HomeMy WebLinkAboutOLD TOWN FLATS - PDP - PDP130022 - REPORTS - TRAFFIC STUDYIX. Conclusion
This TIS assessed the impacts associated with the Block 23 Project located in
downtown Fort Collins, Colorado. The project is a mixed use development
consisting of 94 apartments. Based on the analyses, investigations, and findings
documented in the various sections of this Transportation Impact Study, the
following can be concluded:
o Current operation is acceptable at all, of the key intersections.
o During the morning peak hour, 48 trip ends can be expected and 59 trip
ends can be expected from the project during the afternoon peak hours.
o No new traffic signals or signal modifications will be required with the
construction of the project.
o A new traffic signal may be needed in the long-range future at the
intersection of Mason/Cherry.
o Traffic LOS for the short-term build scenario is acceptable based on the
LUCASS standards.
o Sight distance should be maintained at the driveway on Maple Street.
o In terms of multi -modal LOS, the project will meet all of the Alt -Modes
LOS standards.
o No new auxiliary lanes are required with this project.
o The project is feasible from a traffic engineering perspective.
Statement of Adequacy: The transportation facilities will be adequate and available
to serve this development as contained in life Larimer County Urban Area Street
Standards. All applicable LOS standards will be met since all transportation facilities
are in place or will be in place upon issuance of a certificate of occupancy.
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171
directly served by all Transfort Routes. The Mason BRT is proposed to have 10-minute
service.
Hours of Weekday Service: Since the site is directly adjacent to the Mason
Corridor and a short walking distance to the primary transit station. it is assumed
that the site will be served by 18 hours of service on an average weekday. The
standard can be assumed to be met.
Weekday Frequency of Service: The site is directly adjacent to the Transfort
station and will have access to all routes. The minimum of 15-minute service
requirement is met.
Travel Time Factor: The travel time factor is portal-to-portal travel tune
divided by auto travel time (peak hour). The standard for the criteria is for the
travel time in bus to be no more than two times that of the automobile. This
standard is not met for the project. The BRT line will serve to increase the travel
time significantly over standard bus service. The downtown trip was not
evaluated for obvious reasons. However, all other destinations meet the required
standard as shown in Table 6 below.
Table 6: Transit Travel Time Comparisons
ran er
o
---
----
Travel
Travel
WaIWPark
Wart
Travel
Time
LDS
Distance
Speed
Time
Time
Time
Time
Differential
Standard
Ondooeoe
Mode
(miles)
(mph)
(hours)
(hours)
(hours)
(hours)
(busraulc)
Mel?
Bus —__.
.._... NA _..
_
_
automobile
NA
008
NC=t
Bus
3.75
20
0.19
0.25
0.44
1.88
Yes
automobile
3.75
25
0.15
0.08
0.23
iC.
Bus
6.25
20
0.31
_
030
0.61
_
1.80
Yes
automobile
4.5
25
0.18
0.16
Q34
Bus
1.5
20
O.DB
015
0.23
1.61
Yes
251
0.06
0.08
0.1e
Fa "autOmOMle
__
151
Peak Load Factor: The standard for the peak load factor is calculated by
dividing the number of passengers by the peak time of day by the available seats.
The standard requires that this value be < 1.2. Based on the LOS Manual, for all
future routes, the presumed peak load factor is 1.0 and therefore the standard is
satisfied.
Based on the above, the transit LOS achieved 4 out of the 4 criteria and is therefore the
LOS is calculated at "A", which is obviously acceptable.
19
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170
The results of the analysis reveal that the project is in compliance with the standards and
are displayed in the figure below. The following is a review of the evaluation. LOS
worksheets are provided in Appendix G.
Directness — The project is adjacent to the Mason Street Corridor that will allow
direct pedestrian access to CSU to the south and shopping opportunities to the .
south.
Continuity — The area is surrounded by well used sidewalks. There is not a lack
of continuity in the pedestrian system within the study area.
Street Crossings — The majority of street crossings in the area are currently to
the highest standardthat'the city requires.
Visual Interest and Amenity — The project is located in the downtown area and
is considered to have significant visual interest and amenities for the pedestrian.
Security — The sidewalks in the area are well lit, good sight distances, and
numerous pedestrians in the area.
B. Bicycles Level of Service
The surrounding street system was evaluated for compliance with the City of Fort
Collins bicycle level of service standards. Acceptable LOS for bicycles is considered B.
To achieve LOS B, the project must have at least direct access to either north/south or
east/west on -street bike lanes.
There are bike lanes on Cherry Street as well as on Mason Street wluch place the project
in the LOS A category. The project will have excellent connectivity for bikes since the
site is located adjacent to the Mason Corridor as well as the Poudre River trail. The
functionality of the bicycle system at this location is outstanding.
C. Transit Level of Service
According to the LUCASS Mul[imodal Level of'Service Manual, transit level of service
for the City of Fort Collins is based on the routes and service levels planned for the year
2015. However, the Manual was written in 1997 and is significantly outdated and no
longer considered valid. The transit LOS analyses are therefore based on the 2010
Transfort Strategic Plan. The analysis is based on 4 factors — hours of weekday service,
weekday frequency of service, travel time factor, and peak load factor. The LOS
standard for transit is `B" based on this site location being withi i a commercial corridor.
The 2010 transit plan shows that the site will have close access to the Mason BRT
(directly across Maple Street) with bike and pedestrian connections as well as being
18
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169
need. The area of the project is considered the "Downtown District" based on the City
Structure Plan and for purposes of these analyses.
ter
SVca mre St
m
r�v�n�i
Old Fc
Hail<
N
cherry St
Q
Q
z
E
Z
s�
z
r;
3
N
y
Ida a S:
Maple St
z
'
�:3oi•Ir1ClC0 uG_i
L9
1
Up o Ave
e i
LaPirle nve
Fioiure 6: Multimodal Evaluation Area
A. Pedestrian Level of Service
The project area was evaluated for compliance with the pedestrian level of service
standards. Currently, the site satisfies the required standards of the City. Sidewalks
along College Avenue are attached and improved to enhanced standards. The project
will improve the sidewalks along Mason, and Maple as part of the construction project.
There are improved/enhanced pedestrian crossings at the following intersections:
• Mason/Maple
• Cherry/College
• Jefferson/Maple/College
17
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VII. Improvements
A. Traffic Signals
Traffic signals are never installed until Warrant is satisfied under the Manual on
Uniform Traffic Control Devices, 2000. In a preparing a transportation study, Warrant
#3, the Peak Hour Warrant, is usually the best indication of a whether or not a traffic
signal will be needed in the future. Based on a review of the two STOP sign controlled
intersections, the following can be concluded:
• The intersection of Maple and Mason will continue to operate at
acceptable levels of service under STOP sign control
• The intersection of Mason/Cherry will not likely need a traffic signal in
the long range future.
B. Auxiliary Lanes
A review of the LUCASS was conducted regarding auxiliary lanes was undertaken as
part of this study. In particular, Figure 8-01 and 8-04 were reviewed to determine if the
thresholds for right and left turn lanes were satisfied.
Based on the review and in consideration of the "built environment' of the area, no new
auxiliary lanes are required with this project.
B. Sight Distance
The project proposes a full movement access on Maple Street. The City currently allows
diagonal parking on Maple Street. At the location of the driveway, sufficient parking
needs to be removed to allow adequate sight distance at the intersection. This distance
should be a minimum of 30 feet on either side of the driveway. The removal of parking
will also allow for more efficient egress and ingress for turning movements at the
driveway.
VIII. Multi -Modal Evaluation
Section 4.5.3 (B) of the Larirner County Urban Area Sheet Standards, requires that
projects undergo a level of service analysis for alternative modes of transportation. The
modes of transportation that must meet LOS standards are bicycles, and pedestrians.
Transit service LOS must also be analyzed at the time of development review.
However, transit LOS is not part of the Adequate Public Facilities test. The area of
interest for the alternative modes of transportation is shown below in Figure 8. It is
likely that the project will generate numerous transit trips, bicycle and pedestrian trips
and it is therefore important that the alternative mode system be adequate to serve this
16
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167
Table S - Year 2018 Build Scenario
Capacity Analysis
Year 2018 • TOTAL TRAFFIC
AM
PM
Intersection
Movement
LOS
Delay(seUvehicle)
LOS
Delay(seclvehicle)
College/CherryWilovr
(Traffic Signal control)
EB L
C
27.6
C
27.0
EB T
0
38.8
C
34.4
EB R
A
0.1
A
0.1
VVB L
C
37.6
C
31.0
WB T
D
0
40.1
D
45.5
B R
37.6
D
36.2
NB L
A
8.3
C
24.7
NBT
A
7.2
B
11.5
NB R
A
0.4
A
1.3
SB L
A
8.5
B
15.5
SBT
B
15.0
C
23.7
SB R
B
12.1
8
18.3
OVERALL
B
14.9
C
21.3
Ccllege/JeffersonlMaple
(Traffic Signal control)
EB L
C
33.0
D
35.1
EB T/R
D
38.4
D
46.4
WB L
C
27.1
C
32.6
WB T
C
33.2
D
39.9
WB R
A
0.3
A
0.3
NB L
B
12.8
B
13.9
NBT
B
180
C
227
NB R
A
0.1
A
0.1
SB L
C _
21_6
C
20.7
SB T!R
_
A
62
A
2.9
OVERALL
B
13.7
B
15.8
Mason/Cherry
STOP
EB L
A
8.0
A
8..6
W6 Lrf/R
A
1.1
A
0.7
NB LIT
C
21.2
D
32.3
NB R
B
11.0
B
11.9
SB UT/R
C
20.3
E
43.4
OVERALL
A
2.6
A
5.0
Mason/Maple
STOP
ES APPROACH
B
10.7
B
11.9
WS APPROACH
B
10.9
6
12.3
NB LEFT
A
0.8
A
0.7
SB APPROACH
A
1.4
A
1.4
OVERALL
A
8.1
A
8.5
Cherry/North Alley
NB R
OVERALL
6
A
11.1
0.1
B
A
12.2
0.1
M2ple/South Alley
EB APPROACH
A
0.9
A
7.4
BAPPROACH
A
&0
A
0.0
SB APPROACH
B
10.3
B
_ 12.9
_..... .... 4.7
OVERALL
A
80
A -
15
166
Table 4 Year 2018 No -Build Scenario
Capacity Analysis
YEAR 2018 BACKGROUND TRAFFIC
AM
PM
Intersection
Movement
LOS
Delay(sedvehicle)
LOS
Delay(seclvehicle)
Collega/CherryNJillm
(Traffic Signal control)
EB L
C
27.5
C
27.1
E8 T
D
38.8
C
34.9
EB R
A
0.1
A
0.1
WB L
C
332
C
31.5
WB T
D
40.1
D
45.1
WS R
D
37.6
D
36.8
NBL
A
7.5
A
8.7
NBT
A
8.8
B
16.1
NBR
A
1.1
A
3.6
SB L
A
8.5
B
13.5
SB T
B
15.0
C
20.0
SB R
B
12.1
B
15-9
OVERALL
B
15.2
C
211
College/JeRerson(Maple
(Traffic Signal control)
EB L
C
33.8
D
364
EB T/R
D
38.8
D
45.9
WSL
C
276
C
337
WBT
C
337
D
41.4
WSR
A
03
A
03
NBL
B
129
8
119
NBT
8
175
8
182
NBR
A
0.1
A
0.1
SBL
C
21.8
B
168
SB T1R
A
58
A
2.7
OVERALL
B
132
8
13.8
MasonlCheny
STOP
EB L
A
8 0
A
8.4
WB L/T!R
A
1.1
A
05
NB UT
C
202
C
250
NBR
8
10.9
B
11.5
SB UT(R
C
19.9
D
319
OVERALL
A
2.4
A
35
Mason/Maple
STOP
E8 APPROACH
6
105
B
110
WBAPPROACH
B
10.7
B
114
NBL
A
0.9
A
05
SB LEFT
A
0.8
A
02
OVERALL
A
8.1
A
82
165
VI. Traffic Analysis
Capacity analysis was performed at the key intersections for the Year 2018 background
traffic as well as the total traffic for the year 2018. The analyses followed the
procedures of the Highway Capacity Manual 2000. Table 4 and 5 display the results of
the analyses.
As can be seen in Table 4 (2018 background), all the key intersections continue to
operate at acceptable levels of service with just the growth in background traffic. The
southbound approach at Mason and Maple begin to experience delay, albeit still within
the LOS standards.
Table 5 is the capacity analysis for the Year 2018 with the project traffic added to the
background traffic. The analysis shows that there is not a noticeable impact on the
surrounding intersections with the implementation of the project and acceptable levels of
service are still maintained.
Capacity worksbeets for the two scenarios are found in Appendices D and E.
13
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North
�iqjrc 1: Year 2016 T6UI traffic (AM/ FM)
12
i4W 7�:Irhw La;a
Ali-uei '1113
I
163
20/20
380/4SO
3.qZS
305/470
135/Z 35/80
95 :0
C lssn45 W220
(160/1
10/10
20120
0/1 15 /50
Derq 5treet
5/5
5/1
5/1•
11M/145
1.114.
5/30 135/310
5/10
)5".
1
15/25
6
75/105 105/105
3 5 /40 60flS
......................
Maple Street
Fiqjre 6: Year 2016 Packqrourd Traffic (AM/ PM)
11
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if-%
V. Traffic Projections
Background traffic for the year 2018 was estimated by assuming that all traffic
movements on the public roadway system would increase by approximately 1.5% per
year, as agreed to in the initial scoping meeting with the Traffic Operations Department.
It was assumed that the remaining portions of Block 23 would remain undeveloped in
the short-term (5-year) time frame. The 1.5% per year growth factor takes into account
any other projects that may develop in the area. This traffic projection is consistent with
the recent history of traffic growth in the area.
Within the past year, Mason Street was converted to two-way traffic. The volumes on
Mason Street are significantly less than originally projected as part of the conversion.
There are more than likely two reasons for the low volumes on Mason Street. The first
would be that people are not yet used to the change and a normal traffic pattern has not
yet formed. The second explanation for the lower than expected volumes on Mason
Street would be that access along the corridor has been restricted by the removal of
turning movements across the center railroad tracks. Background traffic is displayed in
Figure 6 on the following page.
Site -generated traffic was then added to the background traffic to determine the total
traffic volumes at the key intersections. Total traffic for the year 2018 is displayed in
Figure 7.
10
131ri, i, '? FL,,; Ftts:<li:': vial'<. UC
i jai atw
161
5/5
5/5 4' 515
N
C%IaN 5treet
/ o
0
5/5
5/5 5/5
515
N
Maple Street
5/5
ji G"7A 15125
15/20 G
F1cpre 5: 5i e nistributed traffic ( AM/ FM)
9
10/10
Nominal
6/6
Nominal
1?
N
to
E
c
v
I
North
160
were assumed as part of the analyses. Table 3 displays the trip generation estimate for
the Block 23 project.
Table 3 — Trip Generation Estimate
AM Rau
I AM TrW5
I AM Rau
I AM TrIMI
EM_8g!4PMTdLw
I PM Ratr
I PM Trips I
Uaa
IY Y
ITEC.O sin Rau TAW
IN
IN
OUT
OUT
IN
I IN
I OUT
I OUT
anmarb 910 672 632 O7
9 0.411
39 041
36 072
21
TOTAL 632
6
39
36
21
C. Trip Distribution
Trip distribution is the process of determining where the trips are coming to and from the
site. The distribution was based on the sites proximity to CSU and to shopping
opportunities as well as engineering judgment. The distribution is expected to remain
fairly constant over the long term. The distribution for the project is displayed in Figure
4. Site distributed traffic is shown in Figure 4.
5%
�i
CInc na 5VCCt
11
5%
Maple IE
FIqure 4; irip n15tributlon
0
>�5 6— '
30%
o
N C
M
Ncrth
8
159
Access to the site is being proposed on Cherry Street as well as Maple Street via the
alley. No direct access is proposed on Mason or College. The curb cut on Cherry Street
is directly adjacent to the eastbound double left turn lanes for the intersection of
College/Cherry and should be controlled as a right-in/right-out access. The access on
Maple will be full movement. A preliminary site plan is displayed in Figure 3 on the
following page.
CONCEPT LANDSCAPE PLAN
+ # I 1
.�� a �. o � 3 � ---• ..
JFA
t�
Figure 5; 6lock 25 5& Plan
B. Trip Generation
Trip generation rates for the proposed project are based on Trip Generation, 8°i Edition,
(Institute of Transportation Engineers). The manual presents trip generation rates from
numerous land use studies. Table 3 below summarizes the proposed trip generation for
the project. During the morning peak hour, 48 trip ends can be expected and 59 trip ends
can be expected from the project during the afternoon peak hours. No trip reductions
Table 2
Year 2013 Capacity Analysis
Existing Traffic - Year
2013
AM
I PM
lnterwcbon
Movement
LOS
Delay(seclvehlcie)
LOS
Delay(seclvehicle)
College/CherryWillow
(Traffic Signal control)
ESL
C
28.1
C
27.0
EB T
D
39.0
C
34.5
EB R
A
0.1
A
0.1
B L
C
33.6
C
31.1
B T
D
40.4
D
45.7
WBR
D
38.0
D
36.3
NBL
A
6.7
A
7.8
NB T
A
9.2
B
13.5
NB R
A
1.5
A
1.7
SB L
A
B.1
B
14.6
SBT
B
14.2
C
21.2
SB R
B
11.7
B
16.5
OVERALL
B
15.1
C
20.7
Collegetiefferson/Maple
(Traffic Signal control)
EB L
D
35.1
D
36.2
ES T/R
D
1 40.4
❑
46.0
B L
C
28.8
C
33.
B T
D
35.0
D
4.7
B R
A
0.3
A
0.3
NBL
B
11.2
a
14.6
NBT
B
15.1
C
22.7
NS R
A
0.1
A
0.1
SBL
B
16.1
B
115.6
SS TIR
A
5.4
A
3.1
OVERALL
B
1 12.0
a
15.1
Mason/Cherry
STOP
EB L
A
8.0
A
87
WS L/TIR
A
0.8
A
0.6
NS UT
C
23.5
D
30.0
NB R
B
12.6
8
11.8
SB UiIR
C
21.3
E
11.8
OVERALL
A
1.5
B
41.0
MasonlMaple
STOP
EB APPROACH
B
10.1
8
11.5
WBAPPROACH
B
10.3
B
12.0
NBL
A
0.5
A
0.8
SS LEFT
A
0.4
A
0.8
OVERALL
A
8.0
A
8.2
IV. Project Description
A. Project
The project is a multifamily housing project consisting of 94 dwelling units and
comprises 123 bedrooms. There is no retail associated with the project. The project will
set on the southwest quadrant of Block 23 in downtown Fort Collins. The site is
bordered by College Avenue, Cherry Street, Mason Street, and Maple Street. The site
is adjacent to the Mason Street Corridor and within close proximity to Colorado State
University and City and County offices and will offer excellent opportunities for
residents to use alternative modes of transportation for primary trip ends.
6
157
Q. Current Traffic Conditions
Capacity analyses were performed at the key intersections to determine if existing
deficiencies exist on the roadway network. The analyses followed the procedures of the
Highway Capacity Manual. Level of Service (LOS) is a qualitative term describing
operating conditions and expressed in terms of delay. Table 1 below provides the
definitions of LOS for both signalized and unsignalized intersections. Table 2 displays
the results of the analyses_ The worksheets from the analyses can be found in Appendix
C.
Table 1
Level of Service Definitions
Level of
Service
Signalized Intersection
Average Total Delay (seconds/vehicle)
Unsignalized intersection
Average Total Delay (seconds/vehicle)
A
<10
<10
B
>10 and <S0
>10 and <15
C
>20 and <35
>15 and _<25
D
>35 and <55
>25 and 5 35
E
>55 and< 80
>35 and <50
F
>80
>50
As can be seen in Table 2, the key intersections are currently operating at acceptable
levels of service.
5
156
Mason Street is a critical roadway to the
development. The current Mason Street has
recently been converted from a one-way north
roadway to two way traffic as part of the MAX
BRT project. The roadway is unique in that the
Burlington -Norther Railroad tracks are in the
middle of the roadway. The site is directly
adjacent to the downtown transit center that will
function as the hub for the MAX project.
The land uses in the area are primarily office, residential, and retail. The site is
considered part of the Fort Collins downtown area.
aaa
1
354
354/420
•
33/23
286/440
5/9
19/17
m^�
as
m
1� N
4
126/27s
33/75
143/135
75205
1481107
38/47
Ci1CR1� Street
NP` �N�
Om1t1
3/4 112
4
51 312/290
279/11j).
5/107777
198198
3/573356/69
••�t
L
Yl b
....... ......... ...
Maple Street
North
Flqure 2; N5tlnq Peak Hour turninq Movements ( AM/ PM)
4
155
I1I. Existing Conditions
A). Current Traffic
Recent peak hour turning movements at the key intersections were obtained during
August 2013. The morning and afternoon peak hour traffic counts at the key
intersections are displayed in Figure 2. The peak hour counts were conducted over a 2-
hour period in 15 minute increments for the periods of 7:00-9:00 AM and 4:00-6:00 PM.
The raw information regarding the turning movements is provided in Appendix B.
B). Current Street System
College Avenue (US 287) is the principal
north -south arterial that travels through
Fort Collins. 1n the area of the site,
College Avenue is a 4-lane arterial with
auxiliary turn lanes where needed and a
speed limit of 30 mph. College Avenue is
the most heavily traveled roadway within
the community and carries approximately
40,000 vehicles per day adjacent to the
site. The roadway is classified as an NR-B
under the State Highway Access Code.
The intersections on College Avenue/Jefferson and College Avenue/Cherry are
signalized and have been improved within the last ten years. There are bike lanes and
sidewalks in this area.
Cherry Street is a collector roadway on the
Master Street Plan that has a speed limit
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limit of 25 mph, pavement in fair
condition, and has diagonal parking.
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153
1. Introduction
This transportation impact study addresses the Block 23 Development Project located in
Fort Collins, CO. The project is a multi -family housing project being proposed by
Brinkman Partners of Fort Collins, CO. The site encompasses the southwest quadrant of
the block (Block 23) in downtown Fort Collins and is bounded by Cherry Street, College
Avenue, Maple Street, and Mason Street. The western half of the property is currently
vacant and the eastern half of the block has vacant buildings on the site.
The project entails the construction of apartment units consisting of 1, 2 and 3 bedroom
apartments consisting of 123 bedrooms in 94 apartment units. Figure 1 on the following
page is a vicinity map displaying the location of the project.
II. Agency Discussions
Discussions with City staff indicated that an intermediate level transportation study as
described in Chapter 4 of the Lorimer County Urban Area Streets Standards (LCUASS)
would be appropriate for this particular development. Staff also requested that an
alternative modes analysis be conducted as part of the TIS.
Background traffic is assumed to be 1.5% per year. The short-range horizon for the
project is the year 2018. The site is adjacent to the transit center, the Mason Corridor,
and in the downtown area. However, no trip reductions by active modes of
transportation have been assumed. Therefore, the analysis presented herein can be
considered conservative. Appendix A contains the scoping form (Attachment A), which
outlines the agreed extent and terms of the study
1
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152
List of Figures
Figures Page
1.
Vicinity Map
2
2.
Existing Peak Hour Traffic
4
3.
Site Plan
7
4.
Trip Distribution
8
5.
Site Distributed Traffic
9
6.
Year 2018 Background Traffic
11
7.
Year 2018 Total Traffic
12
8.
Multimodal Evaluation Area
17
APPENDIX
A. Base Assumptions/Scoping Form
B. Traffic Counts
C. HCM Capacity Analysis — Base Condition Year 2013
D. HCM Capacity Analysis —Background Year 2018
E. HCM Capacity Analysis —2018 Total Traffic
151
TABLE OF CONTENTS
Page
1
Introduction
1
2.
Agency Discussions
1
3.
Existing Conditions
3
4.
Project Description
6
5.
Traffic Projections
10
6.
Traffic Analysis
13
7.
Improvements
16
8.
Multimodal Analysis
16
9.
Conclusions
20
List of Tables
Table
Page
1.
LOS Definitions
5
2.
Existing Operation
6
3.
Trip Generation
8
4.
2018 Background Capacity Analysis
14
5.
2018 Total Traffic Capacity Analysis
15
6.
Transit Travel Time Comparisons/Analysis
19
150
Block 23 Development Project
Transportation Impact Study
Fort Collins, Colorado
August 1, 2013
Prepared for:
Brinkman Partners
3003 Harmony Road
Suite 300
Fort Collins, CO 80528
Prepared by:
Eric L. Bracke, P.E., P.T.O.E.
5401 Taylor Lane
Fort Collins, CO 80528
Office:970-988-7551
ELBEngincerinQra'�ipbroadband.net
This document. together ttittt the concepts and dusignc presented herein. as tin insnvnnni ufsernicc. is intended tml\
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149
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Transporia Lion Engineering sol i i Lions
Transportation Impact Study
Block 23 Development Project
Fort Collins, Colorado
August, 2013
148