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HomeMy WebLinkAboutOTTER BOX CORPORATE HEADQUARTERS (209 S. MELDRUM ST.) - PDP - 35-09 - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYIV. CONCLUSIONS This study assessed the impacts of 209 South Meldrum on the short range (2014) street system in the vicinity of the proposed development. As a result of this analysis, the following is concluded: The 209 South. Meldrum is feasible from a traffic engineering standpoint. At full development, 209 South Meldrum will generate approximately 486 daily trip ends, 68 morning peak hour trip ends, and 66 afternoon peak hour trip ends. Currently, the key intersections operate acceptably with existing control and geometry. In the short range (2014) future, a signal will not likely be warranted at any of the key stop sign controlled intersections. In the short range (2014) background traffic future, the key intersections will operate acceptably. In the short range (2014) future, given expansion of the 209 South Meldrum and an increase in background traffic, the key intersections will operate acceptably. The short range (2014) geometry is shown in Figure 8. While roundabout control at the Meldrum/Olive/Canyon intersection would operate acceptably, it is not likely that the City of Fort Collins would pursue a roundabout at this intersection. - Acceptable level of service will be achieved for pedestrian modes based upon the measures in the multi -modal transportation guidelines, except for Visual Interest & Amenities. Acceptable I level of service will be achieved for bicycle modes based upon the measures in the multi -modal transportation guidelines. Transit level of service is acceptable. 21 iJ Bicycle Level of Service Appendix F shows a map of the area that is within 1320 feet of 209 South Meldrum. This area, the Fort Collins CBD, is considered to be a community/neighborhood commercial center. Based upon Fort Collins bicycle LOS criteria, the level of service threshold for bicycles is LOS B. There are bicycle facilities along Mason Street and Howes Street. The 209 South Meldrum is connected to the Mason Street and Howes Street bike lanes via Oak Street and Olive Street, which satisfies the LOS B criteria. The bicycle LOS worksheet is jl provided in Appendix F. Transit Level of Service This area is served (within 1320 feet) by transit routes 1, 15, and 18. The 209 South Meldrum Development is located in an area defined as "mixed -use centers and commercial corridors" for the purpose of public transit level of service evaluation. In the future, transit service will be improved as depicted on the Fort Collins j Transit System Plan. The future level of service will be in the B �j category. 20 1 j roundabout 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 Appendix E. Convention would indicate that level of service A is associated with a v/c ratio <-0.60. Correspondingly, the j following associations are also reasonable: level of service B II 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. It is assumed that the level of service for an approach leg (LOS E in an activity corridor) at a signalized or unsignalized intersection is also acceptable for the approach leg for a roundabout. The roundabout analyses indicate that a single -lane roundabout would provide acceptable operation in the short range (2014) future. However, based on the LOS at the key intersections and only two accidents, one involving a parked vehicle, in the past three years, the key intersections function well with current control. It is not likely that 1 the City of Fort Collins would pursue a roundabout at this intersection. 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 intersection 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 j is premature to provide a design and cost estimate unless the City of '.I Fort Collins desires roundabout control at this intersection. Pedestrian Level of Service Appendix F shows a map of the area that is within 1320 feet of 209 South Meldrum. The 209 South Meldrum site is located within an area termed as "pedestrian district," which sets the level of service threshold at LOS A for all measured categories, except for street crossing at LOS B. There are four destination areas within 1320 feet of the proposed 209 South Meldrum: 1) the commercial uses to the south of the site; 2) the Fort Collins CBD which contains commercial and office land uses to the east of the site; 3) the commercial uses and residential neighborhood to the north of the site; and 4) the residential neighborhoods to the west of the site. Appendix E i contains a Pedestrian LOS Worksheet. Since, pedestrian facilities in _j this area were built under earlier street standards, Visual Interest 6 Amenities could not be met. i TABLE 5 Short Range (2014) Total Peak Hour Operation e E B 0.05/0.06 0.06/0.08 WB 0.04/0.05 0.10/0.12 Meldrum/Olive/Canyon (roundabout) NB 0.15/0.18 0.18/0.22 S B 0.16/0.19 0.26/0.31 SWB 0.07/0.09 0.06/0.07 NEB 0.01/0.01 0.0210.03 18 Oak Street Site Access B I [ T Site Access A Q h� f� Olive Street L Ak SHORT RANGE (2014) GEOMETRY Figure 8 17 TABLE 4 Short Range (2014) Total Peak Hour Operation Intersecbort, " Level ofService -z Meldrum/Oak (stop sign) EB LTT/RT A A WB LTrr/RT A A NB LTrr/RT A A SB LTrr/RT B B Meldrum/Canyon (north) (stop sign) WB LT/RT B B SB LT/T A A Meldrum/Olive (stop sign) EB LTIT/RT A A WB LTIT/RT A A NB LTfT/RT A B SB LTfT/RT A B Meldrum/Canyon (south) (stop sign) EB LURT B B Oak/Alley (stop sign) EB LTIT/RT A A WB LTfT/RT A A NB LT/T/RT A A SB LT/T/RT A A Olive/Alley (stop sign) EB LT/T A A SB LURT A A Olive/Canyon (west) (stop sign) WB LT/T A A Olive/Canyon (east) (stop sign) EB LT/T A A Meldrum/Site Access A (stop sign) EB LURT B B NB LT/T A A Meldrum/Site Access B (stop sign) I NB LT/T A A 16 TABLE 3 Short Range (2014) Background Peak Hour Operation '" C Level Set'vii Meldrum/Oak (stop sign) EB LTURT A A WB LTfr/RT A A NB LT/T/RT A A SB LTfT/RT A B Meldrum/Canyon (north) (stop sign) WB LT/RT A B SB LT/T A A Meldrum/Olive (stop sign) EB LTrF/RT A A WB LTfT/RT A A NB LTfT/RT A B SB LTfr/RT A B Meldrum/Canyon (south) (stop sign) EB LT/RT B B Oak/Alley (stop sign) EB LTfF/RT A A WB LTrT/RT A A NB LTrF/RT A A SB LTfT/RT A A Olive/Alley (stop sign) EB LT/T A A SB LT/RT A A Olive/Canyon (west) (stop sign) WB LT/T A A Olive/Canyon (east) (stop sign) I EB LT/T A A j 15 n O m m N � o e 0O 010 f 381102 2/0 N m n 7/7 f— 14127 /- 12/20 010 Oak Street 4/19 63/65 - o N 44/37 —� 4/2 o 0 16/18 LO N O v n c.) v N N � 0) O Site Access B N n N n m N v� N c CO �I■ / 1 T Site Access A Q 2/18 4/24 o M � n m N n v rn m N 0 6/2 1 5/20 l.,i l o M m OD U) N N � m U) co 2/0 Olive 39/98 14/19 �— 17171 — 37198 Street 16/55 I I I" J + l 7/21 3/1 —/ 53/55 —► 5/2 55/56 y 3/4 35/36 I 13117 n N N Q N n n v CD co N LO L(D �� C°' O> c `" Canyon Avenue �— AM/PM C) (South) 73/47 1/8 0 N r m SHORT RANGE (2014) TOTAL PEAK HOUR TRAFFIC QI 7 C N 0/0 —T 139/192 — 4/0 — 38/111 Figure 7 14 O _N — 0/4 )I� OD 2/0 f- 1/0 3/0— 3/1 r Oak Street 0/1 I Ck 3/0 o N CO fI� Site Access B aD N N1. N ' � O J� I■O t Site Access A Q 2/18 4/24 V N ma N Canyon Avenue t (North) (, c \ S �vo Olive �— 2/3 Street 1/a Q CIA1-0/3 + - s o 1-9/2 3/1 3/2 — 3/0 1/8 —� 3/0 --m— 0/1 0/1 —� o v 0/1 o N V 1` w Ncn N �W 0 °U) `� Canyon Avenue f AM/PM c U (South) 6/1 t ij SITE GENERATED PEAK HOUR TRAFFIC Figure 6 13 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 6 shows the site generated peak hour traffic assignment. Figure 7 shows the total (site plus background) short range (2014) peak hour traffic at the key intersections. Signal Warrants As a matter of policy, traffic signals are not installed at any li location unless warrants are met according to the Manual on Uniform Traffic Control Devices. It is expected that peak hour signal warrants will not be met at the any of the key stop sign control intersections. In addition to this, the intersection spacing would not meet the signal spacing criteria. Operation Analysis Capacity analyses were performed at the key intersections. The operations analyses were conducted for the short range future, reflecting a year 2014 condition. Using the traffic volumes shown in Figure 5, the key ( intersections operate in the short range (2014) background traffic future as indicated in Table 3. Calculation forms for these analyses are provided .in Appendix C. All the key intersections will operate acceptably. Using the traffic volumes shown in Figure 7, the key intersections operate in the short range (2014) 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. Geometry The short range (2014) geometry is shown in Figure 8. This is the existing geometry. Roundabout Evaluation A roundabout evaluation was requested at the Meldrum/Olive intersection including Canyon Avenue and is addressed in this section of jthe TIS. Table 5 shows the volume/capacity (v/c) ratios with roundabout control at the subject intersection for the short range (2014) future. The Mel drum/Olive/Canyon intersection was analyzed as a single -lane i 12 No_� 0 0�c �°�� \ o/o 7n f 38/98-13/27 0/0 4/19 1 0/0 } r Oak Street 4/18 4f ) f f 60/65 — o 0 0 44/36 — LO M 1/1 0 0 0 13/18 v M (D Q N N N o �— 6/2 ICO + /—5/20 00 N OD 00 co I t- Q °' " 6/17 O 0 0/0 Olive —37/95 V N f 16/71 — 37195 Street 15/51 I I J i � / "or— 7/21 0/0 —/ 50/53 —� 2/2 52156 3/3 35/35 r- CD 13/16 � N fn 1� N N f— AM/PM Canyon (Sc 67/46 } 1/8- 0 N N SHORT RANGE (2014) BACKGROUND PEAK HOUR TRAFFIC 0 venue -1) m c 4/0 f 29/109 0/0 138/184 y Figure 5 11 Oak Street a a> Q Olive Street N TRIP DISTRIBUTION it S 10% 10 15% aD m E a 25% 15% 15% H Figure 4 Uoo 0 1 w W LL ;�y lom > awrcTow> Ix wi tf R C)00 w 0 , U z 0 w II I NOT TOSCALE SITE PLAN i—j I Figure 3 4� N I III. PROPOSED DEVELOPMENT The 209 South Meldrum site is proposed as a 44,179 square feet office development, located on the west side of Meldrum Street between Oak Street and Olive Street in Fort Collins. Figure 3 shows a site plan of 209 South Meldrum. The short range analysis (Year 2014) includes the 209 South Meldrum site and an appropriate increase in background traffic due to normal growth and other potential developments in the area. Since this is an intermediate level transportation impact study, a long range analysis is not required. The office will have on site parking via two accesses to/from Meldrum Street and the alley. Trip Generation Trip generation is important in considering the impact of a development such as this upon the existing and proposed street system. Trip generation information contained in Trip Generation, 7tn Edition, ITE was used to estimate trips that would be generated by the proposed/expected uses at this site. Table 2 shows the expected trip generation on a daily and peak hour basis. TABLE 2 Trip Generation tlouY gUSe.:yA1 Ffnz'Ftk+f4 °�$Qe-3rkF Rsi@ rn s , Rates n 'tet fRatek: In m ":hate,+°` y� "N . eH t.. P ,.:.•I !w .> 4. , ,a :� j� .� .__.. '!... ... 4i ?, ...... ,,.. F... ... .: �Utr. 710 General Office 44.18 KSF 11.01 1 486 1.36 1 60 1 0.19 8 0.25 11 1.24 55 Trip Distribution Directional distribution of the generated trips was determined for the 209 South Meldrum site. Figure 4 shows the trip distribution used for the short range (2014) analysis future. The trip distribution was It discussed in the scoping meeting. Background Traffic Projections Figure 5 shows the short range (2014) background traffic projections. Background traffic volume forecasts for the short range (2014) future were obtained by reviewing traffic studies for other developments in this area and reviewing historic counts in the area. The counted traffic was increased at the rate of 1 percent per year. r, II Pedestrian Facilities !r Pedestrian facilities in this area were built under -earlier street standards. Generally, sidewalks exist along all. streets in this area. Sidewalks exist along this site. There are pedestrian ri crosswalks and ramps at all key intersections. Bicycle Facilities All key street are local streets and therefore, do not have bicycle lanes. Transit Facilities This area is served (within 1320 feet) by transit routes 1, 15, and 18. L u 'TABLE I Current Peak Hour Operation (stop sign) (stop sign) (stop sign) I I 6 — 35/93 0/0 1 57/61 i o 0 0 1/1 o 0 0 T N Q 0 0 o 0/0 f 35/90 0/0 49/53 � A& N --ma— AM/PM Oak Street n n ICON 7/7 o W u� n f 12/26 J 4/18 4/17 —� r I 42/34 y CD 12/17 n CO N" 0 LO _N � N IO � 6/2 i l /-5/19 N OD N W .IT Q 'D " 6/16 Olive �- 35190 v c) 0 cO t— 15/68 Street % 14/49 I ) �' fff /—7/20 47/50 — 2/21� 3/3 33/33 { 12/15 CO 0 � CO N N O> �j Canyon Avenue (South) sa/aa —� 1 /8 rn v ue m Q� 0/0 J' 131/175 —� 4/0 f 28/104 RECENT PEAK HOUR TRAFFIC Figure 2 5 ! Olive Street is south of the 209 South Meldrum site. It is an east -west street classified as a local street on the Fort Collins Master rI Street Plan. There is diagonal parking on both sides of the Olive �i Street in this area. At the Meldrum/Olive intersection, Olive Street has all movements combined into a single lane. At the Olive/Canyon i (west) intersection, Olive Street has all movements combined into a single lane. At the Olive/Canyon (east) intersection, Olive Street has C all movements combined into a single lane. At the Olive/Alley intersection, Olive Street has all movements combined into a single lane. The posted speed limit in this area of Olive Street is 25 mph. . Canyon Avenue is south and east of the 209 South Meldrum site. It is a diagonal street from southwest to northeast classified as a local street on the Fort Collins Master Street Plan. There is diagonal parking on both sides of the Canyon Avenue in this area. At the Meldrum/Canyon (north) intersection, Canyon Avenue has all movements combined into a single lane. At the Meldrum/Canyon (south) intersection, Canyon Avenue has all movements combined into a single lane. The posted speed limit in this area of Canyon Avenue is 25 mph. Existing Traffic Recent peak hour traffic volumes are shown in Figure 2. The counts at the Meldrum/Oak and Oak/Alley intersections were obtained in September 2009. The counts at the Meldrum/Olive, Meldrum/Canyon (north), Meldrum/Canyon (south), Olive/Canyon (west), Olive/Canyon (east), and Olive/Alley intersections were obtained in November 2009. Raw traffic count data is provided in Appendix A. Existing Operation I.. The Meldrum/Oak Meldrum/Canyon (north), Meldrum/Olive, Meldrum/Canyon (south), Oak/Alley, Olive/Alley, Olive/Canyon (west), and Olive/Canyon (east) intersections were evaluated using techniques I) provided in the 2000 Highway Capacity Manual. Using the peak hour traffic shown in Figure 2, the peak hour operation is shown in Table 1. All the key intersections currently operate acceptably. A description of level of service for 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. The 209 South Meldrum site is in an area termed "downtown - district." The "downtown district" is considered to be a "mixed use district" for the purposes of motor vehicle level of service ;II standards. At unsignalized intersections, in mixed use districts, the (_--, minimum level of service is F, which is considered to be normal in an urban environment. e > N o O U L L Laporte Avenu (D ountain Aven je c c Q 209 outh EU) 7 N CY) Nrz 3 N Mel rum O Oak Street Olive St eet o �c P, o� G Magnoli3 Street Mulber Street Myrtle Street SCALE: 1 "=500' I� SITE LOCATION Figure 1 91 U! II. EXISTING CONDITIONS The location of 209 South Meldrum is shown in Figure 1. It is ,i important that a thorough understanding of the existing conditions be ii presented. Land Use Land uses in the area are primarily residential and it commercial/office. This site is considered to be in an area termed "downtown district." There are existing residential land uses to the north and west of the site. There are existing commercial land uses to the south and east of the ,site. The Fort Collins central business district (CBD) is east of this site. I' �) Streets The primary streets near the 209 South Meldrum site are Meldrum Street, Oak Street, Olive Street, Canyon Street, and the alley, west of Meldrum Street. Canyon Avenue has median islands at the Meldrum/Olive intersection and accesses Meldrum Street and Olive Street separately, rather than having a six leg intersection at the Meldrum/Olive intersection. The Meldrum/Canyon (north) intersection is a T- intersection with an east leg (Canyon) as a full movement intersection. The Meldrum/Canyon (south) intersection is a T-intersection with a west leg (Canyon) as an exit only intersection for Canyon Avenue. The Olive/Canyon (west) intersection is a T-intersection with a south leg (Canyon) as an entrance only intersection for Canyon Avenue. The Olive/Canyon (east) intersection is a T-intersection with a north leg (Canyon) as an entrance only intersection for Canyon Avenue. Meldrum Street is adjacent to (east of) the 209 South Meldrum Street site. It is a north -south street classified as a local street on the Fort Collins Master Street Plan. There is diagonal parking on both sides of Meldrum Street in this area. At the Meldrum/Oak intersection, Meldrum Street has all movements combined into a single lane. At the Meldrum/Canyon (north) intersection, Meldrum Street has all movements combined into a single lane. At the Meldrum/Olive intersection, Meldrum Street has all movements combined into a single lane. The Meldrum/Oak and Meldrum/Olive intersections have all -way stop sign control. The Meldrum/Canyon (north) and Meldrum/Canyon (south) intersections have stop sign control on Canyon Avenue. The posted speed limit in this area of Meldrum Street is 25 mph. Oak Street is north of the 209 South Meldrum site. It is an east - west street classified as a local street on the Fort Collins Master �- Street Plan. There is parallel p parking on both sides of the Oak Street in this area. At the Meldrum/Oak intersection, Oak Street has all movements combined into a single lane. At the Oak/Alley intersection, Oak Street has all movements combined into a single lane. The Oak/Alley intersection has stop sign control on the Alley. The posted speed limit in this area of Oak Street is 25 mph. 2 i i I. INTRODUCTION This intermediate transportation impact study (TIS) addresses the capacity, geometric, and control requirements at and near 209 South Meldrum. The 209 South Meldrum site is located between Oak Street and f Olive Street on the west side of Meldrum Street in Fort Collins, IColorado. During the course of the analysis, numerous contacts were made i with the project development consultant (Everitt/Macmillan Development), Architect (Architects Studio), and the Fort Collins Traffic Engineer. The Transportation Impact Study Base Assumptions form and related documents are provided in Appendix A. This study generally conforms to the format set forth in the Larimer County Urban Area Street Standards. Based upon the trip generation, a TIS memorandum is required. However, due to potential neighborhood sensitivity, an intermediate level transportation impact study was requested. 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 evaluation; �I - Conduct level of service evaluation of pedestrian, bicycle, and transit modes of transportation. 1 11 LIST OF FIGURES i Figure Page 1. Site Location ........................................ 3 II 2. Recent Peak Hour Traffic ............................. 5 3. Site Plan 4. fl Trip Distribution .................................... 10 5. Short Range (2014) Background Peak Hour Traffic ...... 11 i 6. Site Generated Peak Hour Traffic ..................... 13 7. Short Range (2014) Total Peak Hour Traffic 14 8. Short Range (2014) Geometry APPENDIX A Base Assumptions Form/Recent Peak Hour Traffic B Existing Peak Hour Operation/Level of Service Descriptions/Fort Collins Motor Vehicle LOS Standards C Short Range Background Peak Hour Operation D Short Range Total Peak Hour Operation E Sample Roundabout F Pedestrian/Bicycle Level of Service Worksheets TABLE OF CONTENTS Page I. Introduction ......................................... 1 II. Existing Conditions .................................. 2 LandUse ............................................. 2 Streets.............................................. 2 Existing Traffic ..................................... 4 Existing Operation ................................... 4 Pedestrian Facilities ................................ 7 Bicycle Facilities ................................... 7 Transit Facilities ...................... III. Proposed Development ................................. 8 Trip Generation ...................................... 8 Trip Distribution .................................... 8 Background Traffic Projections ....................... 8 . Trip Assignment ...................................... 12 Signal Warrants ...................................... 12 Operation Analysis ................................... 12 Geometry............................................. 12 Roundabout Analysis .................................. 12 Pedestrian Level of Service .......................... 19 Bicycle Level of Service ............................. 20 Transit Level of Service ............................. 20 IV. Conclusions .......................................... 21 LIST OF TABLES Table Page 1. Current Peak Hour Operation .......................... 6 2. Trip Generation ...................................... 7 3. Short Range (2014) Background Peak Hour Operation .... 15 4. Short Range (2014) Total Peak Hour Operation ......... 16 5. Short Range (2014) Total Roundabout Operation ......... 18 I 209 SOUTH MELDRUM TRANSPORTATION IMPACT STUDY FORT COLLINS, COLORADO NOVEMBER 2009 Prepared for: Everitt/MacMillan Development 3003 East Harmony Road, Suite 400 Fort Collins, CO 80528 Prepared by: DELICH ASSOCIATES 2272 Glen Haven Drive Loveland, CO 80538 Phone: 970-669-2061 FAX: 970-669-5034