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Home My WebLink AboutWELLS FARGO PARKING LOT AND ATMS - FDP200016 - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYThis document, together with the concepts and recommendations presented herein, as an instrument of service, is intended only for the specific purpose and client for which it was prepared. Reuse of and improper reliance on this document without written authorization from Kellar Engineering LLC shall be without liability to Kellar Engineering LLC. Wells Fargo ATM 112 West Magnolia Street, Fort Collins, CO Traffic Impact Study KE Job #2019-052 Prepared for: Coffey Engineering & Surveying 4045 St. Cloud Drive Loveland, CO 80538 Prepared by: www.kellarengineering.com 970.219.1602 phone October 31, 2019 Sean K. Kellar, PE, PTOE Wells Fargo ATM Traffic Impact Study Page 1 TABLE OF CONTENTS Page 1.0 Introduction 3 2.0 Existing Conditions and Roadway Network 3 2.1 Recent Traffic Volumes 3 3.0 Pedestrian Facilities 6 4.0 Proposed Development 6 4.1 Trip Generation 6 4.2 Trip Distribution 6 4.3 Traffic Assignment 7 4.4 Short Range Total Peak Hour Traffic 7 5.0 Traffic Operation Analysis 7 5.1 Analysis Methodology 7 5.2 Intersection Operational Analysis 8 5.3 Queuing Analysis 8 6.0 Findings 17 List of Figures: Page Figure 1: Vicinity Map 4 Figure 2: Site Plan 5 Figure 3: Recent Peak Hour Traffic 10 Figure 4: 2021 Background Peak Hour Traffic 11 Figure 5: Trip Distribution 12 Figure 6: 2021 Site Generated Traffic 13 Figure 7: 2021 Short Range Total Peak Hour Traffic 14 Wells Fargo ATM Traffic Impact Study Page 2 TABLE OF CONTENTS (continued) List of Tables: Page Table 1: Trip Generation 9 Table 2: Recent Peak Hour Operations 15 Table 3: 2021 Background Peak Hour LOS Operations 15 Table 4: 2021 Short Range Total Peak Hour LOS Operations 16 Appendices: Page Appendix A: Recent Traffic Counts 19 Appendix B: Base Assumptions (TIS Scoping Form) 26 Appendix C: Level of Service (LOS) Tables 33 Appendix D: Aerial Image 34 Appendix E: Vehicle Queuing 37 Appendix F: HCM Calculations (Synchro) 38 Wells Fargo ATM Traffic Impact Study Page 3 1.0 Introduction This Traffic Impact Study (TIS) is for the proposed Wells Fargo ATM project located at 112 West Magnolia Street in Fort Collins, CO. The purpose of this TIS is to identify project traffic generation characteristics, to identify potential traffic related impacts on the adjacent street system, and to develop mitigation measures required for identified traffic impacts. Kellar Engineering LLC (KE) has prepared the TIS to document the results of anticipated traffic conditions in accordance with the Larimer County Urban Area Street Standards (LCUASS) and to identify any projected impacts to the transportation system. The project is anticipated to generate approximately 250 daily weekday trips, 18 AM total peak hour trips, and 10 PM total peak hour trips. See Table 1: Trip Generation. 2.0 Existing Conditions and Roadway Network The project site is located on the north side of W. Magnolia Street west of the US 287/Magnolia Street intersection. Magnolia Street is shown as a local street on the Fort Collins Master Street Plan. This portion of Magnolia Street currently has a posted speed of 25 mph adjacent to the project site. See Figure 1: Vicinity Map. 2.1 Recent Traffic Volumes Recent peak hour turning movement counts were conducted on 2/27/18. The traffic counts were conducted during the peak hours of adjacent street traffic in 15-minute intervals from 7:00 AM to 9:00 AM and 4:00 PM to 6:00 PM. These turning movement counts are shown in Figure 3 with the count sheets provided in Appendix A. Wells Fargo ATM Traffic Impact Study Page 4 Figure 1: Vicinity Map Wells Fargo ATM Traffic Impact Study Page 5 Figure 2: Site Plan Wells Fargo ATM Traffic Impact Study Page 6 3.0 Pedestrian Facilities An existing 5’ wide detached sidewalk exists adjacent to the project site. This detached sidewalk provides adequate pedestrian facilities. 4.0 Proposed Development The proposed project consists of two drive-in ATMs for Wells Fargo Bank. Access to the site is proposed from one full-movement access point located on the property as far away from the US 287/Magnolia Street intersection as possible. See Table 1: Trip Generation and Figure 2: Site Plan. 4.1 Trip Generation Site generated traffic estimates are determined through a process known as trip generation. Rates and equations are applied to the proposed land use to estimate traffic generated by the development during a specific time interval. The acknowledged source for trip generation rates is the Trip Generation Report published by the Institute of Transportation Engineers (ITE). ITE has established trip generation rates in nationwide studies of similar land uses. For this study, KE used the ITE 10th Edition Trip Generation Report average trip rates. Since traffic on the adjacent streets and intersections is highest during the weekday peak hours, this study analyzed the weekday peak hour traffic. The proposed project is anticipated to generate approximately 250 daily weekday trips, 18 AM total peak hour trips, and 10 PM total peak hour trips. See Table 1: Trip Generation. 4.2 Trip Distribution Distribution of site traffic on the street system was based on the area street system characteristics, existing traffic patterns and volumes, anticipated surrounding development areas, and the proposed access system for the project. The directional distribution of traffic is a means to quantify the percentage of site generated traffic that approaches the site from a given direction and departs the site back to the original source. Figure 5 illustrates the trip distribution used for the project’s analysis. Wells Fargo ATM Traffic Impact Study Page 7 4.3 Traffic Assignment Traffic assignment was obtained by applying the trip distributions to the estimated trip generation of the development. Figure 6 shows the site generated peak hour traffic assignment. 4.4 Short Range Total Peak Hour Traffic Site generated peak hour traffic volumes were added to the background traffic volumes to represent the estimated traffic conditions for the short range 2021 horizon. The background (2021) and short range (2021) total traffic volumes are shown in Figure 4 and Figure 7 respectively. The traffic analysis in this study includes the traffic generated from the proposed development plus a 1.5% increase in background traffic per year. 5.0 Traffic Operation Analysis KE’s analysis of traffic operations in the site vicinity was conducted to determine the capacity at the identified intersection. The acknowledged source for determining overall capacity is the 2010 Edition of the Highway Capacity Manual. 5.1 Analysis Methodology Capacity analysis results are listed in terms of level of service (LOS). LOS is a qualitative term describing operating conditions a driver will experience while traveling on a particular street or highway during a specific time interval. LOS ranges from an A (very little delay) to an F (long delays). A description of the level of service (LOS) for signalized and unsignalized intersections from the 2010 Highway Capacity Manual are provided in Appendix E. Wells Fargo ATM Traffic Impact Study Page 8 5.2 Intersection Operational Analysis Operational analysis was performed for the short range 2021 horizon. The calculations for this analysis are provided in Appendix E. Using the short range total traffic volumes, the project is projected to operate acceptably with all studied intersections and access points meeting LCUASS LOS criteria. See Table 4: 2021 Short Range Total Peak Hour Operation. 5.3 Queuing Analysis Vehicle queue lengths at the drive-in aisles were reviewed to make sure that the vehicle queues at the drive-in ATM lanes do not create a negative traffic impact. Using the highest peak hour numbers for projected vehicles using the drive in ATM lanes, the vehicle queues are not projected to exceed 50’ (approx.) for each drive-in lane for the highest peak hour. See Appendix E. Reviewing Figure 2: Site Plan, adequate onsite storage has been provided to accommodate these projected vehicle queues. Wells Fargo ATM Traffic Impact Study Page 9 Table 1: Trip Generation (ITE Trip Generation, 10th Edition) ITE Code Land Use Average Daily Trips AM Peak Hour Trips PM Peak Hour Trips Size Rate Total Rate % In In % Out Out Total Rate % In In % Out Out Total 912 Drive-in Bank 2 Lanes 124.76 250 8.83 61% 11 39% 7 18 4.91 48% 5 52% 5 10 Total 250 11 7 18 5 5 10 Wells Fargo ATM Traffic Impact Study Page 10 Figure 3: Recent Peak Hour Traffic Wells Fargo ATM Traffic Impact Study Page 11 Figure 4: 2021 Background Traffic Wells Fargo ATM Traffic Impact Study Page 12 Figure 5: Trip Distribution Wells Fargo ATM Traffic Impact Study Page 13 Figure 6: 2021 Site Generated Traffic Wells Fargo ATM Traffic Impact Study Page 14 Figure 7: 2021 Short Range Total Traffic Wells Fargo ATM Traffic Impact Study Page 15 Table 2: Recent Peak Hour Operations Level of Service (LOS) LOS Intersection Movement AM PM Compliance LOS LOS Magnolia St./Access EB Left/Thru A A Y EB Approach A A Y WB Thru/Right A A Y WB Approach A A Y SB Left/Right A A Y SB Approach A A Y Table 3: 2021 Background Peak Hour Operations Level of Service (LOS) LOS Intersection Movement AM PM Compliance LOS LOS Magnolia St./Access EB Left/Thru A A Y EB Approach A A Y WB Thru/Right A A Y WB Approach A A Y SB Left/Right A A Y SB Approach A A Y Wells Fargo ATM Traffic Impact Study Page 16 Table 4: 2021 Short Range Total Peak Hour Operations Level of Service (LOS) LOS Intersection Movement AM PM Compliance LOS LOS Magnolia St./Access EB Left/Thru A A Y EB Approach A A Y WB Thru/Right A A Y WB Approach A A Y SB Left/Right A B Y SB Approach A B Y Wells Fargo ATM Traffic Impact Study Page 17 6.0 Findings Based upon the analysis in this study, the proposed Wells Fargo ATM project located at 112 West Magnolia Street in Fort Collins, CO demonstrates compliance with the standards in the Larimer County Urban Area Street Standards (LCUASS) for traffic at the time of development. The findings of the TIS are summarized below: • The proposed project is anticipated to generate approximately 250 daily weekday trips, 18 AM total peak hour trips, and 10 PM total peak hour trips. • The project complies with the Levels of Service (LOS) requirements for traffic, the City of Fort Collins Transportation Plan, and the Larimer County Urban Area Street Standards (LCUASS). • The study intersections will operate acceptably and comply with the intersection levels of service (LOS) requirements in the LCUASS with the development of the project and background traffic in the 2021 Short Range Total future. • The existing street improvements are sufficient to accommodate the proposed project’s traffic. Wells Fargo ATM Traffic Impact Study Page 18 APPENDICES: Wells Fargo ATM Traffic Impact Study Page 19 Appendix A: Recent Traffic Counts Wells Fargo ATM Traffic Impact Study Page 20 Wells Fargo ATM Traffic Impact Study Page 21 Wells Fargo ATM Traffic Impact Study Page 22 Wells Fargo ATM Traffic Impact Study Page 23 Wells Fargo ATM Traffic Impact Study Page 24 Wells Fargo ATM Traffic Impact Study Page 25 Wells Fargo ATM Traffic Impact Study Page 26 Appendix B: Base Assumptions (TIS Scoping Form) Wells Fargo ATM Traffic Impact Study Page 27 Wells Fargo ATM Traffic Impact Study Page 28 Wells Fargo ATM Traffic Impact Study Page 29 Wells Fargo ATM Traffic Impact Study Page 30 Wells Fargo ATM Traffic Impact Study Page 31 Wells Fargo ATM Traffic Impact Study Page 32 Wells Fargo ATM Traffic Impact Study Page 33 Wells Fargo ATM Traffic Impact Study Page 34 Appendix C: Level of Service (LOS) Table Level of Service Definitions Level of Service Signalized Intersection Unsignalized Intersection (LOS) Average Total Delay Average Total Delay (sec/veh) (sec/veh) A ≤ 10 ≤ 10 B > 10 and ≤ 20 > 10 and ≤ 15 C > 20 and ≤ 35 > 15 and ≤ 25 D > 35 and ≤ 55 > 25 and ≤ 35 E > 55 and ≤ 80 > 35 and ≤ 50 F > 80 > 50 LCUASS Table 4-3 Wells Fargo ATM Traffic Impact Study Page 35 Appendix D: Aerial Image Wells Fargo ATM Traffic Impact Study Page 36 Wells Fargo ATM Traffic Impact Study Page 37 Appendix E: Drive-in ATM Queue Lengths (Internal to the site) Teknomo, Kardi, Ph.D. Queuing Theory Wells Fargo ATM Traffic Impact Study Page 38 Appendix F: HCM Calculations (Synchro Version 9.1) Recent AM Peak Hour Kellar Engineering LLC 3: Magnolia St & Access 10/23/2019 HCM 2010 TWSC Synchro 9 Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 0.1 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 47 124 0 0 1 Future Vol, veh/h 0 47 124 0 0 1 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 22222 Mvmt Flow 0 55 146 0 0 1 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 146 0 - 0 201 146 Stage 1 - - - - 146 - Stage 2 - - - - 55 - 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 1436 - - - 788 901 Stage 1 - - - - 881 - Stage 2 - - - - 968 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1436 - - - 788 901 Mov Cap-2 Maneuver - - - - 788 - Stage 1 - - - - 881 - Stage 2 - - - - 968 - Approach EB WB SB HCM Control Delay, s 0 0 9 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1436 - - - 901 HCM Lane V/C Ratio ---- 0.001 HCM Control Delay (s) 0 - - - 9 HCM Lane LOS A - - - A HCM 95th %tile Q(veh) 0 - - - 0 Recent PM Peak Hour Kellar Engineering LLC 3: Magnolia St & Access 10/23/2019 HCM 2010 TWSC Synchro 9 Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 0 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 184 107 0 0 1 Future Vol, veh/h 0 184 107 0 0 1 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 22222 Mvmt Flow 0 216 126 0 0 1 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 126 0 - 0 342 126 Stage 1 - - - - 126 - Stage 2 - - - - 216 - 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 1460 - - - 654 924 Stage 1 - - - - 900 - Stage 2 - - - - 820 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1460 - - - 654 924 Mov Cap-2 Maneuver - - - - 654 - Stage 1 - - - - 900 - Stage 2 - - - - 820 - Approach EB WB SB HCM Control Delay, s 0 0 8.9 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1460 - - - 924 HCM Lane V/C Ratio ---- 0.001 HCM Control Delay (s) 0 - - - 8.9 HCM Lane LOS A - - - A HCM 95th %tile Q(veh) 0 - - - 0 2021 Background AM Peak Hour Kellar Engineering LLC 3: Magnolia St & Access 10/23/2019 HCM 2010 TWSC Synchro 9 Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 0.1 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 48 128 0 0 1 Future Vol, veh/h 0 48 128 0 0 1 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 22222 Mvmt Flow 0 56 151 0 0 1 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 151 0 - 0 207 151 Stage 1 - - - - 151 - Stage 2 - - - - 56 - 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 1430 - - - 781 895 Stage 1 - - - - 877 - Stage 2 - - - - 967 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1430 - - - 781 895 Mov Cap-2 Maneuver - - - - 781 - Stage 1 - - - - 877 - Stage 2 - - - - 967 - Approach EB WB SB HCM Control Delay, s 0 0 9 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1430 - - - 895 HCM Lane V/C Ratio ---- 0.001 HCM Control Delay (s) 0 - - - 9 HCM Lane LOS A - - - A HCM 95th %tile Q(veh) 0 - - - 0 2021 Background PM Peak Hour Kellar Engineering LLC 3: Magnolia St & Access 10/23/2019 HCM 2010 TWSC Synchro 9 Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 0 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 190 110 0 0 1 Future Vol, veh/h 0 190 110 0 0 1 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 22222 Mvmt Flow 0 224 129 0 0 1 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 129 0 - 0 353 129 Stage 1 - - - - 129 - Stage 2 - - - - 224 - 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 1457 - - - 645 921 Stage 1 - - - - 897 - Stage 2 - - - - 813 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1457 - - - 645 921 Mov Cap-2 Maneuver - - - - 645 - Stage 1 - - - - 897 - Stage 2 - - - - 813 - Approach EB WB SB HCM Control Delay, s 0 0 8.9 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1457 - - - 921 HCM Lane V/C Ratio ---- 0.001 HCM Control Delay (s) 0 - - - 8.9 HCM Lane LOS A - - - A HCM 95th %tile Q(veh) 0 - - - 0 2021 Short Range Total AM Peak Hour Kellar Engineering LLC 3: Magnolia St & Access 10/31/2019 HCM 2010 TWSC Synchro 9 Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 0.5 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 3 48 128 8 5 2 Future Vol, veh/h 3 48 128 8 5 2 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 22222 Mvmt Flow 4 56 151 9 6 2 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 160 0 - 0 220 156 Stage 1 - - - - 156 - Stage 2 - - - - 64 - 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 1419 - - - 768 890 Stage 1 - - - - 872 - Stage 2 - - - - 959 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1419 - - - 766 890 Mov Cap-2 Maneuver - - - - 766 - Stage 1 - - - - 869 - Stage 2 - - - - 959 - Approach EB WB SB HCM Control Delay, s 0.4 0 9.6 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1419 - - - 798 HCM Lane V/C Ratio 0.002 - - - 0.01 HCM Control Delay (s) 7.5 0 - - 9.6 HCM Lane LOS A A - - A HCM 95th %tile Q(veh) 0 - - - 0 2021 Short Range Total PM Peak Hour Kellar Engineering LLC 3: Magnolia St & Access 10/31/2019 HCM 2010 TWSC Synchro 9 Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 0.2 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 1 190 110 4 4 1 Future Vol, veh/h 1 190 110 4 4 1 Conflicting Peds, #/hr 0 00000 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 85 85 85 85 85 85 Heavy Vehicles, % 2 22222 Mvmt Flow 1 224 129 5 5 1 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 134 0 - 0 358 132 Stage 1 - - - - 132 - Stage 2 - - - - 226 - 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 1451 - - - 640 917 Stage 1 - - - - 894 - Stage 2 - - - - 812 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1451 - - - 639 917 Mov Cap-2 Maneuver - - - - 639 - Stage 1 - - - - 893 - Stage 2 - - - - 812 - Approach EB WB SB HCM Control Delay, s 0 0 10.3 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1451 - - - 680 HCM Lane V/C Ratio 0.001 - - - 0.009 HCM Control Delay (s) 7.5 0 - - 10.3 HCM Lane LOS A A - - B HCM 95th %tile Q(veh) 0 - - - 0