collins
Table 4-2
Loveland (GMA and City Limits)
Motor Vehicle LOS Standards (Intersections)
Intersection
Component
Major
Intersection1
Minor
Intersection2
Driveway
Overall (City
Limits)
LOS C LOS C No Limit
Overall (GMAs) LOS D LOS D No Limit
Any Leg LOS D LOS E No Limit
Any Movement LOS E LOS F No Limit
1 Includes all signalized and unsignalized arterial/arterial and arterial/ major
collector intersections.
2 Includes all unsignalized intersections (except major intersections) and high
volume driveways
3 There are no LOS standards for I-25 Interchanges.
4 On State Highways, overall LOS D is acceptable.
Table 4-3
Fort Collins (GMA and City Limits)
Motor Vehicle LOS Standards (Intersections)
Overall Any
Approach leg
Any
Movement
Signalized
D1 E E2
Unsignalized
Arterial / Arterial
Collector / Collector
E3 F4
Unsignalized
Arterial / Collector
Arterial / Local
Collector / Local
Local / Local
D3 F4
Roundabout E 3,5 E54 E5
1 In mixed use district including downtown as defined by structure plan, overall LOS
E is acceptable
2 Applicable with at least 5% of total entering volume
3 Use weighted average to identify overall delay
4 Mitigation may be required
5 Apply unsignalized delay value thresholds to determine LOS
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Table 2 Unsignalized Intersection Level of Service Definitions
Level of
Service
Average Control
Delay Per Vehicle
(Seconds) Description
A £10.0 No delay for stop-controlled approaches.
B 10.0 and £15.0 Operations with minor delays.
C >15.0 and £25.0 Operations with moderate delays.
D >25.0 and £35.0 Operations with increasingly unacceptable
delays.
E >35.0 and £50.0 Operations with high delays, and long queues.
F >50.0
Operations with extreme congestion, and with
very high delays and long queues unacceptable
to most drivers.
Source: Transportation Research Board, Highway Capacity Manual, 2016.
Signalized Intersections
Peak hour levels of motor vehicle delay at signalized intersections were estimated using
methods provided in Transportation Research Board’s 2010 Highway Capacity Manual.
This operations analysis method uses various intersection characteristics (such as traffic
volumes, lane geometry, and signal phasing) to estimate the average control delay
experienced by motorists traveling through an intersection. Control delay incorporates
delay associated with deceleration, acceleration, stopping, and moving up in the queue
Table 3 summarizes the relationship between average control delay per vehicle and
LOS for signalized intersections.
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Table 3 Signalized Intersection Level of Service Definitions
Level of
Service
Average Control
Delay Per
Vehicle
(Seconds) Description
A £10.0
Free Flow or Insignificant Delays: Operations with very low
delay, when signal progression is extremely favorable and
most vehicles arrive during the green light phase. Most
vehicles do not stop at all.
B >10.0 and £20.0
Stable Operation or Minimal Delays: Generally, occurs with
good signal progression and/or short cycle lengths. More
vehicles stop than with LOS A, causing higher levels of
average delay. An occasional approach phase is fully
utilized.
C >20.0 and £35.0
Stable Operation or Acceptable Delays: Higher delays
resulting from fair signal progression and/or longer cycle
lengths. Drivers begin having to wait through more than one
red light. Most drivers feel somewhat restricted.
D >35.0 and £55.0
Approaching Unstable or Tolerable Delays: Influence of
congestion becomes more noticeable. Longer delays result
from unfavorable signal progression, long cycle lengths, or
high volume to capacity ratios. Many vehicles stop. Drivers
may have to wait through more than one red light. Queues
may develop, but dissipate rapidly, without excessive
delays.
E >55.0 and £80.0
Unstable Operation or Significant Delays: Considered to be
the limit of acceptable delay. High delays indicate poor
signal progression, long cycle lengths and high volume to
capacity ratios. Individual cycle failures are frequent
occurrences. Vehicles may wait through several signal
cycles. Long queues form upstream from intersection.
F >80.0
Forced Flow or Excessive Delays: Occurs with
oversaturation when flows exceed the intersection capacity.
Represents jammed conditions. Many cycle failures.
Queues may block upstream intersections.
Source: Transportation Research Board, Highway Capacity Manual, 2016.
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Existing Intersection Conditions
Using the HCM methodology, the weekday AM and PM peak hour intersection
operations were determined. The results are summarized in Table 4. As indicated in
the table, the intersection at College Avenue at Willox Lane is currently operating at
acceptable levels of service.
Table 4 Recent Weekday Peak-Hour Intersection Level of Service
# Intersection
Overall
Movement AM Peak PM Peak
1 College Ave at Willox Ln
Signal
Overall B C
EB LT C C
EB T D D
EB RT D C
WB LT C C
WB T D D
WB RT D D
NB LT A B
NB T A B
NB RT A B
SB LT A B
SB T B B
SB RT A B
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3 PROJECT TRAVEL DEMAND
This chapter provides an overview of the project and a description of the travel demand
methodology to estimate vehicle trip generation, distribution, and assignment of project-
generated traffic along area roadways and intersections.
PROJECT CHARACTERISTICS
The proposed Willox Farm allows for 65 single family dwellings. Figure 2 depicts the site
plan.
• Detached sidewalks will be provided throughout the site. The internal roadways
have been designed to accommodate the project traffic.
• A bicycle and pedestrian connection will be provided from the south side of the
project to Soft Gold Park.
• A street is provided on the west side of the site to connect with future
development.
PROJECT TRIP GENERATION
The trip generation characteristics of the project were estimated using data from the
Institute of Transportation Engineers (ITE) Trip Generation Manual, 11th Edition. Table 5
provides the trip generation estimated for the project. As indicated in the table, the full
buildout of the Project is estimated to generate approximately 680 daily trips, 50
morning, and 66 evening peak hour trips.
Table 5 – Estimated Project Trip Generation
11th Edition ITE Trip Generation Manual
PROJECT TRIP DISTRIBUTION | ASSIGNMENT
The distribution of the project traffic onto the roadway system was based on
existing/future travel patterns, land uses in the area, consideration of trip
attractions/productions in the area, and engineering judgment. The overall project trip
distribution, illustrated on Figure 5, is 65% on College Avenue south, 10% on College
IN Out Total IN Out Total
Single Family 210 65 679 13 37 50 42 25 66
Lane Use Elements Project Trip Generation
Land Use Land Use
Code
Size
Dwellings Daily AM PM
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Avenue north, 10 % on Willox Lane west, and 15% on Willox Lane east. The resulting
Project assigned peak hour traffic volumes are shown on Figure 5.
Figure 5 – Project Traffic
##% = Distribution
10% 15% 65% 10%
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4 FUTURE TRAFFIC PROJECTIONS
Estimates of future traffic conditions both with and without the proposed project were
necessary to evaluate the potential impact of Willox Farm on the local street system. The
background base traffic scenario represents future traffic conditions without the addition
of the project, while the total scenario represents future traffic conditions with the
completion of the proposed Willox Farm. The short range future year of 2025 was
analyzed. The development of these future traffic scenarios is described in this chapter.
BACKGROUND 2025 TRAFFIC PROJECTIONS
The background traffic projections reflect growth in traffic from ambient growth and
approved projects in the area. The ambient growth reflects additional traffic due to
regional growth both in and outside of the study area. No information was provided on
nearby projects. The background traffic at the existing study intersections was factored
by 2% per year to reflect overall growth in the area.
The resulting Background 2025 traffic projections for the study intersections are provided
on Figure 6.
2025 TOTAL TRAFFIC PROJECTIONS
The total traffic projections include both the background plus project traffic. The project-
generated traffic volumes from Figure 5 were added to the 2025 background traffic
volumes illustrated on Figure 6 to develop background plus project peak hour traffic
volumes. The resulting 2025 total traffic is depicted on Figure 7.
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Figure 6 – Background Traffic 2025
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Figure 7 –Total Traffic 2025
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5 SITE DESIGN AND AUXILIARY LANES
SITE DESIGN
The Willox Farm was designed with a modified grid roadway network.
AUXILIARY LANES
An analysis was conducted to determine the need for auxiliary right-turn and left-turn
lanes on the adjacent roadways at the project access locations and study intersections.
The criteria for auxiliary lanes are based on the LCUASS guidelines. The warrants for
the left and right turn lanes are provided in Appendix B.
Based on the City’s criteria:
• A westbound left-turn lane will be warranted on Willox Lane at the project access
street.
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6 TRAFFIC IMPACT ANALYSIS
This chapter presents an analysis of the potential impacts of the traffic generated by the
proposed Willox Farm on the local street system. The analysis compares the projected
levels of service at each study intersection under future background and total conditions
to estimate the incremental increase in the delay caused by the proposed project. This
provides the information needed to assess the potential impact of the project using the
significance criteria.
SIGNIFICANT TRAFFIC IMPACT CRITERIA
Threshold criteria were applied to determine if the growth in traffic due to regional growth
or the proposed project has a significant traffic impact at an intersection. If the future
traffic projections for either Background (without project) or Total (with project) resulted
in any portion of an intersection exceeding the LOS standards, this would be considered
an impact.
FUTURE TRAFFIC CONDITIONS 2025
The future 2025 traffic Projections at the study intersections were analyzed to determine
their future operating conditions. The operational results, for each of the study
intersections, are provided in Table 6 for both the background and total traffic scenarios.
Note that the results provided in Table 6 indicate both the overall delay/LOS for the
intersection and the delay/LOS for each constrained movement and/or approach. The
analysis worksheets are provided in Appendix C. Each of the study intersections is
projected to operate acceptably.
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Table 6 - Future 2023 Intersection Level of Service
# Intersection Movement
AM Peak PM Peak
Background Total Background Total
1 College Ave & Willox Ln
Signal
Overall B B C C
EB LT C C C C
EB T D D D D
EB RT D D C D
WB LT C C C C
WB T D D D D
WB RT D D D D
NB LT A A B B
NB T B B B B
NB RT A A B B
SB LT A A B B
SB T B B B B
SB RT B B B B
5 Project Access at Willox Ln
T-Stop
Overall - A - A
NB Approach - B - B
WB LT - A - A
1. LOS calculations performed using Synchro which is based on the Transportation Research Board HCM 2016.
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7 RAILROAD CROSSING BASIC
ANALYSIS
This chapter presents a basic analysis of the existing Union Pacific railroad crossing on
Willox Lane to the east of the project site. This analysis will include daily volumes on
Willox Lane and the railroad, current traffic control devices, speed data, crash history,
and sight distance. Potential upgrades to the current control, warning signs, and
pavement markings will be identified for consideration. It should be noted that this
analysis is NOT a Full Diagnostic Review. The City of Fort Collins, the Union Pacific
Railroad, and the Colorado Public Utilities Commission are responsible for
requesting/performing a Full Diagnostic Review to determine changes to railroad
crossings.
REFERENCE DOCUMENTS
Several documents were utilized for the review of the railroad crossing. These include:
• The Manual on Uniform Traffic Control Devices (MUTCD) 2009 Edition with
Revisions 1 and 2, May 2012, Federal Highway Administration
• Highway-Rail Crossing Handbook (HRC) Third Edition, July 2019, Federal
Highway Administration and Federal Railroad Administration (FRA)
• The Colorado Department of Transportation (CDOT) Railroad Manual 2017
Each of these documents provides guidance on the selection of the type of crossing
traffic controls. However, unlike signal warrants, there are no definitive warrants for
railroad grade crossing control types.
EXISTING CONDITIONS
Currently, the crossing at Willox Lane is passive. There are advance railroad crossing
signs, pavement markings, and a speed reduction zone from 40 to 30 mph on either side
of the crossing. A crossbuck sign and yield sign are located at the crossing. There are
advance railroad crossing symbols and stop lines. The crossing is shown on Figure 8.
Daily vehicular traffic counts were performed in May 2022 and are depicted on Figure 3.
Currently, there are 6,475 daily trips on Willox Lane near the railroad crossing. Speed
data was also collected. The 85th percentile speed in the eastbound direction is 39.6
mph and in the westbound direction 42.7 mph. This data is provided in Appendix A.
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Figure 8 – Willox Lane Railroad Crossing
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Inventory crossing data from the FRA was obtained for the Willox Lane crossing
(crossing number 804512P). This inventory data is provided in Appendix D. The
inventory data indicates there are 2 trains per day and the train operates between 5 to
10 mph. The FRA Accident Prediction Report for Public at-Grade Highway-Rail
Crossings was obtained for the Willox crossing and is contained in Appendix E. The City
of Fort Collins staff indicated that after conversations with the railroad, the number of
trains is 2-3 per week.
The data indicated there were no collisions from 2016 through 2020. The report also
provides a prediction of the probability that a collision between a train and vehicles will
occur at the crossing in the future years. This value is reported at 0.015439 or a 1.5%
chance. It should be noted that the daily vehicular volumes used by the FRA were 3,200
rather than the existing 6,475. The City of Fort Collins staff reviewed crash data on
Willox Lane near the crossing and indicated there were no known railroad-related
crashes.
SIGHT DISTANCE
There are numerous sight distance elements associated with a railroad crossing. Figure
9 is from the FRA HRCH. This basic analysis will focus on the corner sight distance and
its’ associated stopping sight distance. The corner sight distance is for a vehicle to see
an approaching train. The stopping sight distance is the minimum sight distance
required along a roadway to enable a vehicle traveling at or near the design speed to
stop before reaching the crossing zone (15 feet before the tracks).
A site visit indicated that for the westbound approach there is ample corner sight
distance. In the eastbound direction, there are a couple of trees and a house obstructing
the corner sight distance. Figure 10 depicts the corner sight distance on the eastbound
approach with consideration of the existing house. Based on aerial images there is
roughly 590 feet available with the existing house. Due to the growth of several trees,
the current eastbound corner sight distance is negligible, as depicted in the photograph
taken on August 29th, 2022, and shown on Figure 11. As shown in the photograph, a
train could not be seen until it is just to the south of Willox Lane. The stopping sight
distance for 40 mph is 305 feet. The existing sight distance is not adequate.
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Figure 9 – Sight Distance Elements at Passive Crossing
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Figure 10 – Corner Sight Distance of Existing House Eastbound Willox
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Figure 11 – Current Vegetation Blocking Eastbound Sight Distance
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ACTIVE CROSSING
The FRA HRCH provides some guidance for when an active crossing (with railroad
flashers and gates) may be considered. There are 12 guidelines which are provided in
Appendix F. This list was reviewed and three of the guidelines may be satisfied:
• Inadequate sight distance exists and cannot be corrected (the sight distance
could be improved with the removal of trees/vegetation).
• The AADT (average annual daily traffic) exceeds 2,000 in urban areas or 500 in
rural areas.
• The crossing exposure (the product of the number of daily trains and AADT)
exceeds 5,000 in urban areas or 4,000 in rural areas. The projected crossing
exposure is 7,605 X 2 = 15,210. However, based on City staff conversations with
the railroad, the current train activity is 2-3 trains per week. This may reduce the
crossing exposure however the guidelines are only established for daily trains.
POTENTIAL CROSSING IMPROVEMENTS
There are some suggested improvements to the current passive crossing. The sight
distance in the eastbound direction could be improved by clearing the trees and other
vegetation. An advance warning sign for the yield (W3-2A sign) condition could be
installed. This should be placed 125 feet prior to the stop bar at the railroad crossing. If
the proposed project access interferes with the railroad crossing symbols and stop bars,
the pavement markings should be relocated. The need to upgrade the crossing to an
active crossing should be determined by a Full Diagnostic Review. This review is
conducted by both the City and Railroad engineering/operations staff.
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8 PEDESTRIAN AND BICYCLE
CONDITIONS
The City of Fort Collins has established pedestrian and bicycle level of service
definitions. They address several elements or quality indicators that impact the
environments these users experience. The City’s Pedestrian Plan, February 15, 2011,
describes the parameters to evaluate the pedestrian environment. The proposed project
is within the “Other”. Within the Other areas, the City has established a LOS C for each
of the elements listed below. The elements identified as important to support a
beneficial pedestrian environment are:
1. Directness
2. Continuity
3. Street Crossings
4. Visual Interest and Amenity
5. Security
Each of these is described in depth in the Pedestrian Plan. The Plan requires that
destinations within 1,320 feet (1/4 mile) of the Project are identified and analyzed for
each pedestrian element. This area is Appendix G. The results of this analysis are
summarized in Table 7 along with the associated LOS for each element. For schools,
the distance is 1 mile for elementary and middle schools and 1 ½ miles for high schools.
Based on the Poudre School District website, students within the Willox Farm
development would attend Irish Elementary, Lincoln Middle, and Poudre High schools.
Lincoln Middle school is just outside the 1 mile distance, however, is included.
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Table 7 – Pedestrian Level of Service
Destination
Pedestrian Elements LOS
Directness Continuity
Street
Crossing
Visual
Interest Security
Standard LOS
Other C C C C C
Soft Gold Park A A NA A B
Lincoln Middle School via
Streets F F B A A
Lincoln Middle School via
Trails C A B A C
As indicated in the table, access to Soft Gold Park is very good. Students attending Lincoln
Middle School will have poor conditions if using the public street system. Several sections do not
provide sidewalks. If the Poudre Trail system is used access to the school is improved. It should
be noted that these students qualify to ride a bus.
BICYCLE NETWORK/ANALYSIS
The bicycle network within the 1,320 foot area of the project site was evaluated for two
destinations: Soft Gold Park and Lincoln Middle School.
The bicycle analysis is for Continuity adjacent to the Project and to these destinations. The
results are provided in Table 8. As shown in the table, access to the park is exceptional with the
proposed connection to the park. The preferred route to Lincoln Middle School is via the Poudre
Trail. This route would be through Soft Gold Park, along Hickory Street to the trail connection to
the Poudre Trail. There is a direct connection from the trail to the school.
Table 8 – Bicycle Level of Service
Destination Type Continuity LOS
Minimum Actual Proposed
Soft Gold Park Park B NA A
Lincoln Middle School
via Street Public School A E E
Lincoln Middle School
via Trails Public School A NA A
WILLOX FARM| TRAFFIC IMPACT STUDY
CITY OF FORT COLLINS
Rollins Consult LLC | 32
9 CONCLUSIONS
This study was undertaken to analyze the potential short-range traffic impacts of the
proposed Willox Farm project in the City of Fort Collins. The following summarizes the
results of this analysis:
• The proposed project will provide 65 dwellings. The site is approximately 18
acres. The roadway system includes one connection to Willox Lane and a future
local street connection to the west.
• The site is located north and west of Downtown Fort Collins. This land is
currently undeveloped.
• The Project is expected to generate approximately 680 daily trips, 42 trips during
the AM peak hour and 66 trips during the PM peak hour.
• Currently, the study intersection of College Avenue at Willox is operating at
acceptable levels.
• The Project will require a westbound left-turn lane at its access street to Willox
Lane.
• Under both future 2025 background and total conditions, the intersections are
projected to operate acceptably.
• A basic review of the railroad crossing on Willox east of the project site indicated
there were no crashes within the last 5 years.
• At the railroad crossing, the current sight distance in the eastbound direction is
not adequate. This can be addressed by the removal of some trees/vegetation.
An advance Yield warning sign may benefit the crossing. If the City requires
additional improvements a Full Diagnostic Study should be prepared. This study
would involve both City and Railroad engineering/operations staff.
WILLOX FARM| TRAFFIC IMPACT STUDY
CITY OF FORT COLLINS
Rollins Consult LLC | 33
APPENDICIES
§ Appendix A: Traffic Count and Speed Data
§ Appendix B: LCUASS Left-Turn and Right-Turn Warrants
§ Appendix C: Level of Service Worksheets
§ Appendix D: RR Crossing Inventory Data
§ Appendix E: FRA Accident Prediction Report
§ Appendix F: Guidelines for Active Warning Devices
§ Appendix G: Pedestrian Area
Rollins Consult LLC | 34
Appendix A Traffic Count and Speed
Data
Rollins Consult LLC | 35
File Name : College & Willox 9-23-21
Site Code : 00000075
Start Date : 9/23/2021
Page No : 1
North/South Street: College
East/West Street: Willox
Time: AM
ICU Number: 75
Groups Printed- Unshifted
College
Southbound
Willox
Westbound
College
Northbound
Willox
Eastbound
Start Time Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Int. Total
07:30 AM 22 165 30 217 25 23 19 67 18 104 8 130 13 28 21 62 476
07:45 AM 40 184 30 254 17 32 23 72 14 103 16 133 27 33 24 84 543
Total 62 349 60 471 42 55 42 139 32 207 24 263 40 61 45 146 1019
08:00 AM 43 203 33 279 12 21 19 52 30 118 15 163 21 38 30 89 583
08:15 AM 74 147 26 247 17 38 26 81 19 116 17 152 20 25 27 72 552
Grand Total 179 699 119 997 71 114 87 272 81 441 56 578 81 124 102 307 2154
Apprch %18 70.1 11.9 26.1 41.9 32 14 76.3 9.7 26.4 40.4 33.2
Total %8.3 32.5 5.5 46.3 3.3 5.3 4 12.6 3.8 20.5 2.6 26.8 3.8 5.8 4.7 14.3
College
Willox
Willox
College
Right
179
Thru
699
Left 119
InOut Total 614
997
1611
Right71
Thru114
Left87
OutTotalIn324
272 596
Left 56 Thru
441 Right 81 Out TotalIn 867
578 1445 Left102 Thru124 Right81 TotalOutIn349
307
656
9/23/2021 07:30 AM
9/23/2021 08:15 AM
Unshifted North City of Fort
Collins Traffic Operations 626 Linden
Rollins Consult LLC | 36
Location:WILCOX LN W-O WHITCOMB ST
Date Range:5/10/2022 - 5/16/2022
Site Code:01
Time EB WB Total EB WB Total EB WB Total EB WB Total EB WB Total EB WB Total EB WB Total EB WB Total
12:00 AM 7 1 8 ------------------7 1 8
1:00 AM 9 5 14 ------------------9 5 14
2:00 AM 3 2 5 ------------------3 2 5
3:00 AM 6 4 10 ------------------6 4 10
4:00 AM 7 8 15 ------------------7 8 15
5:00 AM 35 51 86 ------------------35 51 86
6:00 AM 72 94 166 ------------------72 94 166
7:00 AM 200 189 389 ------------------200 189 389
8:00 AM 286 316 602 ------------------286 316 602
9:00 AM 195 178 373 ------------------195 178 373
10:00 AM 182 188 370 ------------------182 188 370
11:00 AM 192 210 402 ------------------192 210 402
12:00 PM 231 220 451 ------------------231 220 451
1:00 PM 224 191 415 ------------------224 191 415
2:00 PM 208 214 422 ------------------208 214 422
3:00 PM 293 278 571 ------------------293 278 571
4:00 PM 353 264 617 ------------------353 264 617
5:00 PM 244 240 484 ------------------244 240 484
6:00 PM 193 179 372 ------------------193 179 372
7:00 PM 138 132 270 ------------------138 132 270
8:00 PM 114 91 205 ------------------114 91 205
9:00 PM 66 62 128 ------------------66 62 128
10:00 PM 39 35 74 ------------------39 35 74
11:00 PM 15 11 26 ------------------15 11 26
Total 3,312 3,163 6,475 ------------------3,312 3,163 6,475
Percent 51%49%-------------------51%49%-
1. Mid-week average includes data between Tuesday and Thursday.
Tuesday Wednesday Thursday
5/11/20225/10/2022 Mid-Week Average5/12/2022
Friday Saturday Sunday Monday
5/16/20225/15/20225/14/20225/13/2022
Mark Skaggs:425-250-0777
mark.skaggs@idaxdata.com 1
Rollins Consult LLC | 37
Location:WILCOX LN W-O WHITCOMB ST
Count Direction:Eastbound / Westbound
Date Range:5/10/2022 to 5/10/2022
Site Code:01
Total
0 - 10 10 - 15 15 - 20 20 - 25 25 - 30 30 - 35 35 - 40 40 - 45 45 - 50 50 - 55 55 - 60 60 - 65 65 - 70 70 - 75 75 - 80 80 - 85 85 +Volume
Eastbound 2 24 92 140 363 1,108 1,145 365 66 7 0 0 0 0 0 0 0 3,312
Percent 0.1%0.7%2.8%4.2%11.0%33.5%34.6%11.0%2.0%0.2%0.0%0.0%0.0%0.0%0.0%0.0%0.0%100%
Westbound 2 9 76 138 197 647 1,109 728 219 32 2 0 3 0 1 0 0 3,163
Percent 0.1%0.3%2.4%4.4%6.2%20.5%35.1%23.0%6.9%1.0%0.1%0.0%0.1%0.0%0.0%0.0%0.0%100%
Total 4 33 168 278 560 1,755 2,254 1,093 285 39 2 0 3 0 1 0 0 6,475
Percent 0.1%0.5%2.6%4.3%8.6%27.1%34.8%16.9%4.4%0.6%0.0%0.0%0.0%0.0%0.0%0.0%0.0%100%
Eastbound Eastbound
50th Percentile (Median)34.8 mph Mean (Average) Speed 34.1 mph
39.6 mph 10 mph Pace 30.1 - 40.1 mph
42.8 mph Percent in Pace 67.9 %
Westbound Westbound
50th Percentile (Median)37.5 mph Mean (Average) Speed 36.7 mph
42.7 mph 10 mph Pace 33.2 - 43.2 mph
46.4 mph Percent in Pace 63.8 %
85th Percentile
95th Percentile
85th Percentile
95th Percentile
Vehicle Speed Report Summary
Study Total
Speed Range (mph)
Total Study Percentile Speed Summary Total Study Speed Statistics
Mark Skaggs:425-250-0777
mark.skaggs@idaxdata.com 1
Rollins Consult LLC | 38
Appendix B - LCUASS Left -Turn and
Right-Turn Warrants
Rollins Consult LLC | 39
Rollins Consult LLC | 40
Rollins Consult LLC | 41
Appendix C - Level of Service
Worksheets
Rollins Consult LLC | 42
Existing
Rollins Consult LLC | 43
HCM 6th Signalized Intersection Summary
1: College Ave & Willox Ln 05/21/2022
Willo[ Farm 11:50 pm 02/28/2021 Recent AM S\nchro 10 Light Report
Page 1
MoYement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane ConfigXrations
Traffic VolXme (Yeh/h) 102 124 81 87 114 71 56 441 81 119 699 179
FXtXre VolXme (Yeh/h) 102 124 81 87 114 71 56 441 81 119 699 179
Initial Q (Qb), Yeh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking BXs, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat FloZ, Yeh/h/ln 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826
Adj FloZ Rate, Yeh/h 111 135 88 95 124 77 61 479 88 129 760 195
Peak HoXr Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent HeaY\ Veh, % 5 5 5 5 5 5 5 5 5 5 5 5
Cap, Yeh/h 243 193 163 230 175 148 426 2001 890 592 2035 908
ArriYe On Green 0.07 0.11 0.11 0.06 0.10 0.10 0.04 0.58 0.58 0.05 0.59 0.59
Sat FloZ, Yeh/h 1739 1826 1547 1739 1826 1547 1739 3469 1543 1739 3469 1547
Grp VolXme(Y), Yeh/h 111 135 88 95 124 77 61 479 88 129 760 195
Grp Sat FloZ(s),Yeh/h/ln 1739 1826 1547 1739 1826 1547 1739 1735 1543 1739 1735 1547
Q SerYe(g_s), s 5.1 6.4 4.9 4.4 5.9 4.3 1.2 6.1 2.3 2.7 10.4 5.4
C\cle Q Clear(g_c), s 5.1 6.4 4.9 4.4 5.9 4.3 1.2 6.1 2.3 2.7 10.4 5.4
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), Yeh/h 243 193 163 230 175 148 426 2001 890 592 2035 908
V/C Ratio(X) 0.46 0.70 0.54 0.41 0.71 0.52 0.14 0.24 0.10 0.22 0.37 0.21
AYail Cap(c_a), Yeh/h 279 436 370 263 416 352 495 2001 890 663 2035 908
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Dela\ (d), s/Yeh 33.3 38.9 38.2 33.8 39.5 38.7 7.3 9.4 8.5 6.9 9.8 8.8
Incr Dela\ (d2), s/Yeh 1.3 4.6 2.8 1.2 5.2 2.8 0.2 0.3 0.2 0.2 0.5 0.5
Initial Q Dela\(d3),s/Yeh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),Yeh/ln 2.2 3.1 1.9 1.9 2.9 1.7 0.4 2.1 0.8 0.8 3.6 1.8
Unsig. MoYement Dela\, s/Yeh
LnGrp Dela\(d),s/Yeh 34.7 43.5 40.9 35.0 44.7 41.5 7.4 9.6 8.8 7.1 10.4 9.3
LnGrp LOS C D D C D D A A A A B A
Approach Vol, Yeh/h 334 296 628 1084
Approach Dela\, s/Yeh 39.9 40.8 9.3 9.8
Approach LOS D D A A
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs DXration (G+Y+Rc), s 9.3 56.4 10.3 14.0 8.4 57.3 11.2 13.1
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Ma[ Green Setting (Gma[), s 8.5 34.5 7.5 21.5 7.5 35.5 8.5 20.5
Ma[ Q Clear Time (g_c+I1), s 4.7 8.1 6.4 8.4 3.2 12.4 7.1 7.9
Green E[t Time (p_c), s 0.1 3.4 0.0 0.8 0.0 5.9 0.0 0.7
Intersection SXmmar\
HCM 6th Ctrl Dela\ 17.9
HCM 6th LOS B
Rollins Consult LLC | 44
HCM 6th Signalized Intersection Summary
1: College Ave & Willox Ln 05/21/2022
2:24 pm 05/21/2022 Recent PM S\nchro 10 Light Report
Page 1
MoYement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane ConfigXrations
Traffic VolXme (Yeh/h) 157 148 71 127 171 125 128 865 161 123 628 79
FXtXre VolXme (Yeh/h) 157 148 71 127 171 125 128 865 161 123 628 79
Initial Q (Qb), Yeh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking BXs, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat FloZ, Yeh/h/ln 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826
Adj FloZ Rate, Yeh/h 160 151 72 130 174 128 131 883 164 126 641 81
Peak HoXr Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Percent HeaY\ Veh, % 5 5 5 5 5 5 5 5 5 5 5 5
Cap, Yeh/h 286 264 224 293 227 192 471 1813 806 363 1809 807
ArriYe On Green 0.10 0.14 0.14 0.08 0.12 0.12 0.06 0.52 0.52 0.05 0.52 0.52
Sat FloZ, Yeh/h 1739 1826 1547 1739 1826 1547 1739 3469 1543 1739 3469 1547
Grp VolXme(Y), Yeh/h 160 151 72 130 174 128 131 883 164 126 641 81
Grp Sat FloZ(s),Yeh/h/ln 1739 1826 1547 1739 1826 1547 1739 1735 1543 1739 1735 1547
Q SerYe(g_s), s 7.1 6.9 3.8 5.8 8.3 7.1 3.1 14.7 5.1 3.0 9.8 2.4
C\cle Q Clear(g_c), s 7.1 6.9 3.8 5.8 8.3 7.1 3.1 14.7 5.1 3.0 9.8 2.4
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), Yeh/h 286 264 224 293 227 192 471 1813 806 363 1809 807
V/C Ratio(X) 0.56 0.57 0.32 0.44 0.77 0.67 0.28 0.49 0.20 0.35 0.35 0.10
AYail Cap(c_a), Yeh/h 301 428 363 293 375 318 516 1813 806 453 1809 807
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Dela\ (d), s/Yeh 30.3 35.9 34.5 31.1 38.2 37.6 9.4 13.8 11.5 10.3 12.6 10.9
Incr Dela\ (d2), s/Yeh 2.1 2.0 0.8 1.1 5.4 4.0 0.3 0.9 0.6 0.6 0.5 0.2
Initial Q Dela\(d3),s/Yeh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),Yeh/ln 3.1 3.2 1.4 2.5 4.0 2.9 1.1 5.3 1.8 1.0 3.5 0.8
Unsig. MoYement Dela\, s/Yeh
LnGrp Dela\(d),s/Yeh 32.4 37.9 35.4 32.1 43.6 41.6 9.7 14.7 12.1 10.9 13.2 11.1
LnGrp LOS C D D C D D A B B B B B
Approach Vol, Yeh/h 383 432 1178 848
Approach Dela\, s/Yeh 35.1 39.5 13.8 12.6
Approach LOS D D B B
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs DXration (G+Y+Rc), s 9.4 51.5 11.6 17.5 9.5 51.4 13.4 15.7
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Ma[ Green Setting (Gma[), s 9.5 34.3 7.1 21.1 7.3 36.5 9.7 18.5
Ma[ Q Clear Time (g_c+I1), s 5.0 16.7 7.8 8.9 5.1 11.8 9.1 10.3
Green E[t Time (p_c), s 0.1 6.1 0.0 0.8 0.1 4.6 0.0 0.9
Intersection SXmmar\
HCM 6th Ctrl Dela\ 20.2
HCM 6th LOS C
Rollins Consult LLC | 45
Background 2025
Rollins Consult LLC | 46
HCM 6th Signalized Intersection Summary
1: College Ave & Willox Ln 05/21/2022
Willo[ Farm 2:37 pm 05/21/2022 BackgroXnd 2025 AM S\nchro 10 Light Report
Page 1
MoYement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane ConfigXrations
Traffic VolXme (Yeh/h) 110 135 85 95 125 75 60 475 85 130 755 195
FXtXre VolXme (Yeh/h) 110 135 85 95 125 75 60 475 85 130 755 195
Initial Q (Qb), Yeh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking BXs, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat FloZ, Yeh/h/ln 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826
Adj FloZ Rate, Yeh/h 120 147 92 103 136 82 65 516 92 141 821 212
Peak HoXr Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent HeaY\ Veh, % 5 5 5 5 5 5 5 5 5 5 5 5
Cap, Yeh/h 252 206 174 239 187 159 393 1953 869 562 1990 888
ArriYe On Green 0.08 0.11 0.11 0.07 0.10 0.10 0.04 0.56 0.56 0.06 0.57 0.57
Sat FloZ, Yeh/h 1739 1826 1547 1739 1826 1547 1739 3469 1543 1739 3469 1547
Grp VolXme(Y), Yeh/h 120 147 92 103 136 82 65 516 92 141 821 212
Grp Sat FloZ(s),Yeh/h/ln 1739 1826 1547 1739 1826 1547 1739 1735 1543 1739 1735 1547
Q SerYe(g_s), s 5.5 7.0 5.0 4.7 6.5 4.5 1.4 6.9 2.5 3.0 11.9 6.1
C\cle Q Clear(g_c), s 5.5 7.0 5.0 4.7 6.5 4.5 1.4 6.9 2.5 3.0 11.9 6.1
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), Yeh/h 252 206 174 239 187 159 393 1953 869 562 1990 888
V/C Ratio(X) 0.48 0.71 0.53 0.43 0.73 0.52 0.17 0.26 0.11 0.25 0.41 0.24
AYail Cap(c_a), Yeh/h 279 436 370 264 416 352 460 1953 869 630 1990 888
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Dela\ (d), s/Yeh 32.6 38.5 37.7 33.1 39.2 38.3 8.0 10.1 9.1 7.5 10.7 9.5
Incr Dela\ (d2), s/Yeh 1.4 4.6 2.5 1.2 5.3 2.6 0.2 0.3 0.2 0.2 0.6 0.6
Initial Q Dela\(d3),s/Yeh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),Yeh/ln 2.4 3.3 2.0 2.0 3.1 1.8 0.5 2.4 0.8 1.0 4.1 2.1
Unsig. MoYement Dela\, s/Yeh
LnGrp Dela\(d),s/Yeh 34.0 43.1 40.1 34.3 44.4 40.9 8.1 10.4 9.4 7.7 11.3 10.1
LnGrp LOS C D D C D D A B A A B B
Approach Vol, Yeh/h 359 321 673 1174
Approach Dela\, s/Yeh 39.3 40.3 10.1 10.7
Approach LOS D D B B
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs DXration (G+Y+Rc), s 9.5 55.2 10.7 14.6 8.5 56.1 11.6 13.7
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Ma[ Green Setting (Gma[), s 8.5 34.5 7.5 21.5 7.5 35.5 8.5 20.5
Ma[ Q Clear Time (g_c+I1), s 5.0 8.9 6.7 9.0 3.4 13.9 7.5 8.5
Green E[t Time (p_c), s 0.1 3.7 0.0 0.8 0.0 6.3 0.0 0.7
Intersection SXmmar\
HCM 6th Ctrl Dela\ 18.3
HCM 6th LOS B
Rollins Consult LLC | 47
HCM 6th Signalized Intersection Summary
1: College Ave & Willox Ln 05/21/2022
Willo[ Farm 2:50 pm 05/21/2022 BackgroXnd 2025 PM S\nchro 10 Light Report
Page 1
MoYement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane ConfigXrations
Traffic VolXme (Yeh/h) 170 160 75 135 185 135 140 935 175 135 680 85
FXtXre VolXme (Yeh/h) 170 160 75 135 185 135 140 935 175 135 680 85
Initial Q (Qb), Yeh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking BXs, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat FloZ, Yeh/h/ln 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826
Adj FloZ Rate, Yeh/h 185 174 82 147 201 147 152 1016 190 147 739 92
Peak HoXr Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent HeaY\ Veh, % 5 5 5 5 5 5 5 5 5 5 5 5
Cap, Yeh/h 296 279 236 308 253 214 420 1711 761 317 1704 760
ArriYe On Green 0.11 0.15 0.15 0.09 0.14 0.14 0.06 0.49 0.49 0.06 0.49 0.49
Sat FloZ, Yeh/h 1739 1826 1547 1739 1826 1547 1739 3469 1543 1739 3469 1547
Grp VolXme(Y), Yeh/h 185 174 82 147 201 147 152 1016 190 147 739 92
Grp Sat FloZ(s),Yeh/h/ln 1739 1826 1547 1739 1826 1547 1739 1735 1543 1739 1735 1547
Q SerYe(g_s), s 8.1 8.0 4.3 6.4 9.6 8.1 3.8 18.9 6.4 3.7 12.4 2.9
C\cle Q Clear(g_c), s 8.1 8.0 4.3 6.4 9.6 8.1 3.8 18.9 6.4 3.7 12.4 2.9
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), Yeh/h 296 279 236 308 253 214 420 1711 761 317 1704 760
V/C Ratio(X) 0.63 0.62 0.35 0.48 0.79 0.69 0.36 0.59 0.25 0.46 0.43 0.12
AYail Cap(c_a), Yeh/h 296 365 309 333 365 309 495 1711 761 372 1704 760
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Dela\ (d), s/Yeh 29.4 35.7 34.1 29.4 37.5 36.9 10.8 16.3 13.2 12.7 14.8 12.4
Incr Dela\ (d2), s/Yeh 4.1 2.3 0.9 1.1 7.5 3.9 0.5 1.5 0.8 1.1 0.8 0.3
Initial Q Dela\(d3),s/Yeh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),Yeh/ln 3.6 3.7 1.6 2.7 4.7 3.3 1.3 7.1 2.3 1.3 4.6 1.0
Unsig. MoYement Dela\, s/Yeh
LnGrp Dela\(d),s/Yeh 33.5 38.0 35.0 30.6 45.1 40.8 11.4 17.9 14.0 13.7 15.6 12.7
LnGrp LOS C D C C D D B B B B B B
Approach Vol, Yeh/h 441 495 1358 978
Approach Dela\, s/Yeh 35.6 39.5 16.6 15.0
Approach LOS D D B B
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs DXration (G+Y+Rc), s 10.1 48.9 12.7 18.2 10.3 48.7 14.0 17.0
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Ma[ Green Setting (Gma[), s 8.5 36.0 9.5 18.0 9.7 34.8 9.5 18.0
Ma[ Q Clear Time (g_c+I1), s 5.7 20.9 8.4 10.0 5.8 14.4 10.1 11.6
Green E[t Time (p_c), s 0.1 6.6 0.0 0.7 0.1 5.1 0.0 0.9
Intersection SXmmar\
HCM 6th Ctrl Dela\ 22.2
HCM 6th LOS C
Rollins Consult LLC | 48
Total 2025
Rollins Consult LLC | 49
HCM 6th Signalized Intersection Summary
1: College Ave & Willox Ln 05/21/2022
Willo[ Farm 2:55 pm 05/21/2022 Total 2025 AM S\nchro 10 Light Report
Page 1
MoYement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane ConfigXrations
Traffic VolXme (Yeh/h) 115 140 110 95 125 75 70 475 85 130 755 195
FXtXre VolXme (Yeh/h) 115 140 110 95 125 75 70 475 85 130 755 195
Initial Q (Qb), Yeh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking BXs, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat FloZ, Yeh/h/ln 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826
Adj FloZ Rate, Yeh/h 125 152 120 103 136 82 76 516 92 141 821 212
Peak HoXr Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent HeaY\ Veh, % 5 5 5 5 5 5 5 5 5 5 5 5
Cap, Yeh/h 257 211 179 238 187 159 394 1943 864 560 1972 879
ArriYe On Green 0.08 0.12 0.12 0.07 0.10 0.10 0.05 0.56 0.56 0.06 0.57 0.57
Sat FloZ, Yeh/h 1739 1826 1547 1739 1826 1547 1739 3469 1543 1739 3469 1547
Grp VolXme(Y), Yeh/h 125 152 120 103 136 82 76 516 92 141 821 212
Grp Sat FloZ(s),Yeh/h/ln 1739 1826 1547 1739 1826 1547 1739 1735 1543 1739 1735 1547
Q SerYe(g_s), s 5.7 7.2 6.7 4.7 6.5 4.5 1.6 6.9 2.5 3.1 12.0 6.2
C\cle Q Clear(g_c), s 5.7 7.2 6.7 4.7 6.5 4.5 1.6 6.9 2.5 3.1 12.0 6.2
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), Yeh/h 257 211 179 238 187 159 394 1943 864 560 1972 879
V/C Ratio(X) 0.49 0.72 0.67 0.43 0.73 0.52 0.19 0.27 0.11 0.25 0.42 0.24
AYail Cap(c_a), Yeh/h 279 436 370 263 416 352 457 1943 864 627 1972 879
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Dela\ (d), s/Yeh 32.5 38.4 38.2 33.1 39.2 38.3 8.1 10.2 9.3 7.6 11.0 9.7
Incr Dela\ (d2), s/Yeh 1.4 4.6 4.3 1.2 5.3 2.6 0.2 0.3 0.2 0.2 0.6 0.6
Initial Q Dela\(d3),s/Yeh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),Yeh/ln 2.5 3.5 2.7 2.0 3.1 1.8 0.5 2.4 0.9 1.0 4.2 2.1
Unsig. MoYement Dela\, s/Yeh
LnGrp Dela\(d),s/Yeh 33.9 43.0 42.5 34.3 44.4 40.9 8.3 10.6 9.5 7.8 11.6 10.4
LnGrp LOS C D D C D D A B A A B B
Approach Vol, Yeh/h 397 321 684 1174
Approach Dela\, s/Yeh 40.0 40.3 10.2 10.9
Approach LOS D D B B
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs DXration (G+Y+Rc), s 9.5 54.9 10.7 14.9 8.8 55.6 11.9 13.7
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Ma[ Green Setting (Gma[), s 8.5 34.5 7.5 21.5 7.5 35.5 8.5 20.5
Ma[ Q Clear Time (g_c+I1), s 5.1 8.9 6.7 9.2 3.6 14.0 7.7 8.5
Green E[t Time (p_c), s 0.1 3.7 0.0 0.9 0.0 6.3 0.0 0.7
Intersection SXmmar\
HCM 6th Ctrl Dela\ 18.9
HCM 6th LOS B
Rollins Consult LLC | 50
HCM 6th Signalized Intersection Summary
1: College Ave & Willox Ln 05/21/2022
Willo[ Farm 2:58 pm 05/21/2022 Total 2025 PM S\nchro 10 Light Report
Page 1
MoYement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane ConfigXrations
Traffic VolXme (Yeh/h) 170 165 90 135 190 135 165 935 175 135 680 90
FXtXre VolXme (Yeh/h) 170 165 90 135 190 135 165 935 175 135 680 90
Initial Q (Qb), Yeh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking BXs, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat FloZ, Yeh/h/ln 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826 1826
Adj FloZ Rate, Yeh/h 185 179 98 147 207 147 179 1016 190 147 739 98
Peak HoXr Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent HeaY\ Veh, % 5 5 5 5 5 5 5 5 5 5 5 5
Cap, Yeh/h 295 285 241 308 259 219 425 1697 754 316 1661 741
ArriYe On Green 0.11 0.16 0.16 0.09 0.14 0.14 0.07 0.49 0.49 0.06 0.48 0.48
Sat FloZ, Yeh/h 1739 1826 1547 1739 1826 1547 1739 3469 1543 1739 3469 1547
Grp VolXme(Y), Yeh/h 185 179 98 147 207 147 179 1016 190 147 739 98
Grp Sat FloZ(s),Yeh/h/ln 1739 1826 1547 1739 1826 1547 1739 1735 1543 1739 1735 1547
Q SerYe(g_s), s 8.1 8.3 5.1 6.4 9.9 8.1 4.6 19.0 6.5 3.8 12.7 3.2
C\cle Q Clear(g_c), s 8.1 8.3 5.1 6.4 9.9 8.1 4.6 19.0 6.5 3.8 12.7 3.2
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), Yeh/h 295 285 241 308 259 219 425 1697 754 316 1661 741
V/C Ratio(X) 0.63 0.63 0.41 0.48 0.80 0.67 0.42 0.60 0.25 0.46 0.44 0.13
AYail Cap(c_a), Yeh/h 295 365 309 333 365 309 484 1697 754 370 1661 741
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Dela\ (d), s/Yeh 29.2 35.5 34.2 29.2 37.4 36.6 11.3 16.6 13.4 13.0 15.5 13.1
Incr Dela\ (d2), s/Yeh 4.1 2.3 1.1 1.2 8.2 3.5 0.7 1.6 0.8 1.1 0.9 0.4
Initial Q Dela\(d3),s/Yeh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),Yeh/ln 3.6 3.8 2.0 2.7 4.9 3.2 1.6 7.1 2.3 1.4 4.7 1.1
Unsig. MoYement Dela\, s/Yeh
LnGrp Dela\(d),s/Yeh 33.3 37.8 35.3 30.4 45.6 40.2 11.9 18.2 14.2 14.0 16.4 13.4
LnGrp LOS C D D C D D B B B B B B
Approach Vol, Yeh/h 462 501 1385 984
Approach Dela\, s/Yeh 35.5 39.6 16.8 15.8
Approach LOS D D B B
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs DXration (G+Y+Rc), s 10.2 48.5 12.7 18.5 11.2 47.6 14.0 17.2
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Ma[ Green Setting (Gma[), s 8.5 36.0 9.5 18.0 9.7 34.8 9.5 18.0
Ma[ Q Clear Time (g_c+I1), s 5.8 21.0 8.4 10.3 6.6 14.7 10.1 11.9
Green E[t Time (p_c), s 0.1 6.6 0.0 0.8 0.1 5.1 0.0 0.9
Intersection SXmmar\
HCM 6th Ctrl Dela\ 22.5
HCM 6th LOS C
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HCM 6Wh TWSC
2: PURMecW AcceVV & WLOOR[05/22/2022
Willox Farm 2:55 pm 05/21/2022 Total 2025 AM Synchro 10 Light Report
Page 1
Intersection
Int Delay, s/veh 0.7
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 310 1 10 340 5 35
Future Vol, veh/h 310 1 10 340 5 35
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channeli]ed - None - None - None
Storage Length - - 0 - 0 -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 337 1 11 370 5 38
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 338 0 730 338
Stage 1 - - - - 338 -
Stage 2 - - - - 392 -
Critical Hdwy - - 4.12 - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy - - 2.218 - 3.518 3.318
Pot Cap-1 Maneuver - - 1221 - 389 704
Stage 1 - - - - 722 -
Stage 2 - - - - 683 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 1221 - 385 704
Mov Cap-2 Maneuver - - - - 385 -
Stage 1 - - - - 722 -
Stage 2 - - - - 677 -
Approach EB WB NB
HCM Control Delay, s 0 0.2 11.1
HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT
Capacity (veh/h) 638 - - 1221 -
HCM Lane V/C Ratio 0.068 - - 0.009 -
HCM Control Delay (s) 11.1 - - 8 -
HCM Lane LOS B - - A -
HCM 95th %tile Q(veh) 0.2 - - 0 -
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HCM 6Wh TWSC
2: PURMecW AcceVV & WLOOR[05/23/2022
Willox Farm 2:58 pm 05/21/2022 Total 2025 PM Synchro 10 Light Report
Page 1
Intersection
Int Delay, s/veh 0.8
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 380 5 40 285 2 20
Future Vol, veh/h 380 5 40 285 2 20
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channeli]ed - None - None - None
Storage Length - - 0 - 0 -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 413 5 43 310 2 22
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 418 0 812 416
Stage 1 - - - - 416 -
Stage 2 - - - - 396 -
Critical Hdwy - - 4.12 - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy - - 2.218 - 3.518 3.318
Pot Cap-1 Maneuver - - 1141 - 348 637
Stage 1 - - - - 666 -
Stage 2 - - - - 680 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 1141 - 335 637
Mov Cap-2 Maneuver - - - - 335 -
Stage 1 - - - - 666 -
Stage 2 - - - - 654 -
Approach EB WB NB
HCM Control Delay, s 0 1 11.4
HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT
Capacity (veh/h) 589 - - 1141 -
HCM Lane V/C Ratio 0.041 - - 0.038 -
HCM Control Delay (s) 11.4 - - 8.3 -
HCM Lane LOS B - - A -
HCM 95th %tile Q(veh) 0.1 - - 0.1 -
Rollins Consult LLC | 53
Appendix D - RR Crossing Inventory
Data
Rollins Consult LLC | 54
U. S. DOT CROSSING INVENTORY FORM
DEPARTMENT OF TRANSPORTATION
FEDERAL RAILROAD ADMINISTRATION OMB No. 2130-0017
Instructions for the initial reporting of the following types of new or previously unreported crossings: For public highway-rail grade crossings, complete the entire inventory
Form. For private highway-rail grade crossings, complete the Header, Parts I and II, and the Submission Information section. For public pathway grade crossings (including
pedestrian station grade crossings), complete the Header, Parts I and II, and the Submission Information section. For Private pathway grade crossings, complete the Header,
Parts I and II, and the Submission Information section. For grade-separated highway-rail or pathway crossings (including pedestrian station crossings), complete the Header, Part
I, and the Submission Information section. For changes to existing data, complete the Header, Part I Items 1-3, and the Submission Information section, in addition to the
updated data fields. Note: For private crossings only, Part I Item 20 and Part III Item 2.K. are required unless otherwise noted. An asterisk * denotes an optional field.
A. Revision Date
(MM/DD/YYYY)
_____/_____/_________
B. Reporting Agency C. Reason for Update (Select only one) D. DOT Crossing
Inventory Number Railroad Transit Change in
Data
New
Crossing
Closed No Train
Traffic
Quiet
Zone Update
State Other Re-Open Date
Change Only
Change in Primary
Operating RR
Admin.
Correction
Part I: Location and Classification Information
1. Primary Operating Railroad
_____________________________________________________
2. State
________________________________
3. County
____________________________________
4. City / Municipality
In
Near __________________________
5. Street/Road Name & Block Number
________________________________| __________________
(Street/Road Name) |* (Block Number)
6. Highway Type & No.
_______________________________________
7. Do Other Railroads Operate a Separate Track at Crossing? Yes No
If Yes, Specify RR
____________, ____________, ____________, _____________
8. Do Other Railroads Operate Over Your Track at Crossing? Yes No
If Yes, Specify RR
____________, ____________, ____________, _____________
9. Railroad Division or Region
None _______________________
10. Railroad Subdivision or District
None _______________________
11. Branch or Line Name
None _______________________
12. RR Milepost
_______|____________|____________
(prefix) | (nnnn.nnn) | (suffix)
13. Line Segment
*
_________________________
14. Nearest RR Timetable
Station *
__________________________
15. Parent RR (if applicable)
N/A _____________________________
16. Crossing Owner (if applicable)
N/A _________________________________
17. Crossing Type
Public
Private
18. Crossing Purpose
Highway
Pathway, Ped.
Station, Ped.
19. Crossing Position
At Grade
RR Under
RR Over
20. Public Access
(if Private Crossing)
Yes
No
21. Type of Train
Freight
Intercity Passenger
Commuter
Transit
Shared Use Transit
Tourist/Other
22. Average Passenger
Train Count Per Day
Less Than One Per Day
Number Per Day_____
23. Type of Land Use
Open Space Farm Residential Commercial Industrial Institutional Recreational RR Yard
24. Is there an Adjacent Crossing with a Separate Number?
Yes No If Yes, Provide Crossing Number __________________
25. Quiet Zone (FRA provided)
No 24 Hr Partial Chicago Excused Date Established _________________
26. HSR Corridor ID
__________________ N/A
27. Latitude in decimal degrees
(WGS84 std: nn.nnnnnnn)
28. Longitude in decimal degrees
(WGS84 std: -nnn.nnnnnnn)
29. Lat/Long Source
Actual Estimated
30.A. Railroad Use * 31.A. State Use *
30.B. Railroad Use * 31.B. State Use *
30.C. Railroad Use * 31.C. State Use *
30.D. Railroad Use * 31.D. State Use *
32.A. Narrative (Railroad Use) *32.B. Narrative (State Use) *
33. Emergency Notification Telephone No. (posted)
_________________________________
34. Railroad Contact (Telephone No.)
______________________________________
35. State Contact (Telephone No.)
_________________________________
Part II: Railroad Information
1. Estimated Number of Daily Train Movements
1.A. Total Day Thru Trains
(6 AM to 6 PM)
__________
1.B. Total Night Thru Trains
(6 PM to 6 AM)
__________
1.C. Total Switching Trains
__________
1.D. Total Transit Trains
__________
1.E. Check if Less Than
One Movement Per Day
How many trains per week? ______
2. Year of Train Count Data (YYYY)
__________
3. Speed of Train at Crossing
3.A. Maximum Timetable Speed (mph) __________
3.B. Typical Speed Range Over Crossing (mph) From __________ to __________
4. Type and Count of Tracks
Main __________ Siding __________ Yard __________ Transit __________ Industry __________
5. Train Detection (Main Track only)
Constant Warning Time Motion Detection AFO PTC DC Other None
6. Is Track Signaled?
Yes No
7.A. Event Recorder
Yes No
7.B. Remote Health Monitoring
Yes No
FORM FRA F 6180.71 (ZĞǀ͘ϬϴͬϬϯͬϮϬϭϲ) OMB approval expires ϭϭͬϯϬͬϮϬϮϮ Page 1 OF 2
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07 20 2021
804512P
Union Pacific Railroad Company [UP]COLORADO LARIMER
FORT COLLINS
West Willox Lane
✘FAU5049
✘✘
GREAT PLAINS Fort Collins Ind Ld
0033.510
✘
✘UP
✘
✘✘✘
0
✘
✘✘
✘40.6106884 -105.0858751 ✘
800-848-8715 402-544-3721 303-757-9425
1 1 0 0
10
2019 5 10
0 0 0 0 1
✘
✘✘✘
Rollins Consult LLC | 55
FORM FRA F 6180.71 (ZĞǀ͘ϬϴͬϬϯͬϮϬϭϲ) OMB approval expires ϭϭ/3Ϭ/20ϮϮ Page 2 OF 2
U. S. DOT CROSSING INVENTORY FORM
A. Revision Date (MM/DD/YYYY) PAGE 2 D. Crossing Inventory Number (7 char.)
Part III: Highway or Pathway Traffic Control Device Information
1. Are there
Signs or Signals?
Yes No
2. Types of Passive Traffic Control Devices associated with the Crossing
2.A. Crossbuck
Assemblies (count)
2.B. STOP Signs (R1-1)
(count)
2.C. YIELD Signs (R1-2)
(count)
2.D. Advance Warning Signs (Check all that apply; include count) None
W10-1 ________ W10-3 ________ W10-11 __________
W10-2 ________ W10-4 ________ W10-12 __________
2.E. Low Ground Clearance Sign
(W10-5)
Yes (count_______)
No
2.F. Pavement Markings 2.G. Channelization
Devices/Medians
2.H. EXEMPT Sign
(R15-3)
Yes
No
2.I. ENS Sign (I-13)
Displayed
Yes
No
Stop Lines
RR Xing Symbols
Dynamic Envelope
None
All Approaches
One Approach
Median
None
2.J. Other MUTCD Signs Yes No 2.K. Private Crossing
Signs (if private)
Yes No
2.L. LED Enhanced Signs (List types)
Specify Type _______________
Specify Type _______________
Specify Type _______________
Count __________
Count __________
Count __________
3. Types of Train Activated Warning Devices at the Grade Crossing (specify count of each device for all that apply)
3.A. Gate Arms
(count)
Roadway _____
Pedestrian _____
3.B. Gate Configuration 3.C. Cantilevered (or Bridged) Flashing Light
Structures (count)
3.D. Mast Mounted Flashing Lights
(count of masts) _________
3.E. Total Count of
Flashing Light Pairs
2 Quad
3 Quad
4 Quad
Full (Barrier)
Resistance
Median Gates
Over Traffic Lane _____
Not Over Traffic Lane _____
Incandescent
LED
Incandescent
Back Lights Included
LED
Side Lights
Included
3.F. Installation Date of Current
Active Warning Devices: (MM/YYYY)
______/___________ Not Required
3.G. Wayside Horn 3.H. Highway Traffic Signals Controlling
Crossing
Yes No
3.I. Bells
(count) Yes
No
Installed on (MM/YYYY) ______/__________
3.J. Non-Train Active Warning
Flagging/Flagman Manually Operated Signals Watchman Floodlighting None
3.K. Other Flashing Lights or Warning Devices
Count ___________ Specify type ______________________
4.A. Does nearby Hwy
Intersection have
Traffic Signals?
Yes No
4.B. Hwy Traffic Signal
Interconnection
Not Interconnected
For Traffic Signals
For Warning Signs
4.C. Hwy Traffic Signal Preemption 5. Highway Traffic Pre-Signals
Yes No
6. Highway Monitoring Devices
(Check all that apply)
Yes - Photo/Video Recording
Yes – Vehicle Presence Detection
None
Simultaneous
Advance
Storage Distance * ____________
Stop Line Distance * ____________
Part IV: Physical Characteristics
1. Traffic Lanes Crossing Railroad One-way Traffic
Two-way Traffic
Number of Lanes _______ Divided Traffic
2.Is Roadway/Pathway
Paved?
Yes No
3.Does Track Run Down a Street?
Yes No
4.Is Crossing Illuminated? (Street
lights within approx. 50 feet from
nearest rail) Yes No
5.Crossing Surface (on Main Track, multiple types allowed) Installation Date * (MM/YYYY) _______/__________ Width * ______________ Length * _______________
1 Timber 2 Asphalt 3 Asphalt and Timber 4 Concrete 5 Concrete and Rubber 6 Rubber 7 Metal
8 Unconsolidated 9 Composite 10 Other (specify) ________________________________________________________
6.Intersecting Roadway within 500 feet?
Yes No If Yes, Approximate Distance (feet) _________________
7.Smallest Crossing Angle
0° – 29° 30° – 59° 60° - 90°
8.Is Commercial Power Available? *
Yes No
Part V: Public Highway Information
1. Highway System
(01) Interstate Highway System
(02) Other Nat Hwy System (NHS)
(03) Federal AID, Not NHS
(08) Non-Federal Aid
2. Functional Classification of Road at Crossing
(0) Rural (1) Urban
(1) Interstate (5) Major Collector
(2) Other Freeways and Expressways
(3) Other Principal Arterial (6) Minor Collector
(4) Minor Arterial (7) Local
3. Is Crossing on State Highway
System?
Yes No
4. Highway Speed Limit
___________ MPH
Posted Statutory
5. Linear Referencing System (LRS Route ID) *
6. LRS Milepost *
7.Annual Average Daily Traffic (AADT)
Year _______ AADT _____________
8.Estimated Percent Trucks
___________________ %
9.Regularly Used by School Buses?
Yes No Average Number per Day ___________
10.Emergency Services Route
Yes No
Submission Information - This information is used for administrative purposes and is not available on the public website.
Submitted by __________________________________ Organization _______________________________________ Phone _______________ Date _____________
Public reporting burden for this information collection is estimated to average 30 minutes per response, including the time for reviewing instructions, searching existing data
sources, gathering and maintaining the data needed and completing and reviewing the collection of information. According to the Paperwork Reduction Act of 1995, a federal
agency may not conduct or sponsor, and a person is not required to, nor shall a person be subject to a penalty for failure to comply with, a collection of information unless it
displays a currently valid OMB control number. The valid OMB control number for information collection is 2130-0017. Send comments regarding this burden estimate or any
other aspect of this collection, including for reducing this burden to: Information Collection Officer, Federal Railroad Administration, 1200 New Jersey Ave. SE, MS-25
Washington, DC 20590.
07/20/2021 804512P
✘2 0 2
✘2
✘
✘
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0 ✘
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0
0
0
0
0
0
0 0
✘✘✘0
0
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2
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1994 3200 05 ✘0
Rollins Consult LLC | 56
Appendix E - FRA Accident Prediction
Report
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Annual WBAPS
WEB ACCIDENT PREDICTION SYSTEM
Accident Prediction Report for
Public at-Grade Highway-Rail Crossings
Including:
Disclaimer/Abbreviation Key
Accident Prediction List
Provided by:
Federal Railroad Administration
Office of Safety Analysis
Highway-Rail Crossing Safety & Trespass Prevention
Date Prepared:5/16/2022
Data Contained in this Report:
Crossing: 804512p'
2021
Rollins Consult LLC | 58
U.S. Department
of Transportation
Federal Railroad
Administration
USING DATA PRODUCED BY WBAPS
(Web Accident Prediction System)
WBAPS generates reports listing public highway-rail intersections for a State, County, City or railroad ranked by predicted collisions per
year. These reports include brief lists of the Inventory record and the collisions over the last 10 years along with a list of contacts for
further information. These data were produced by the Federal Railroad Administration's Web Accident Prediction System (WBAPS).
WBAPS is a computer model which provides the user an analytical tool, which combined with other site-specific information, can assist
in determining where scarce highway-rail grade crossing resources can best be directed. This computer model does not rank crossings
in terms of most to least dangerous. Use of WBAPS data in this manner is incorrect and misleading.
WBAPS provides the same reports as PCAPS, which is FRA's PC Accident Prediction System. PCAPS was originally developed as a
tool to alert law enforcement and local officials of the important need to improve safety at public highway-rail intersections within their
jurisdictions. It has since become an indispensable information resource which is helping the FRA, States, railroads, Operation
Lifesaver and others, to raise the awareness of the potential dangers at public highway-rail intersections. The PCAPS/WBAPS output
enables State and local highway and law enforcement agencies identify public highway-rail crossing locations which may require
additional or specialized attention. It is also a tool which can be used by state highway authorities and railroads to nominate particular
crossings which may require physical safety improvements or enhancements.
The WBAPS accident prediction formula is based upon two independent factors (variables) which includes (1) basic data about a
crossing's physical and operating characteristics and (2) five years of accident history data at the crossing. These data are obtained
from the FRA's inventory and accident/incident files which are subject to keypunch and submission errors. Although every attempt is
made to find and correct errors, there is still a possibility that some errors still exist. Erroneous, inaccurate and non-current data will
alter WBAPS accident prediction values. While approximately 100,000 inventory file changes and updates are voluntarily provided
annually by States and railroads and processed by FRA into the National Inventory File, data records for specific crossings may not be
completely current. Only the intended users (States and railroads) are really knowledgeable as to how current the inventory data is for a
particular State, railroad, or location.
It is important to understand the type of information produced by WBAPS and the limitations on the application of the output data.
WBAPS does not state that specific crossings are the most dangerous. Rather, the WBAPS data provides an indication that conditions
are such that one crossing may possibly be more hazardous than another based on the specific data that is in the program. It is only
one of many tools which can be used to assist individual States, railroads and local highway authorities in determining where and how to
initially focus attention for improving safety at public highway-rail intersections. WBAPS is designed to nominate crossings for further
evaluation based only upon the physical and operating characteristics of specific crossings as voluntarily reported and updated by
States and railroads and five years of accident history data.
PCAPS and WBAPS software are not designed to single out specific crossings without considering the many other factors which may
influence accident rates or probabilities. State highway planners may or may not use PCAPS/WBAPS accident prediction model. Some
States utilize their own formula or model which may include other geographic and site-specific factors. At best, PCAPS and WBAPS
software and data nominates crossings for further on-the-ground review by knowledgeable highway traffic engineers and specialists.
The output information is not the end or final product and the WBAPS data should not be used for non-intended purposes.
It should also be noted that there are certain characteristics or factors which are not, nor can be, included in the WBAPS database.
These include sight-distance, highway congestion, bus or hazardous material traffic, local topography, and passenger exposure (train or
vehicle), etc. Be aware that PCAPS/WBAPS is only one model and that other accident prediction models which may be used by States
may yield different, by just as valid, results for ranking crossings for safety improvements.
Finally, it should be noted that this database is not the sole indicator of the condition of a specific public highway-rail intersection. The
WBAPS output must be considered as a supplement to the information needed to undertake specific actions aimed at enhancing
highway-rail crossing safety at locations across the U.S. The authority and jurisdiction to appropriate resources towards the safety
improvement or elimination of specific crossings lies with the individual States.
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The lists produced are only for public at-grade highway-rail intersections for the entity listed at the top of the page. The parameters
shown are those used in the collision prediction calculation.
RANK:
PRED COLLS:
Crossings are listed in order and ranked with the highest collision prediction value first.
The accident prediction value is the probability that a collision between a train and a highway
vehicle will occur at the crossing in a year.
CROSSING:The unique sight specific identifying DOT/AAR Crossing Inventory Number.
RR:The alphabetic abbreviation for the railroad name.
CITY:The city in (or near) which the crossing is located.
ROAD:
NUM OF
COLLISIONS:
The name of the road, street, or highway (if provided) where the crossing is located.
DATE CHG:The date of the latest change of the warning device category at the crossing which impacts the
collision prediction calculation, e.g., a change from crossbucks to flashing lights, or flashing
lights to gates. The accident prediction calculation utilizes three different formulas, on each for
(1) passive devices, (2) flashing lights only, and (3) flashing lights with gates. When a date is
shown, the collision history prior to the indicated year-month is not included in calculating the
accident prediction value.
WD:The type of warning device shown on the current Inventory record for the crossing where:
FQ=Four Quad Gates; GT = All Other Gates; FL = Flashing lights; HS = Wigwags, Highway
Signals, Bells, or Other Activated; SP = Special Protection (e.g., a flagman); SS = Stop Signs;
XB = Crossbucks; OS = Other Signs or Signals; NO = No Signs or Signals.
Number of total trains per day.
Total number of railroad tracks between the warning devices at the crossing.
TTBL SPD:The maximum timetable (allowable) speed for trains through the crossing.
HWY LNS:
HWY PVD:
AADT:
Is the highway paved on both sides of the crossing?
The number of highway traffic lanes crossing the tracks at the crossing.
The Average Annual Daily Traffic count for highway vehicles using the crossing.
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ABBREVIATION KEY
for use with WBAPS Reports
The number of accidents reported to FRA in each of the years indicated. Note: Most recent
year is partial year (data is not for the complete calendar year) unless Accidents per Year is 'AS
OF DECEMBER 31'.
HWY LNS:
AADT:The Average Annual Daily Traffic count for highway vehicles using the crossing.AADT:
TOT TRNS:
TOT TRKS:
U.S. Department
of Transportation
Federal Railroad
Administration
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PUBLIC HIGHWAY-RAIL CROSSINGS RANKED BY PREDICTED
RANK PRED CROSSING RR COUNTY
20*19 18 17
DATE
CHG
TOT TOT
TRK
W
D
TTBL
SPD
HWY
PVD
HWY
LNS
AADT
ACCIDENTS PER YEAR AS OF 12/31/2020*
16
*Num of Collisions: Most recent year is partial year (data is not for the complete calendar year) unless Accidents per Year is 'AS
OF DECEMBER 31'.
TRNCOLLS.
ROADCITYSTATE NUM OF COLLISIONS
UP CO LARIMER FORT COLLINS West Willox La 0 0 0 0 0 XB 10 2YES21 3,20010.015439 804512P
0 0 0 0 00.015439TTL:
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Appendix F - FRA Guidelines for
Active Warning Devices
ACTIVE WARNING DEVICES
,IDFWLYHGHYLFHVDUHVHOHFWHGUDLOURDGÀDVKHUVZLWKJDWHVPD\EHDSSURSULDWHLIWKH
IROORZLQJFRQGLWLRQVH[LVW
Inadequate sight distance exists in one or more approach quadrants and it is not physically
RUHFRQRPLFDOO\IHDVLEOHWRFRUUHFWWKHVLJKWGLVWDQFHGH¿FLHQF\
Regularly scheduled passenger trains operate near industrial facilities, such as stone
TXDUULHVORJPLOOVFHPHQWSODQWVVWHHOPLOOVRLOUH¿QHULHVFKHPLFDOSODQWVDQGODQG¿OOV
Near schools, industrial plants, or commercial areas where there is substantially higher
than normal usage by school buses, heavy trucks, or trucks carrying dangerous or
hazardous materials
1HDUDKLJKZD\LQWHUVHFWLRQRURWKHUKLJKZD\UDLOFURVVLQJVDQGWKHWUDI¿FFRQWUROGHYLFHV
DWWKHQHDUE\LQWHUVHFWLRQFDXVHWUDI¿FWRTXHXHRQRUDFURVVWKHWUDFNV LQVXFKLQVWDQFHV
LIDQHDUE\LQWHUVHFWLRQKDVWUDI¿FVLJQDOFRQWUROLWVKRXOGEHLQWHUFRQQHFWHGWRSURYLGH
SUHHPSWHGRSHUDWLRQDQGWUDI¿FVLJQDOFRQWUROVKRXOGEHFRQVLGHUHGLIQRQH
The crossing is in a rural area with tangent approaches that extend more than a mile and the
speed limit equals or exceeds 55 mph
Multiple tracks exist at or in the immediate crossing vicinity where the presence of a
moving or standing train on one track effectively reduces the visibility of another train
approaching the crossing on an adjacent track (absent some other acceptable means of
warning drivers to be alert for the possibility of a second train)
An average of 20 or more trains per day
Posted highway speed equals or exceeds 40 mph in urban areas or equals or exceeds 55
mph in rural areas
AADT exceeds 2,000 in urban areas or 500 in rural areas
0XOWLSOHODQHVRIWUDI¿FLQWKHVDPHGLUHFWLRQRIWUDYHO XVXDOO\WKLVZLOOLQFOXGH
cantilevered signals)
The crossing exposure (the product of the number of trains per day and AADT) exceeds
5,000 in urban areas or 4,000 in rural areas
As otherwise recommended by an engineering study or diagnostic team
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Appendix G - Pedestrian Area
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