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HomeMy WebLinkAboutSEVEN GENERATIONS (FORMERLY EASTBROOK) OFFICE PARK - PDP - 4-06 - SUBMITTAL DOCUMENTS - ROUND 2 - TRAFFIC STUDYMultimodal Transportation Level of Service Manual. • LOS Standards for Dovelop now Review • Pedesirlan . Figure 6" Pedestrian LOS Worksheet project location classification: Scgoo,, "LK Asa 7 AJJ%jr &aR0toL (enter as many as apply) E 1a description of applicable destination area within 1,320, Including address WBIG*F6aed.eoo 'ro 11IpIGµ�sRb To -J-tF6- lVoR'C !k eqTAlc. 40v1, �op If CoLLW%! f,l W SWOWL To 7.14-G- rk Sr Id/ P VSru Vf 1V AL /Or-P4 To Tim �0urt� destination area level of service (minimum based an project location classification) claselflcation (see text) alrrnmu aainmdry "um awYnei er "' INawl4 Fmdty �mmOss p � n+it%noun C � r.QO+�rV'rrAc. nctunl A A C proposed 13 A C B �rDOxJtr A mhinnnn � F3 Pr C � aCtnill - r3 C0440u(VZO IA f4srtrucrorJ proposedI A 11 13 Imimimi I1/=I" n City of Fort Collins Transportation Master Plan IV. CONCLUSIONS This study assessed the impacts of the Eastbrook Office Park 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 Eastbrook Office Park is feasible from a traffic engineering standpoint. At full development, the Eastbrook Office Park will generate approximately 550 daily trip ends, 78 morning peak hour trip ends, and 75 afternoon peak hour trip ends. - Current operation at the key intersections is acceptable with existing controls and geometry. - Using the short range (2008) total peak hour traffic, it was determined that peak hour signal warrants will not likely be met at the Timberline/Danfield-Lambkin intersection. - In the short range (2008) future, given development of the Eastbrook Office Park and an increase in background traffic, the key intersections are shown to operate acceptably, except for the east minor street leg at the Timberline/Danfield-Lambkin intersection. The project adds no trips to the east leg of this intersection. - Short range (2008) geometry is shown in Figure 8. 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. oil frequency transit corridor with 20 minute service. Horsetooth Road will be served by feeder route service at 30 minute headways. Transit level of service will be at B. The Timberline Commercial Center will be within 1320 feet of a high frequency or feeder transit route in the future. 18 intersections. However, since Timberline Road is classified as a six - lane arterial street, a roundabout is not recommended at the Timberline/Vermont intersection. Geometry Figure 8 shows a schematic of the short range (2008) geometry. This is the current geometry, except for the addition of the site access that lines up with Vermont Drive at Eastbrook Drive. Existing traffic volumes at the Timberline/Vermont and Timberline /Danfield-Lambkin intersections indicate that the warrant for a northbound right -turn lane is met. However, since Timberline Road is a "finished" street with curb, gutter, and sidewalk, it is not likely that the City of Fort Collins would require these northbound right -turn lanes. The Eastbrook Office Park does not contribute any traffic to these right -turn movements. Pedestrian Level of Service Appendix E shows a map of the area that is within 1320 feet of the Eastbrook Office Park. This site is currently within areas termed "school walking area" and "transit corridor," which sets the level of service threshold at B for all measured categories, except for visual interest and amenities which is C. There will be four pedestrian destinations within 1320 feet of the Eastbrook Office Park. These are: 1) the residential neighborhood to the west of the site, 2) the residential neighborhood to the north of the site, 3) the commercial area and Fort Collins High School to the east of the site, and 4) the adjacent office/light industrial uses. Sidewalks currently exist adjacent to the site. There is an existing pedestrian/bike path directly north of the.site that has a railroad underpass. There are grade constraints at the parking island location that is approximately 180 feet west of Eastbrook Drive. It is recommended that this site be connected to this path at the northeast corner of the site via a widened sidewalk. Appendix E contains a Pedestrian LOS Worksheet. Bicycle Level of Service Appendix E shows a map of the area that is within 1320 feet of Eastbrook Office Park. There is one bicycle priority destination: 1) the Fort Collins High School. There are bike lanes on Vermont Drive and Timberline Road, which will be directly connected to this site. However, there is no affinity between a general office and a high school, so it is doubtful that there will be any bicycle trips between them. Transit Level of Service Currently, this area is not served by Transfort. The Fort Collins Transit System Map shows that Timberline Road will be a high 16 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 of the Eastbrook Office Park site. Figure 7 shows the short range (2008) total (site plus background) peak hour traffic at the key intersections with the development of the Eastbrook Office Park. 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. Using the short range (2008) total peak hour traffic, it was determined .that peak hour signal warrants will not likely be met at the Timberline /Danfield-Lambkin intersection. The Timberline/Vermont and Timberline/Danfield-Lambkin intersections are approximately 700 feet apart. This does not meet the signal spacing criteria of the City. Operation Analysis Capacity analyses were performed at the key intersections. The operations analyses were conducted for the short range analysis reflecting the year 2008. Using the traffic volumes shown in Figure 5, 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, except for the east minor street leg at the Timberline/Danfield-Lambkin intersection. Using the traffic volumes shown in Figure 7, 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, except for the east minor street leg at the Timberline /Danfield-Lambkin intersection. The project adds no trips to the east leg of this intersection. Roundabout Analysis A resolution of the Fort Collins City Council requires a roundabout analysis at arterial/arterial and arterial/collector Rol Existing Traffic Recent peak hour traffic counts at the key existing intersections are shown in Figure 2. The traffic data for the Timberline/Vermont, Timberline/Danfield-Lambkin, and Vermont/Eastbrook intersections was collected in January 2006. Raw traffic counts are provided in Appendix A. Existing Operation The counted intersections were evaluated using techniques 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. Calculation forms are provided in Appendix B. The key intersections operate acceptably overall during both the morning and afternoon peak hours, except for the westbound leg at the Timberline/Danfield-Lambkin intersection, which is shown to experience delays that are commensurate with level of service F during the morning peak hour. The site is in an employment zone. To the east is MMN zoning. To the north is RL zoning., From the zoning in the area, it is concluded that this is an "industrial district." In "industrial districts," 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 arterial/collector or arterial/local intersections in "industrial districts," acceptable operation of any approach leg and any movement is level of service E. 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 Timberline/Vermont intersection. This site is within 1320 feet of: existing residential areas, commercial/retail uses, and office uses. Bicycle Facilities There are bicycle facilities along Timberline Road and Vermont Drive, east of Timberline Road. There is a pedestrian/bike underpass of the railroad just north of the site. Transit Facilities This area is not served by Transfort. 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 ................................... 4 III. Proposed Development ................................. 7 Trip Generation ...................................... 7 Trip Distribution .................................... 7 Background Traffic Projections ....................... 7 Trip Assignment......................................11 Signal Warrants ...................................... 11 Operation Analysis ................................... 11 Roundabout Analysis .................................. 11 Geometry............................................. 16 Pedestrian Level of Service .......................... 16 Bicycle Level of Service ............................. 16 Transit Level of Service ............................. 16 IV. Conclusions .......................................... 19 LIST OF TABLES Table Page 1. Current Peak Hour Operation .......................... 6 2. Trip Generation ...................................... 7 3. Short Range (2008) Background Peak Hour Operation .... 14 4. Short Range (2008) Total Peak Hour Operation ......... 15 EASTBROOK OFFICE PARK TRANSPORTATION IMPACT STUDY FORT COLLINS, COLORADO APRIL 2006 Prepared for: Sitzman Investments LLLP P.O. Box 1208 Fort Collins, CO 80522-1208 Prepared by: DELICH ASSOCIATES 2272 Glen Haven Drive Loveland, CO 80538 Phone: 970-669-2061 FAX: 970-669-5034 APPENDIX A DELICH ASSOCIATES Traffic & Transportation Engineering_ 2272 Glen Haven Drive Loveland, Colorado 80538 Phone: (970) 669-2061 Fax: (970) 669-5034 �; r MEMORANDUM To: Dave Sitzman, Sitzman Investments, LLLP Joanna Frye, VF Ripley Associates Eric Bracke, Fort Collins Traffic Operations Steve Olt, Fort Collins)Planning Department From: Matt Delich L�/ Date: April 12, 2006 Subject: Eastbrook Office Park Transportation Impact Study - Response to staff comments (File: 05119ME01) This memorandum provides a response to Fort Collins staff comments related to the "Eastbrook Office Park Transportation Impact Study" (TIS), February 2006. Specifically, this memorandum addresses comment #1 from Traffic Operations. The comments do not require a new TIS. Various pages of the TIS report that changed are provided in Appendix A. These include: title page, table of contents, various text pages, and page 38 of the appendix. It is respectfully requested that these pages be inserted in the TIS replacing the appropriate pages from the February 2006 TIS, rather than producing an entirely new document. As stated in the revised pages of the TIS, pedestrian connectivity to the pedestrian/bike path via the sidewalk along the west side of Eastbrook Drive meets the City criteria. However, the developer has chosen to provide an additional pedestrian connection to the pedestrian/bike path from the parking lot, approximately 170 feet west of Eastbrook Drive. Do not hesitate to contact me if you have questions or desire additional information.