Date: To: From: Subject: June 22, 2015 Bradley Reiner, PE Bowman Consulting David R. Kline, PE, PTOE, Incline Associates Thornton Self-Storage Traffic Analysis (DRAFT) - Thornton, Colorado INTRODUCTION This technical letter analyzes the traffic impact of the Thornton Self- Storage facility, located adjacent to the Qwest Thornton Central Office Subdivision in Thornton, Colorado. Access to the self- storage facility and Qwest properties will be through a new joint access drive that intersects with Washington Street at a stop controlled T intersection. The joint accesss drive intersections in a T configuration and continues north to the self- storage facility and south to the Qwest officee parking lot. The Qwest office complex is comprised of two buildings surrounded by a parking lot and drive aisles. A secondary entrance to the Qwest office complex is located several hundredd feet south off the proposed joint access drive. There is one proposed gated entrance at the self-storage facility east end. The proposed development includes a perimeter drive aisle that connects seven buildings totaling a nett rentable areaa of 95,000 square feet. The Site Map (Figure 1) showss site vicinity and the propose buildingss with site layout. EXISTING ACCESS AND ROADWAY NETWORK The entrance to the proposed Self-Storage facility will be through the proposed northern segment of the joint access drive, thatt intersects with Washington St. Washington St. is a north/south four lane raised median divided arterial roadway with turn lanes at intersections. The existing Qwest office complex intersection south of the proposed access drive is controlled by a traffic signal. The Washington St./Pennsylvania St. (Washington Center Pkwy) intersection north of the proposed access drive is also controlled by a traffic signal.
Thornton Self-Storage Traffic Analysis Letter Bradley Reiner PE, Bowman Consulting 06/22/15 Page 2 SITE MAP FIGURE 1 Existing Traffic Volumes Incline Associates preformed a PM peak hour turning movements count at the existing Washington St/North Qwest Drive intersection, Wednesday, May 20, 2015. Table 1 below summarizes the counts. Table 1 Existing Peak Hour Turningg Movementt Volumes NB NB SB SB EB Time Left Through Throughh Right Left PM Peak 4:45 5:45pm 12 708 805 2 8 EB TOTAL Right 4 1,539 Traffic Operations Peak hour capacity analyses is performed using Synchro 8 software for existing 2015 conditions utilizing the methodologies contained in the Highway Capacity Manual 2010, Transportationn Research Board, National Research Council. The analyses result in a qualitative measure of the operational characteristics of the intersection described by a letter designation ranging from A to F known as Level of Service (LOS). LOS A represents ideal free- flow operating conditions, whereas LOS F represents excessive
Thornton Self-Storage Traffic Analysis Letter Bradley Reiner PE, Bowman Consulting 06/22/15 Page 3 congestion and delay. Un-signalized intersection capacity analyses resultt in a LOS designation for each impeded intersection movement. LOS D is considered the minimum desirable standard of operation. Existing Washington St/Qwest North Driveway Intersection Analysis The critical approach movements at the existing Washingtonn St/Qwest North Driveway T intersection, which is stop controlled on the side street include the entering and exiting left turns. The northbound entering left turn operates at LOS A and the eastbound exiting left turn operates at LOS C during the Weekday PM peak hour. See Figure 3, the existing traffic analysis worksheets are in the Appendix. EXISTING TRAFFIC CONDITION PM Peak Hour FIGURE 3 TRIP GENERATIONN The number of vehicle-trips generated by the proposed Self f Storage Facility is estimated using the trip generationn rates documented in Trip Generation, Ninth Edition by the Institute of Transportation Engineers (ITE). The ITE Code 151 Mini-Warehouse, presented in Table 2 documents the daily and peak hour vehicle-trips generated by the proposed use. Table 2 Trip Generation Summary Site Generated Trip - Weekday Land Use & Variable ITE Code AM Peak k Hour (vph) Total In Out PM Peak Hour (vph) Total In Out Mini-Warehouse (95,000 Square Feet) Total 151 15 15 9 6 9 6 24 12 12 24 12 12 Estimated Trip Generation per the ITE 9 th Edition Manual Daily Trips Based on Rentable Area of 95,001 square feet
Thornton Self-Storage Traffic Analysis Letter Bradley Reiner PE, Bowman Consulting 06/22/15 Page 4 FUTURE TRAFFIC CONDITIONN Near Term Total Traffic Condition The near term critical approach movements at the new Washington St/Joint Use Drive T intersection, which is stop controlled on the side street include the entering and exiting left turns. The northbound left turn operates at LOS A and the eastbound left turn operates at LOS C during the Weekday PM peak hour. See Figure 4, the near term total traffic analysis worksheets are in the Appendix. NEAR TERM TOTAL TRAFFIC PM Peak Hour FIGURE 4 Long Term Total Traffic Condition Background traffic volumes represent the component of roadway volumes unrelated to the proposed site. A 1.0% average annual growth rate, which results in a 1.222 twenty year growth factor is used for all existing non-site related turning movement volumes for the Washington St/Joint Use Drive T intersection. The site-generated traffic volumes are added to the 20 year forecasted traffic volumes and a level of service analysis is conducted to find the long term totall traffic conditions. The critical approach movements at the new Washingtonn St/Joint Use Drive T intersection, which is stop controlled on the side streett include the entering and exiting left turns. The northbound leftt turn operates at LOS B and the eastbound left turn operates at LOS C during the Weekday PM peak hour. See Figure 5, the long term total traffic analysis worksheets are in the Appendix.
Thornton Self-Storage Traffic Analysis Letter Bradley Reiner PE, Bowman Consulting 06/22/15 Page 5 LONG TERM TOTAL TRAFFIC PM Peak Hour FIGURE 5 TRANSPORTATION IMPACTS/CONCLUSION This technical letter analyzes the traffic impact of the new Thornton Self-Storage Facility. The proposed development includes seven new buildings with a total 95,0000 square feet of rentable area. The number of vehicle-trips generated by the proposed Self Storage Facility is estimated at 24 PM peak hour trips (12 entering and 12 exiting trips). The anticipated vehicle trips are added to the existing intersection PM peak hour turning movement volumes and near term intersection operational analysis indicates that the intersection entering northbound left turn operates at level of service A and the exiting eastbound left turn operated at LOS C. Intersection analysis preformed for a long term forecast of 20 years also indicates that the intersection entering northbound left turn operates at level of service B and the exiting eastbound left turn operated at LOS C. This Traffic Analysis Letter results find that the minor increase in traffic will have minimal impact on the adjacent transportation n system and no adverse impact on the new Washington St/Joint Use Drive T intersection.
Thornton Self-Storage Traffic Analysis Letter 06/22/15 Bradley Reiner PE, Bowman Consulting Page 6 APPENDIX TO FOLLOW Synchro Level of Service Output
HCM 2010 TWSC Existing PM 2015 3: Access & Washington St Weekday Peak Hour Intersection Int Delay, s/veh 0.3 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 8 4 12 708 805 2 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length - - 125 - - - 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 9 4 13 770 875 2 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1287 439 877 0-0 Stage 1 876 - - - - - Stage 2 411 - - - - - Critical Hdwy 6.84 6.94 4.14 - - - Critical Hdwy Stg 1 5.84 - - - - - Critical Hdwy Stg 2 5.84 - - - - - Follow-up Hdwy 3.52 3.32 2.22 - - - Pot Cap-1 Maneuver 156 566 766 - - - Stage 1 368 - - - - - Stage 2 638 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 153 566 766 - - - Mov Cap-2 Maneuver 153 - - - - - Stage 1 368 - - - - - Stage 2 627 - - - - - Approach EB NB SB HCM Control Delay, s 24 0.2 0 HCM LOS C Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 766-202 - - HCM Lane V/C Ratio 0.017-0.065 - - HCM Control Delay (s) 9.8-24 - - HCM Lane LOS A - C - - HCM 95th %tile Q(veh) 0.1-0.2 - - Existing PM (2015).syn Synchro 8 Report Incline Associates Page 1
HCM 2010 TWSC Near Term PM 4: Washington St & Access Weekday Peak Hour Intersection Int Delay, s/veh 0.3 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 14 10 18 708 805 8 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0-100 - - 100 Veh in Median Storage, # 1 - - 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 15 11 20 770 875 9 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1299 438 875 0-0 Stage 1 875 - - - - - Stage 2 424 - - - - - Critical Hdwy 6.84 6.94 4.14 - - - Critical Hdwy Stg 1 5.84 - - - - - Critical Hdwy Stg 2 5.84 - - - - - Follow-up Hdwy 3.52 3.32 2.22 - - - Pot Cap-1 Maneuver 153 567 767 - - - Stage 1 368 - - - - - Stage 2 628 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 149 567 767 - - - Mov Cap-2 Maneuver 272 - - - - - Stage 1 368 - - - - - Stage 2 612 - - - - - Approach EB NB SB HCM Control Delay, s 16.2 0.2 0 HCM LOS C Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 767-347 - - HCM Lane V/C Ratio 0.026-0.075 - - HCM Control Delay (s) 9.8-16.2 - - HCM Lane LOS A - C - - HCM 95th %tile Q(veh) 0.1-0.2 - - Near Term PM.syn Synchro 8 Report Incline Associates Page 1
HCM 2010 TWSC Long Term PM (+22 yr) 4: Washington St & Access Weekday Peak Hour Intersection Int Delay, s/veh 0.3 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 14 10 18 864 982 8 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0-100 - - 100 Veh in Median Storage, # 1 - - 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 15 11 20 939 1067 9 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1576 534 1067 0-0 Stage 1 1067 - - - - - Stage 2 509 - - - - - Critical Hdwy 6.84 6.94 4.14 - - - Critical Hdwy Stg 1 5.84 - - - - - Critical Hdwy Stg 2 5.84 - - - - - Follow-up Hdwy 3.52 3.32 2.22 - - - Pot Cap-1 Maneuver 100 491 649 - - - Stage 1 292 - - - - - Stage 2 569 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 97 491 649 - - - Mov Cap-2 Maneuver 213 - - - - - Stage 1 292 - - - - - Stage 2 551 - - - - - Approach EB NB SB HCM Control Delay, s 19.2 0.2 0 HCM LOS C Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 649-279 - - HCM Lane V/C Ratio 0.03-0.094 - - HCM Control Delay (s) 10.7-19.2 - - HCM Lane LOS B - C - - HCM 95th %tile Q(veh) 0.1-0.3 - - Long Term PM (+20 yr).syn Synchro 8 Report Incline Associates Page 1