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HomeMy WebLinkAboutBUCKING HORSE SECOND FILING - PDP - PDP120022 - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYTABLE 1 Trip Generation For Filing One & Filing Two Code Use. Size AVYDTE , AM Peak Hour : PM Peak Hour Rate Trips Rate - in Rate Out Race to Ratt Out Filing One Filing One Total ! 3118 119 163 186 168 Filing Two 210 Single Family Estate 56 D.U. EQ 610 EQ 12 EQ 37 EQ 39 EQ 23 210 Single Family Patio Home 10 D.U. 9.57 96 0.19 2 0.56 6 0.64 6 0.37 4 710 Johnson Fans Office 9.70 KSF 11.01 107 1.36 13 0.19 2 0.25 2 1.24 12 Filing Two Total 813 27 45 47 39 Bucking Horse, Filing One & Two Total 3931 146 208 233 207 —//`DELICH Bucking Horse TIS Amendment for Filing One 8 Two, August 2012 -71 r=ASSOCIATES / «Z SCALE: 1 "=500' z Of, SITE PLAN FOR FILING TWO Figure,2 ---//!-DELICH Bucking Horse TIS Amendment for Filings One & Two, August 2012 �� f=ASSOCIATES UTILITY PHASING tzz -�- .7.5.E PHASE, N, • N SCALE: I"=400' END OF PHASE ROADWAY AND UTILITY TERMINATIONS SITE PLAN FOR FILING ONE Figure 1 DELI CH Bucking Horse TIS Amendment for Filings One & Two, August 2012 -7,1 r-ASSOCIATES Highway Capacity Manual. A description of level of service for signalized and unsignalized intersections from the 2000 Highway Capacity Manual and a table showing the Fort Collins Motor Vehicle LOS Standards (Intersections) are provided in Appendix A. The Bucking Horse site is in an area termed "mixed use districts." . In areas termed "mixed use districts," acceptable operation at signalized intersections during the peak hours is defined as level of service E or better. At unsignalized intersections, acceptable operation is considered to be at level of service F for any approach leg for an arterial/local intersection. In such areas, it is expected that there would be substantial delays to the minor street movements at unsignalized intersections during the peak hours. This is considered to be normal and acceptable in urban areas. Using the traffic volumes shown in Figure 4, the key intersections operate in the short range (2017) background traffic future as indicated in Table 2. Calculation forms for these analyses are provided in Appendix A. It is important to note that the City of Fort Collins will be installing southbound dual left -turn lanes at the Timberline/Drake intersection prior to the year 2017. The current signal timing in the morning and afternoon peak hours remained at a 110 and 120 second cycle, respectively. However, some of the timing on various phases had to be adjusted at the various intersections to achieve acceptable level of service. The key intersections will operate acceptably during the morning and afternoon peak hours. Table 3 shows the short range (2017) total morning and afternoon peak hour operation at the key intersections. Calculation forms for these analyses are provided in Appendix B. The key intersections will operate acceptably, except for the Timberline/Drake and Timberline/Prospect intersections. In order to achieve acceptable operation at the Timberline/Drake intersection, a westbound right -turn lane will need to be constructed. With this westbound right -turn lane, Table 4 shows the short range (2017) total morning and afternoon peak hour operation at the Timberline/Drake intersection. At the Timberline/Prospect intersection, a southbound right -turn lane will need to be constructed in order to achieve acceptable operation. In addition to this geometric improvement, right -turn arrows will need to be added so various right -turning movements can get a green arrow when there are no conflicts (free right -turn -on -red). The Bucking Horse, Filing One contributes no traffic to the southbound right -turn at the Timberline/Prospect intersection. This geometric improvement will likely be a capital improvement project of the City of Fort Collins in the future. With the development of Bucking Horse, Filing One & Two, it is concluded that the key intersections will operate acceptably with recommended geometry and control. No additional improvements, beyond those implemented by the City and the construction of a westbound right -turn lane at the Timberline/Drake intersection, will be required. L-DELICH Bucking Horse TIS Amendment for Filing One & Two, August 2012 %/, —ASSOCIATES DELICH ASSOCIATES Traffic & Transportation Engineering,r_ 2272 Glen Haven Drive Loveland, Colorado 80538 Phone: (970) 669-2061 Fax: (970) 669-5034 MEMORANDUM TO: Gino Campana, Bellisimo, Inc. Ward Stanford, City of Fort Collins FROM: Matt Delich SUBJECT: Bucking Horse TIS Amendment —Analysis of Filing One & Filing Two (File: 1214ME04) This memorandum provides operational analyses of the key intersections due to the intended phasing of the Bucking Horse Project. The scope of this exercise was discussed with Ward Stanford, Fort Collins Traffic Operations. This memorandum analyzes the impacts of the Bucking Horse, Filing One & Filing Two portions of the development. This memorandum is an amendment to the "Bucking Horse Transportation Impact Study," (TIS) March 2012. A memorandum, dated August 24, 2012, served as an amendment to the cited study for the impacts of Filing One only. The current site plan for Bucking Horse, Filing One is shown in Figure 1 and the current site plan for Bucking Horse, Filing Two is shown in Figure 2. Bucking Horse, Filing One is proposed to have six phases and was analyzed in the cited Amendment memorandum. Bucking Horse, Filing Two is proposed to have only one phase. Trip Generation, 8th Edition, ITE was used to estimate the daily and peak hour trip generation for Bucking Horse, Filing One & Two. The trip generation resulted in 3931 daily trip ends, 354 morning peak hour trip ends, and 440 afternoon peak hour trip ends. The trip distribution used in the cited TIS was also used for Bucking Horse, Filing One & Two. Figure 3 shows the Filing One & Two site generated peak hour traffic. Background traffic projections for the short range (2017) future horizon were obtained from the cited TIS and are shown in Figure 4. The traffic volumes generated by the proposed Bucking Horse, Filing One & Two were added to the background traffic volumes to produce the total traffic volume forecasts for the short range (2017) future. Figure 5 shows the short range (2017) total peak hour traffic at the key intersections. Operation analyses were performed at the Timberline/Drake, Timberline/Prospect, Timberline/Nancy Gray, Timberline/Charles Brockman-Katadin, Timberline/Sandbar, Timberline/Blackbird, Drake/Rigden, and Drake/Miles House intersections. The operations analyses were conducted for the short range future, reflecting a year 2017 condition. The intersections were evaluated using techniques provided in the 2000