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HomeMy WebLinkAboutFOX POINTE PLAZA - PDP - 16-06 - REPORTS - TRAFFIC STUDYPedestrian LOS Worksheet Project Location Classification: Activity Corridor Description of Applicable Destination Area Within 1320' Destination Areas Classification -Level ice (minimum based on project location classification) eCtr Co hn ry Crossings v'ami iAnwmp s my Commercial/office to the North Commercial Office Minimum B B B B B 1 Actual A B B B B Proposed A B B B B Residential to the east Residential Minimum B B B B B 27 Actual B B B B B Proposed B B B B B Cialloffice to thee south south Commercial Office Minimum B B B B B 3 Actuad A B AB B B Proposed A 8 AB 8 B Commercial to the west Commercial Minimum B B B B B 4 Actual B B BIC B B Proposed B B BIC B B Minimum 5 Actual Proposed Minimum 6 Actual Proposed Minimum 7 Actual Proposed Minimum 8 Actual Proposed Minimum 9 Actual Proposed Minimum 10 Actual Proposed 4!& H N ooth Roa J m � Q t o Y U � c m 2 oc mey 3 P a eOa� e l ' SCALE: 1 "=1000' PEDESTRIAN INFLUENCE AREA a-1 APPENDIX F FS HCM Unsignalized Intersection Capacity Analysis 5: Boardwalk Drive & Landings recent i§t21 bkgd -' � s- t 4\ t �► 1 am Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Right Turn Channelized Volume(veh/h) 85 450 275 100 500 125 10 5 40 60 30 135 Peak Hour Factor 0.94 0.94 0.94 0.89 0.89 0.89 0.94 0.94 0.94 0.87 0.87 0.87 Hourly flow rate (vph) 90 479 293 112 562 140 11 5 43 69 34 155 Approach Volume (veh/h) 862 815 59 259 Crossing Volume (veh/h) 216 106 638 685 High Capacity (veh/h) 1169 1274 836 805 High v/c (veh/h) 0.74 0.64 0.07 0.32 Low Capacity (veh/h) 966 1061 668 641 Low v/c (veh/h) 0.89 0.77 0.09 0.40 Intersection Summary Maximum v/c High 0.74 Maximum v/c Low 0.89 Intersection Capacity Utilization 68.3% ICU Level of Service C ' Joseph Matthew J. Delich , P. E. 4/11 /2006 Page 1 39 APPENDIX B �o 1 Z q m � V U U � W J = o LL c v w w V N a c J Q• > T M = G Ouzw O W N �O± V co LLJ LL 0 3 cc O ' Z O m J O a ` 0 d N T i Q J C C4 � H r 1 ' ? rn E II II II o Q Bs N M co T• r P N N t� ev N aO M l0 00 O1 T• p � t0 01 T M CO W r � r' r' !- N r• �- at Y E m 0®0 .� (2 O O N n (h O � y rn rn rn � n a co al Y A 0 m C N N N O A w J {A O N OJ In t` rL.. 00 f• N a0 1-- N r C N N N N M O c A J K m to N V 6� 3 L 3 r U U a 0 a cn N Z Ec a o T can inm 1- m t` A A Op cC CO a <O co OOi N eMn v tl 0� LON c0 a rn Im N w M of M M �F M 1� N M eO N N T• M Cf M 1- eP M M M M m m to O m O In N N N •- N N 1 a0 t � tO cocD Y9 --r N'9 M N -'st M ut1 4: N M N N N N o M m o m co rn � rn m o 0 0 � O P M O fan wIo ao m wlO N N C O U Z L+ w O O LL. _C o U . o U LL! o J U LL Y ui w U � ai o A W m 2 G o p � a v m w> c�im LL O C Z WLU Z } �y _ 0 7 C o Q F F N O J i IL CC G Q � N C L � Qyyi Q C J N t Ir co a H N N N N O N t0 T F Q) N d Y A 3 O N V H ^ � tip A m O J c7 th N Y _ ti 3 � V 9 F t�l1 1AD m o m C 0 t� w J m In N O co N O C pp Y LL C N M N t7 N C h N FO Y LL 7 C O a N M M N M O E o H m r� i� is eo �O Sm M o6 Lo N co L n 40 N N N N N N N nN N N (NV RAJ N N N N N M N M Tm ao rn m rn O CO sY T M N M M so. 'T ` N (O V (h (O to M V M N M � o v v ui vi F I 1 N 1 Z � O O V v ' J t V LL ui w U y 0: z o ' S in W d N N W us o Ll- O C O 'o 'omda = m =UJ FLU N O o L J a Q N C �1l R � Q O J � � � N CI O� fn J O Q O O M N d co H n M M M LO A d 9yN?; rj O cp V crn'f M M Q �O+f a O N m r d m d N tL J O O O O N N o m v v m m c r r� r ao v1 Ln ao m O C N N A r �O Op LL O It y J O O V N N V r Y LL C O (7 N N d Ih O Z J M r m Ir A A m m EO W U') coo o COi 40 N N N M N N N O m M 11 � rl- co co A H N 4Y f0 M A N N N N N N m o m^ o 0 In V UO (O 11') V N m Ln eo 1, M FillN N (O rn N M th rn aD rn N 1� QO a0 rn rn rn ? 1n r O ID V ro o � o on M A r� gestBv W --*— AM/PM TRIP DISTRIBUTION I& N Figure 5 TABLE 2 Trip Generation Code Use Size s-, 3 AWDTE AM Peak Hour PM Peak Hour Rate T' ` Rate In Rate I OUt I Rate I to Rate Out 814 Specialty Retail iV-4 KSF 44.32 "5- 0.38 1 2 -' 0.30 2- 11.19 6(. 1.52 a`$ 934 Coffee Kiosk 2 windows 800 30 31 9 10 Total 965 W 3?s ada 1T� r—F- -It I.2�Si-� )2 II1.IFIZ( it5.; l(p ��fSf l5 I I -J 32 13 S owowanmwm $ eIA N7tlNAW09 RAtlMNWdMdf 10')'3S 9 = 6 A alii VZVld A31NOOVY , i [ E U I I SITE LOCATION i > m I � 0 rn '2 a� o c U m Hc rsetooth Roa a m Backman Drive I L LL WAKC M 4AeC 0 Pa�,rlay a� Trod"' I SCALE: 1 "=1000' Figure 1 3 — Attachments Attachment A Transportation Impact Study Base Assumptions Project Information Project Name t-Jc*, & t( YLAzA oST ©r ric G Project Location 5E v N i r Re D wAL Ft- TIS Assumptions Type of Study Full: A.IC) Intermediate: YZ-s Study Area Boundaries North:,'OARO W4 L /< South: East a F,(zf)I,wl West [AN�SNG Study Years Short Range: ),0oV Long Range. -2020" Future Traffic Growth Rate Study Intersections 1. All access drives 5. 2. GBARAWAL J p K 6- 3- &Eb W A L k LAOA,44S 7- 4- J FK C $- Time Period for Study aML 7:00-9:00 M: 4:00 6: Sat Noon: Trip Generation Rates ? T C AND Co P r-ems Kr o s� Trip Adjustment Factors Passby: c v c., g- 1 vV I o Rt TAJG 30' Captive I Market: Overall Trip Distribution SEE ATTACHED SKETCH Mode Split Assumptions u /A Committed Roadway Improvements �Jo, 6W Other Traffic Studies r f KsT CoµP-w kWrle [�A�PJ P 4 A$ T S Areas Requiring Special Study (�L��lOAF30u a' AWtkrAL4A 4Vt:-"S ud,r S F K(P0-ARptuW L K. Date: I L IL (IS - Traffic Engineer. ICL (fC Local Entity Engineer: G — v Lamer Casty urban Area Street standards - Repealed and Ra cted October t, 2002 Page 4-35 Adopted by Larkner County, City of Loveland, City of Fort Colfms APPENDIX A IV. CONCLUSIONS This study assessed the impacts of the Moomey Plaza on the short range (2008) street system in the vicinity of the proposed development. As a result of this analysis, the following is concluded: The development of the Moomey Plaza is feasible from a traffic engineering standpoint. At full development, the Moomey Plaza will generate approximately 1070 daily trip ends, 83 morning peak hour trip ends, and 56 afternoon peak hour trip ends. Current operation at the key intersections is acceptable with existing controls and geometry. - Peak hour signal warrants are not likely to be met at the Boardwalk/Landings-Post Office intersection in the short range (2009) future. , In the short range (2008) future, given development of the Moomey Plaza and an increase in background traffic, the key intersections are shown to operate acceptably. The Boardwalk/Landings-Post Office intersection calculated delay for the afternoon peak hour northbound and southbound approaches was commensurate with level of service F. The JFK/Post Office -Best Buy Access intersection calculated delay for the afternoon peak hour eastbound approach and westbound left-turn/through was commensurate with level of service E and F, respectively. This is considered to be normal during the peak hours at stop sign controlled intersections along arterial streets. At the JFK/Boardwalk intersection, if unacceptable operation occurs during the peak hours, the City may want to implement an eastbound and westbound left -turn phase. This will result in acceptable operation at this intersection. - Roundabout control at the Boardwalk/Landings-Post Office intersection would result in acceptable operation at this intersection. This intersection is a good candidate for this type ' of control. If the City desires this solution, this development can participate in the design. Short range (2008) geometry is shown in Figure 9. Based upon comments from the Fort Collins Traffic Engineer, the right- in/right-out access to Boardwalk would only be considered if there was a right -turn lane which would remove turning vehicles from the eastbound through lane. Acceptable level of service is achieved for pedestrian, bicycle, and transit modes based upon the measures in the multi -modal transportation guidelines and future improvements to the street system in the area. The only exception is for the pedestrian street crossing measure for destination 4 (west side of College Avenue). 21 west of the site. This site is in an area type termed "activity corridor." Acceptable pedestrian level of service cannot be achieved for all pedestrian ' destinations. The Pedestrian LOS Worksheet is provided in Appendix F. The minimum level of service for "activity corridor" is B for all categories. Most of the factors meet the level of service B criteria. For pedestrian destinations on the west side of College Avenue, the street crossing factor would be at level of service C. Bicycle Level of Service Based upon Fort Collins bicycle LOS criteria, the only bicycle ' destinations are the other commercial areas along the College Avenue corridor. This site connects directly to bike lanes on JFK Parkway, which achieves level of service B. Transit Level of Service This area of Fort Collins will continue to be served by transit service according to the Fort Collins Transit Plan. It will achieve level of service B for public transit. 461 P cress Egress est guy Access B OR ROUNDABOUT y a o U Q In - Denotes Lane N SHORT RANGE (2008) GEOMETRY Figure 9 19 However, increasing the number of lanes does not cause a doubling of the capacity. It is assumed that the level of service for an approach leg (LOS E in a commercial corridor) at a signalized intersection is also acceptable for the approach leg for a roundabout. The roundabout analyses indicate that a single -lane operation in the short range (2009) Post Office intersection. roundabout would provide acceptable future for the Boardwalk/Landings- Since the entering vehicles on all legs of a roundabout are typically not stopped, the vehicle emissions at a roundabout are less than that at a stop sign controlled or a signal controlled intersection. This is especially true during the non -peak hours. Accidents at roundabout intersection are less severe than those at conventional intersections. If a roundabout is built at this intersection, additional right-of-way may be required at all four quadrants of the intersections depending upon the ultimate design. A detailed cost estimate is beyond the scope of a transportation impact study. This is more appropriately provided by the roundabout design engineer. It is premature to provide a design and cost estimate unless the City of Fort Collins desires roundabout control at these intersections. It is likely that the annual maintenance costs of a roundabout will be less than that of a signalized intersection. Geometry Figure 9 shows a schematic of the short range (2009) geometry. This is the current geometry at the existing intersections. Existing traffic volumes at the Boardwalk/JFK intersection indicate that the warrant for a right -turn lane is met for all legs. Only the northbound right -turn lane approaching Boardwalk Drive currently exists. There are significant constraints to adding these right -turn lanes or the City would have already built them. This small development could not be expected to make these improvements at this intersection. An eastbound right -turn lane is not warranted at the proposed Boardwalk right- in/right-out access. However, a short right -turn lane would remove the site generated traffic from the through lane on Boardwalk, which would mitigate the impact of this proposed access. Subsequent conversations with the Fort Collins Traffic Engineer indicated that if the access were approved, this right -turn lane would be required. While the right -turn lane would not meet the deceleration length for a two-lane arterial street (435 feet), it would provide the opportunity to remove turning vehicles from the eastbound through lane. Pedestrian Level of Service Appendix F shows a map of the area that is within 1320 feet of the Moomey Plaza. There will be four pedestrian destinations within 1320 feet of the Moomey Plaza. These are: 1) the commercial areas to the north of the site, 2) the residential area to the east of the site, 3) the commercial areas to the south of the site, and 4) the commercial areas to the 1U. TABLE 4 Short Range (2008) Total Peak Hour Operation Intersection Movement Level of Service AM PM JFK/Boardwalk (signal) EB LT B B EB T/RT B B EB APPROACH B B WB LT B E WB T/RT B B WB APPROACH B D NB LT A B NB T B C NB RT B B NB APPROACH B B SB LT A B SB T/RT B B SB APPROACH A B OVERALL B C Boardwalk/Right-in/Right-out Access (stop sign) NB RT B C Boardwalk/Landings-Post Office Access (stop sign) EB LT _ A A WB LT A B NB LT/T/RT C F SB LT E F SB T/RT C F SB APPROACH D F (roundabout) Boardwalk/Landings-Post Office vic Ratio (up er bound) EB 0.37/0.45 0.74/0.89 WB 0.4610.56 0.64/0.77 NB 0.05/0.06 0.07/0.09 SB 0.14/0.17 0.32/0.40 JFK/Post Office -Best Buy Access (stop sign) EB LT/T/RT B E WB LT/T B_ FWg RT A B WB APPROACH B D NB LT A A 17 TABLE 3 Short Range (2008) Background Peak Hour Operation Intersection Movement Level of Service AM PM JFK/Boardwalk (signal) EB LT B B EB T/RT B B EB APPROACH B B WB LT B E WB T/RT B B WB APPROACH B C NB LT A B NB T B C NB RT B B NB APPROACH B B SB LT A B SB T/RT B C SB APPROACH B B OVERALL B C Boardwalk/Landings-Post Office Access. (stop sign) EB LT A A WB LT A B NB LT/T/RT C F SB LT D F SB T/RT C F SB APPROACH D F Boardwalk/Landings-Post Office (roundabout) vie Ratio (upperbamdAowar bound).. EB 0.35/0.43 0.7210.87 WB 0.46/0.55 0.64/0.76 NB 0.05/0.06 0.07/0.09 SB 0.13/0.16 0.31/0.39 JFK/Post Office -Best Buy Access (stop sign) EB LT/f/RT B E WB LT/T _ B F WB RT A B WB APPROACH B D NB LT A A 16 Using the traffic volumes shown in Figure 6, the key intersections operate in the short range (2008) background condition as indicated in Table 3. Calculation forms for these analyses are provided in Appendix C. All the key intersections will operate acceptably. The Boardwalk/Landings-Post Office intersection calculated delay for the afternoon peak hour northbound and southbound approaches was commensurate with level of service F. The JFK/Post Office -Best Buy Access intersection calculated delay for the afternoon peak hour eastbound approach and westbound left-turn/through was commensurate with level of service E and F. respectively. This is considered to be normal during the peak hours at stop sign controlled intersections along arterial streets. Using the traffic volumes shown in Figure 8, the key intersections operate in the short range (2008) total traffic future as indicated in Table 4. Calculation forms for these analyses are provided in Appendix D. All the key intersections will operate acceptably. The Boardwalk/Landings-Post Office intersection calculated delay for the afternoon peak hour northbound and southbound approaches was commensurate with level of service F. The JFK/Post Office -Best Buy Access intersection calculated delay for the afternoon peak hour eastbound approach and westbound left-turn/through was commensurate with level of service E and F, respectively. This is considered to be normal during the peak hours at stop sign controlled intersections along arterial streets. Roundabout Analysis A resolution of the Fort Collins City Council requires a roundabout analysis at arterial/arterial and arterial/collector intersections. A roundabout analysis was requested at the Boardwalk/Landings-Post Office intersection and is addressed in this section of the TIS. Tables 3 and 4 show the volume/capacity (v/c) ratios with roundabout control at the subject intersection for the respective short range (2009) background and total futures. The roundabout calculation forms are provided in Appendix E. The Boardwalk/Landings-Post Office intersection was analyzed as a single - lane roundabout in the short range (2009) using the 2000 Highway Capacity Manual. This technique does not calculate level of service or delay to the traffic entering the roundabout. Instead, it provides a v/c ratio for each entering leg. The capacity is expressed as an upper and lower bound. The calculation forms are provided in the respective appendices. Convention would indicate that level of service A is associated with a v/c ratio <-0.60. Correspondingly, the following associations are also reasonable: level of service B - v/c=0.61-0.70; level of service C - v/c=0.71-0.80; level of service D - v/c=0.81-0.90; level of service E - v/c=0.91-1.00; and level of service F - v/c>1.00. The capacity of a roundabout can be increased by providing. right -turn bypass lanes when the right -turning volume is sufficiently high to warrant this treatment. The capacity can also be improved by increasing the number of lanes on the approaches and on the circulating roadway. 15 P 7 a � N R 05 _` 90/125 285/310 /ram 801210 3pn0 235jg1p 10175 � h o 3�8� 445/85p �� 12�j1g5 10110 cn rn �� 6�115 Egress Amass Access 5130 'Best Buy 5140 SHORT RANGE (2008) TOTAL PEAK HOUR TRAFFIC O� C Z m o h /N v 8at1 ZS l� /ram 951100 0 35/85 `e 2q0/q5 p 105/2�5 o O h P R y N Q 4 • AM/PM Rounded to Nearest 5 Vehicles N Figure 8 14 Best" v �� --a— AM/PM phl, SITE GENERATED PEAK HOUR TRAFFIC Figure 7 13 0 90112 2751315 8p1210 3p�0 2251405 11pns 0 8 �� 10011g0 � > 601110 9ress Nrcess Uy PASS Sr3OJ �v 'Be--6 5140 0 AM/PM Rounded to Nearest 5 Vehicles SHORT RANGE (2008) BACKGROUND PEAK HOUR TRAFFIC 4- N Figure 6 12 best B'j I TRIP DISTRIBUTION N Figure 5 11 ' Trip Distribution ' Trip distribution for the Moomey Plaza was estimated using knowledge of the existing and planned street system, current traffic counts, development trends, and engineering judgment. Figure 5 shows the trip distribution used for the peak hour traffic assignment. The trip distribution analysis was discussed and agreed to in the scoping meeting. Background Traffic Projections ' Figure 6 shows the short range (2008) background traffic projections. Background traffic projections for the short range future horizon were obtained from the Short Range (2008) Total peak hour traffic of the lst Bank Community Plaza TIS. ' Trip Assignment Trip assignment is how the generated and distributed trips are expected to be loaded on the street system. The assigned trips are the resultant of the trip distribution process. Figure 7 shows the site generated peak hour traffic assignment of the Moomey Plaza site. Figure 8 shows the short range (2008) total (site plus background) peak hour traffic at the key intersections with the development of the Moomey Plaza. ' Signal Warrants As a matter of policy, traffic signals are not installed at any location unless warrants are met according to the Manual on Uniform Traffic Control Devices (MUTCD). There are eight signal warrants in the ' MUTCD. The peak hour warrant is the one that is the easiest to predict in a transportation impact study, since these are analysis periods that are typically included in a transportation impact study. While a peak hour signal warrant would not be used to warrant a signal at this ' location, it would give a reasonable indication whether other signal warrants would be met. By observation, it was determined that peak hour signal warrants will not likely be met at the Boardwalk/Landings-Post Office intersection in the short range (2008) future. ' Operation Analysis Operation analyses were performed at the key intersections. The operations analyses were conducted for the short range analysis reflecting the year 2008. 10 SCALE 1 "=100' (i r. SITE PLAN 91 C�7 �v §: ik IIF Figure 4 III. PROPOSED DEVELOPMENT ' The Moomey Plaza is located on the southeast quadrant of the JFK/Boardwalk intersection in Fort Collins. Figure 4 shows a site plan of the Moomey Plaza. The Site plan shows right-in/right-out ' access to Boardwalk across from a right-in/right-out access on the north side of Boardwalk. It is proposed that the access would be controlled by a raised channelization island, similar to the one ' across the street. There will also be internal access through the post office circulation system. The short range analysis (year 2008) includes development of the Moomey Plaza and an appropriate increase in background traffic due to normal growth and other potential developments in the area. Trip Generation Trip generation is important in considering the impact of a ' development such as this upon the existing and proposed street system. A compilation of trip generation information contained in Trip Generation, 7th Edition, ITE, was used to estimate trips that would be ' generated for two of the proposed/expected uses at this site. The ITE reference does not provide rates for a coffee kiosk. The trip generation for the coffee kiosk utilized information provided by Oregon DOT for two -window coffee kiosks. ODOT provided actual morning peak ' hour observations for five different sites. The afternoon peak hour trip generation for the coffee kiosk was estimated based upon the morning and afternoon peak hour trip generation relationship from a ' national coffee chain. It is expected that 100 percent of the coffee kiosk trip generation will be from pass -by traffic. Table 2 shows the expected trip generation on a daily and peak hour basis. TABLE 2 Trip Generation Code Use Size AWDTE AM Peak Hour PM Peak Hour Rate Trips Rate In Rem Out Rate In Rate. Out 814 Specialty Retail 4.8 KSF 44.32 215 0.38 2 0.30 1 1.19 6 1.52 7 710 Office 4.B KSF 11.01 1 55 1.36 7 0.19 1 0.25 1 1.24 6 Coffee Kiosk T 8-00 36 36 18 18 Total 1070 45 38 25 31 9 TABLE 1 Current Peak Hour Operation Intersection Movement Level of Service AM. PM JFK/Boardwalk (signal) EB LT B B EB T/RT B B EB APPROACH B B WB LT B B WB T/RT B B WB APPROACH B B NB LT A A NB T B B NB RT B B NB APPROACH B B SB LT A B SB T/RT B B SB APPROACH A B OVERALL B B Boardwalk/Landings-Post Office Access (stop sign) EB LT A A WB LT LT A B NB LT/ C E SB LT C F SB T/RT C E SB APPROACH C F JFK/Post Office -Best Buy Access (stop sign) EB LTlT/RT B C WB LT/T B DWg RT A B WB APPROACH B C NB LT A A Transit Facilities ' This area is served (within 1320 feet) by transit Route 1. The northbound portion of a one way loop of Route 1 is on JFK Parkway. The South Transit Center is approximately 3000 north of Moomey Plaza at the Square Shopping Center. Best guy Pocess N � O 2�g�3 ps g18 w o 55503 Access ETess � 'w 4125 313Q �� N n w 0 A f— AM/PM N BALANCED RECENT PEAK HOUR TRAFFIC Figure 3 6 N Na a N a 31287 66110S I L 1g188 s r af8 Egtess Ac cess 0000 CCesS 4123 w Best BUy 313� �� `� rn 0 Q_n RECENT PEAK HOUR TRAFFIC Figure 2 5 ' Existing Traffic Recent peak hour traffic counts at the key existing intersections are shown in Figure 2. The traffic data for the JFK/Boardwalk intersection was collected in January 2005 by the City of Fort Collins. The traffic data for the JFK/Post Office -Best Buy access and the Boardwalk/Landings-Post Office Access intersections was collected in December 2005. Raw traffic counts are provided in Appendix A. Since counts were performed on different days, the traffic volumes bet -Keen the 1:.ters2CtiOns were balanced and are shown in Figure 3. Existing Operation The counted intersections were evaluated using techniques provided in the 2000 Highway Capacity Manual. Using the peak hour traffic shown in Figure 3, the peak hour operation is shown in Table 1. Calculation forms are provided in Appendix B. The key intersections operate ' acceptably overall during both the morning and afternoon peak hours. Delays at the north leg of the Boardwalk/Landings-Post Office intersection are shown to be at level of service F in the afternoon peak hour. However, research has indicated that the calculated delay is substantially over estimated. The Moomey Plaza site is primarily in an area termed "commercial corridor." In "commercial corridors," acceptable overall operation at signalized intersections during the ' peak hours is defined as level of service D or better. At signalized intersections, acceptable operation of any leg and any movement is level of service E. At unsignalized intersections, in commercial ' corridors, there is no minimum level of service criteria. In such areas, it is expected that there would be substantial delays to the minor street movements during the peak hours. This is considered to be normal in urban areas. 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 also provided in Appendix B. Pedestrian Facilities Sidewalks exist adjacent to existing developments on all area streets. There are pedestrian crosswalks and ramps at the JFK/Boardwalk intersection. ' This site is within 1320 feet of: existing residential areas, commercial/retail uses, and office uses. Bicycle Facilities There are bicycle facilities along JFK Parkway and Boardwalk Drive. 1 4 N i Hc rsetooth Roa m a < o � a (D Y c o U m FPla2pa mey Ito�<manPa��aH Bo a�a 6'5a I SCALE: 1 "=1000' SITE LOCATION 3 Figure 1 ' II. EXISTING CONDITIONS The location of the Moomey Plaza is shown in Figure 1. It is ' important that a thorough understanding of the existing conditions be presented. Land Use Land uses in the area are primarily commercial or residential. There are commercial uses to the north, west, and south of the site. There are residential uses to the east of the site. The post office is to the south of the site. The center of Fort Collins lies to the north ' of the proposed Moomey Plaza. Moomey Plaza is in a commercial corridor. The primary streets near the Moomey Plaza site are JFK Parkway, Boardwalk Drive, and Landings Drive. The following descriptions are based upon a site visit and review of the Fort Collins Master Street Plan. JFK Parkway is west (adjacent) of the Moomey Plaza site. It is classified as a four -lane arterial according to the Fort Collins Master Street Plan. Currently, JFK Parkway has a four -lane cross section in this area. At the JFK/Boardwalk intersection, JFK Parkway has a northbound and a southbound left -turn lane, two northbound through lanes, a northbound right -turn lane, a southbound through lane, and a ' southbound through/right-turn lane. The JFK/Boardwalk intersection is signalized. At the JFK/Post Office -Best Buy Access intersection, JFK Parkway has a northbound left -turn lane and two through lanes in each ' direction. The existing speed limit in this area of JFK Parkway is 35 mph. Boardwalk Drive is north (adjacent) of the Moomey Plaza site. It is an east -west street designated as a two-lane arterial street on the Fort Collins Master Street Plan. Currently, it has a two-lane cross section. At the JFK/Boardwalk intersection, Boardwalk Drive has an ' eastbound and westbound left -turn lane, and a through/right-turn lane in each direct. At the Boardwalk/Landings-Post Office Access intersection, Boardwalk Drive has an eastbound and westbound left -turn lane and a t through lane in each direction. The existing speed limit in this area of Boardwalk Drive is 30 mph. Landings Drive is east of the Moomey Plaza site. It is a north - south street designated as a two-lane arterial street on the Fort Collins Master Street Plan. Currently, it has a two-lane cross section. At the Boardwalk/Landings-Post Office Access intersection, Landings Drive has a westbound left -turn lane, and a through/right-turn lane. The Post Office has all movements combined into a single lane. The existing speed limit in this area of Boardwalk Drive is 25 mph. 2 I. INTRODUCTION This intermediate transportation impact study (TIS) addresses the capacity, geometric, and control requirements at and near the proposed Moomey Plaza. The proposed Moomey Plaza is located on the southeast quadrant of the JFK/Boardwalk intersection in Fort Collins, Colorado. During the course of the analysis, numerous contacts were made with the project planner (ZTI Construction Group, Inc.) and the City of Fort Collins staff. This study generally conforms to the format set forth in the Fort Collins transportation impact study guidelines as contained in the "Larimer County Urban Area Street Standards" (LCUASS). A Base Assumptions Form and related information are provided in Appendix A. The study involved the following steps: - Collect physical, traffic, and development data; - Perform trip generation, trip distribution, and trip assignment; - Determine peak hour traffic volumes; - Conduct capacity and operational level of service analyses on key intersections; - Analyze signal warrants; - Roundabout analysis; - Conduct level of service evaluation of pedestrian, bicycle, and transit modes of transportation. 1 LIST OF FIGURES Figure Page 1. Site Location ........................................ 3 2. Recent Peak Hour Traffic ............................. 5 3. Balanced Recent Peak Hour Traffic .................... 6 4. Site Plan ............................................ 9 5. Trip Distribution .................................... 11 6. Short Range (2008) Background Peak Hour Traffic ...... 12 7. Site Generated Peak Hour Traffic ..................... 13 8. Short Range (2008) Total Peak Hour Traffic ........... 14 9. Short Range (2008) Geometry .......................... 19 APPENDIX A Base Assumptions Form/Peak Hour Traffic Counts B Current Peak Hour Operation/Level of Service Descriptions C Short Range Background Traffic Operation D Short Range Total Traffic Operation E Roundabout Traffic Operation F Pedestrian Level of Service Worksheets TABLE OF CONTENTS Page I. Introduction ......................................... 1 II. Existing Conditions .................................. 2 LandUse ............................................. 2 Roads.........................................:...... 2 Existing Traffic ..................................... 4 Existing Operation ................................... 4 Pedestrian Facilities ................................ 4 Bicycle Facilities ................................... 4 Transit Facilities ................................... 7 III. Proposed Development ................................. 8 Trip Generation ...................................... 8 Trip Distribution .................................... 10 Background Traffic Projections ....................... 10 Trip Assignment ...................................... 10 Signal Warrants ...................................... 10 Operation Analysis ................................... 10 Roundabout Analysis .................................. 15 Geometry............................................. 18 Pedestrian Level of Service .......................... 18 Bicycle Level of Service ............................. 20 Transit Level of Service ............................. 20 IV. Conclusions .......................................... 21 LIST OF TABLES Table Page 1. Current Peak Hour Operation .......................... 7 2. Trip Generation ...................................... 8 3. Short Range (2008) Background Peak Hour Operation .... 16 4. Short Range (2008) Total Peak Hour Operation ......... 17 MOOMEY PLAZA TRANSPORTATION IMPACT STUDY FORT COLLINS, COLORADO MAY 2006 Prepared for: Moomey Enterprises LLC 4495 Ridgeway Drive Loveland, CO 80538 Prepared by: DELICH ASSOCIATES 2272 Glen Haven Drive Loveland, CO 80538 Phone: 970-669-2061 FAX: 970-669-5034