HomeMy WebLinkAboutFIRST COMMUNITY BANK PLAZA - PDP - 49-05 - SUBMITTAL DOCUMENTS - ROUND 2 - TRAFFIC STUDY- Short range (2008) and long range (2025) geometry is shown in
Figure 11. It is recommended that a TWLTL be considered in this
' segment of JFK Parkway.
- 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 exceptions are for the pedestrian
' continuity measure for destination 2 and the street crossing
measure for destination 4 (west side of College Avenue).
27
IV. CONCLUSIONS
This study assessed the impacts of the First Community Bank Plaza
on the short range (2008) and long range (2025) street system in the
vicinity of the proposed development. As a result of this analysis, the
following is concluded:
The development of the First Community Bank Plaza is feasible from
a traffic engineering standpoint. At full development, the First
Community Bank Plaza will generate approximately 1250 daily trip
ends, 122 morning peak hour trip ends, and 160 afternoon peak hour
trip ends.
Current operation at the key intersections is acceptable with
existing controls and geometry.
Peak hour signal warrants are likely to be met at the JFK/Bockman
intersection in the long range (2025) afternoon peak hour.
However, it is not likely that any other signal warrant would be
met at the JFK/Bockman intersection. Therefore, a traffic signal
is not recommended at JFK/Bockman intersection in the short range
and long range futures.
In the short range (2008) future, given development of the First
Community Bank Plaza and an increase in background traffic, the
key intersections are shown to operate acceptably, except for the
JFK/Boardwalk intersection where calculated delay for the
afternoon peak hour westbound left -turns was commensurate with
level of service F. The JFK/Boardwalk intersection will operate
acceptably in both the morning and afternoon peak hours with an
eastbound and westbound left -turn phase.
- In the long range (2025) future, given development of the First
Community Bank Plaza and an increase in background traffic, the
key intersections are shown to operate acceptably, except the
westbound approach and overall operation at the JFK/Boardwalk
intersection in the afternoon peak hour. The JFK/Boardwalk
intersection will operate acceptably in both the morning and
afternoon peak hours with an eastbound and westbound left -turn
phase. At the JFK/Office-Bank intersection, eastbound approach
will experience delays that are commensurate with level of service
F. 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.
`X7
' 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.
25
Horsetooth Road
Existing North
Site Access
South
Site Access
Bockman. Drive
Boardwalk Drive
Jl�l�f
ON I
an - Denotes Lane
N
SHORT (2008) AND LONG (2025) RANGE GEOMETRY Figure 11
24
Geometry
Figure 11 shows a schematic of the short range (2008) and long
range (2025) geometry. This is the current geometry, except for the
northbound left -turn lane into the proposed south site access. In the
City of Fort Collins, left -turn lanes are required on arterial streets.
There is already a striped median in this segment of JFK Parkway.
Except for the defined northbound left -turn lane approaching Bockman
Drive, and the left -turn lanes approaching Horsetooth Road and Boardwalk
Drive, the median area is striped as a two-way left -turn lane (TWLTL).
It is recommended that the TWLTL striping remain. Consideration should
be given to not having a defined left -turn lane approaching Bockman
Drive, given the location of the primary driveway to the Landings Bay
' Office Park to the south. The number of left -turns in and out of the
various driveways and Bockman Drive fit the guideline warrants for
application of a TWLTL in the "Intersection Channelization Design
Guide," NCHRP 279.
Existing traffic volumes at the Horsetooth/JFK and Boardwalk/JFK
' intersection indicate that the warrant for a right -turn lane is met for
all legs. Only the northbound right -turn lanes approaching Horsetooth
Road and Boardwalk Drive currently exist. There are obviously
significant constraints to adding these right -turn. lanes or the City
would have already built them. This small development could not be
excepted to make these improvements.
1 Pedestrian Level of Service
' Appendix H shows a map of the area that is within 1320 feet of the
First Community Bank Plaza. There will be four pedestrian destinations
within 1320 feet of the First Community Bank 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 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 H. The minimum level of service for "activity
corridor" is B for all categories. Most of the factors meet the level
of service B criteria. The route to the residential area to the east
will be through the Landing Bay Office Park. While this is -considered
to be private property, it would not be uncommon for pedestrians to go
through this type of development. There are sidewalks within this
' office park. 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.
23
TABLE 6
Long Range (2025) Total Peak Hour Operation
Intersection
Movement
Level of Service
AM
PM
JFK/Horsetooth
(signal)
EB LT
A
E
EB T/RT
B
E
EB APPROACH
B
E
WB LT
E
E
WB T/RT
B
D
WB APPROACH
B
D
NB LT
D
E
NB T
D
D
NB RT
D
D
NB APPROACH
D
D
SB LT
D
D
SB T/RT
D
D
SB APPROACH
D
D
OVERALL
B
D
JFK/Office-Bank Access
(stop sign)
EB LT/T/RT
B
F
WB LT/T/RT
B
E
NB LT
A
A
SB LTIT/RT
A
A
JFK/South Site Access
(stop sign)
EB LT/RT
B
D
NB LT
A
A
JFK/Bockman
(stop sign)
EB LT/RT
B
C
NB LT
A
B
JFK/Boardwalk
(signal)
EB LT
B (B)
D (C)
EB T/RT
B (B)
D (E)
EB APPROACH
B (B)
D (E)
WB LT
B (B)
F (E)
WB T/RT
C (C)
C (C)
WB APPROACH
C (C)
F (D)
NB LT
A (B)
B (D)
NB T
B (B)
C (D)
NB RT
B (B)
B (C)
NB APPROACH
B (B)
C (D)
SB LT
A (B)
C (E)
SB T/RT
B (B)
C (D)
SB APPROACH
B (B)
C (D)
OVERALL
B (B)
F (D)
( ) With eastbound and westbound left -turn phase
22
TABLE 5
Short Range (2008) Total Peak Hour Operation
Intersection
Movement
Level of Service
AM
PM
JFK/Horsetooth
(signal)
EB LT
A
B
EB T/RT
B
C
EB APPROACH
B
C
WB LT
B
D
WB T/RT
A
C
WB APPROACH
A
C
NB LT
D
D
NB T
D
D
NB RT
D
D
NB APPROACH
D
D
SB LT
D
D
SB T/RT
D
D
SB APPROACH
D
D
OVERALL
B
C
JFK/Office-Bank Access
(stop sign)
EB LTfT/RT
B
D
WB LT/T/RT
B
C
NB LT
A
A
SB LTfT/RT
A
A
JFK/South Site Access
(stop sign)
EB LT/RT
B
C
NB LT
A
A
JFK/Bockman
(stop sign)
EB LT/RT
B
C
NB LT
A
A
JFK/Boardwalk
(signal)
EB LT
B (B)
B (B)
EB T/RT
B (B)
B (D)
EB APPROACH
B (B)
B (D)
WB LT
B (B)
F (D)
WB T/RT
B (C)
B (C)
WB APPROACH
B (C)
D (C)
NB LT
A (B)
B (B)
NB T
B (B)
B (B)
NB RT
B (B)
B (B)
NB APPROACH
B (B)
B (B)
SB LT
A (B)
B (C)
SB T/RT
B (B)
B (B)
SB APPROACH
A (B)
B (B)
OVERALL
B (B)
C (C)
t ) witn eastoouna ana westnouno sett -turn pnase
21
TABLE 4
Long Range (2026) Background Peak Hour Operation
Intersection
Movement
Level of Service
AM
PM
JFK/Horsetooth
(signal)
EB LT
A
E
EB T/RT
B
E
EB APPROACH
B
E
WB LT
C
E
WB T/RT
B
D
WB APPROACH
B
D
NB LT
D
D
NB T
D
D
NB RT
D
D
NB APPROACH
D
D
SB LT
D
D
SB T/RT
D
D
SB APPROACH
C
D
OVERALL
B
D
JFK/Office-Bank Access
(stop sign)
EB LT/T/RT
B
D
WB LT/T/RT
B
D
NB LT
A
A
SB LT/T/RT
A
A
JFK/Bockman
(stop sign)
EB LT/RT
B
C
NB LT
A
A
JFK/Boardwalk
(signal)
EB LT
B (B)
C (B)
EB T/RT
B (B)
B (E)
EB APPROACH
B (B)
C (E)
WB LT
B (B)
F (E)
WB T/RT
C (C)
C (E)
WB APPROACH
C (C)
F (E)
NB LT
A (B)
B (C)
NB T
B (B)
C (C)
NB RT
B (B)
B (B)
NB APPROACH
B (B)
B (C)
SB LT
A (B)
C (E)
SB T/RT
B (B)
C (C)
SB APPROACH
B (B)
C (D)
OVERALL
B (B)
D (D)
( ) With eastbound and westbound left -turn phase
20
TABLE 3
Short Range (2008) Background Peak Hour Operation
Intersection
Movement
Level of Service
AM
PM
JFK/Horsetooth
(signal)
EB LT
A
B
EB T/RT
B
C
EB APPROACH
B
C
WB LT
A
C
WB T/RT
A
C
WB APPROACH
A
C
NB LT
D
D
NB T
D
D
NB RT
D
D
NB APPROACH
D
D
SB LT
D
D
SB T/RT
D
D
SB APPROACH
D
D
OVERALL
B
C
JFK/Office-Bank Access
(stop sign)
EB LTIT/RT
B
C
WB LT/T/RT
B
C
NB LT
A
A
SB LT/T/RT
A
A
JFK/Bockman
(stop sign)
EB LT/RT
A
B
NB LT
A
A
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
A
B
SB APPROACH
A
B
OVERALL
B
C
19
two arterial/arterial intersections are already signalized, it is not
likely that they would be considered for roundabout control. Therefore,
' a roundabout analysis was not performed in this TIS.
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
D. All the key intersections will operate acceptably.
Using the traffic volumes shown in Figure 7, the key intersections
operate in the long range (2025) background traffic future as indicated
in Table 4. Calculation forms for these analyses are provided in
' Appendix E. All the key intersections will operate acceptably, except
for the JFK/Boardwalk intersection where calculated delay for the
afternoon peak hour westbound approach was commensurate with level of
' service F. The JFK/Boardwalk intersection will operate acceptably in
both the morning and afternoon peak hours with an eastbound and
westbound left -turn phase. Calculation forms for the JFK/Boardwalk
' intersection with an eastbound and westbound left -turn phase are also
provided in Appendix E.
' Using the traffic volumes shown in Figure 8, the key intersections
operate in the short range (2008) total traffic future as indicated in
Table 5. Calculation forms for these analyses are provided in Appendix
F. All the key intersections will operate acceptably, except for the
' JFK/Boardwalk intersection where calculated delay for the afternoon peak
hour westbound left -turns was commensurate with level of service F. The
JFK/Boardwalk intersection will operate acceptably in both the morning
' and afternoon peak hours with an eastbound and westbound left -turn
phase. Calculation forms for the JFK/Boardwalk intersection with an
eastbound and westbound left -turn phase are also provided in Appendix F.
tUsing the traffic volumes shown in Figure 9, the key intersections
operate in the long range (2025) total traffic future as indicated in
Table 6. Calculation forms for these analyses are provided in Appendix
G. All the key intersections will operate acceptably, except for the
JFK/Boardwalk intersection where calculated delay for the afternoon peak
hour westbound approach and overall was commensurate with level of
service F. The JFK/Boardwalk intersection will operate acceptably in
both the morning and afternoon peak hours with an eastbound and
westbound left -turn phase. Calculation forms for the JFK/Boardwalk
' intersection with an eastbound and westbound left -turn phase are also
provided in Appendix G. The JFK/Office-Bank Access intersection
calculated delay for the afternoon peak hour eastbound approach was
' commensurate with level of service F. This is considered to be normal
during the peak hours at stop sign controlled intersections along
arterial streets.
1
18
Horsetooth Road
Existing North
Site Access
South
Site Access
Bockman Drive
Boardwalk Drive
O O 40
N m
135/85
Zr) Ln 0
— 1000/1310
215/355
'or--
95/285 --y
1 f r
1285/1280 —►
135/165
OI LO O
CD
N N
a O LO
eto
C0
5/25
v c) "'
�— 5/5
10/25
f 1
/—
10/55 ---1 1 f r
5/5 —► I Ln U
10/40 N
N O
M
N
15135
) f
10/30
N N
N
T N
cts
cn
r-
Y
O G
L
V
1
u-
10/20
f
40/155
C N
Ln
O
u1
O O
O N M
�_
115/165
v,
v , ,
f 375/425
ICO
J
110/285
4--
335/95 ---/
�*I
f r
305/550
15/105
LO LO O
L N
In
m
LONG RANGE (2025) TOTAL
PEAK HOUR TRAFFIC
--w-- AM/PM
Rounded to Nearest
5 Vehicles
A&
N
Figure 10
17
Horsetooth Road
Existing North
Site Access
South
Site Access
Bockman Drive
Boardwalk Drive
O Ol N
CO
100/65
i o
N "
f- 7351960
Iv
�J
165/265
/—
70/210 —�
)
f r
945/940
110/130
m o ao
5/25
f 5/5
10/25
10/55 --�i
1 t r
5/5
10/40
o to
o o
N
r
tn
0
o to
cl o
o T
N
JC
15/35
) f
Icc
N N
Ln LO
Cm CD>,
T
m
Y
Lo In
qW
N
V
LL
1o/1st
� f
30/115
0 0
Ln
N
a
N
O
N
_O
Ln
N N
c
90/125
,N
/— 275/315
80/210
30/70
`/—
1
f
225/405
10l75
a r
o in )
v) o v�
SHORT RANGE (2008) TOTAL
PEAK HOUR TRAFFIC
AM/PM
Rounded to Nearest
5 Vehicles
N
Figure 9
23/14
Horsetooth Road
31 /22
� CV
M N
aGo
co
a0 N
R O
M
JN
Existing North
Site Access
5/24
3/10
rn
N
O
N O
O �
M f7
South
Site Access
15/36
11/30�
N
N
co
3
�n
M
Y
�
m
fQ
Jam_
%
LL
Bockman Drive
5/3
}
N
W
N
O O N
N
JV lT
f 1 �
� 13/9
Boardwalk Drive
6/6 --)/ JT�
m
AM/PM
N
SITE GENERATED PEAK HOUR TRAFFIC Figure 8
15
Horsetooth Road
Existing North
Site Access
Bockman Drive
Boardwalk Drive
oo�)
N
135/85
� N c
— 1000/1310
J
190/340
/—
95/285
) + r
1285/1280
105/145
LO N N
m N m
O
M
O LO
o 5/25
4 O In -�— 5/5
J 1 /—10/25
5/30
f
5/5
5/30 —y
O o LO
Im
a o
in
N
cc
3
Y
L
co
m
n
N
Y
LL
JN
5/15
40/155 C o
�n C
u� o
co
N
o cn
ca
O N N_
W o
1001155
— 375/425
J
110/285
1
255190
}
305/550 —o-
O
15/105
Ni
Ln to
O
LONG RANGE (2025) BACKGROUND
PEAK HOUR TRAFFIC
--m*— AM/PM
Rounded to Nearest
5 Vehicles
N
Figure 7
14
Horsetooth Road
Existing North
Site Access
Bockman Drive
Boardwalk Drive
V^�
N
o � o
v N "
100/65
-t- 735/960
1 �,
1401250
70/210
'**]
} r
945/940 -►
m o to
80/110
c,%' "' N
� O N
n v r
0
v
In
c c
5/25
N cI� 1-0
5/5
10/25
1
5/30
!�
1
515
5/30
o vO Wn
o v o
0
m
• AM/PM
Rounded to Nearest
5 Vehicles
r
0 0
N M
JIB N
5/10 —)/ � t
30l115 � o
o
v �n
0
`O N
`
� 75/115
m co o
0
`1 CO
- 275/315
80/210
20/65
}
225/405
10/75
I I I
in M LO
SHORT RANGE (2008) BACKGROUND
PEAK HOUR TRAFFIC
Figure 6
13
Background Traffic Projections
' Figures 6 and 7 show the respective short range (2008) and long
range (2025) background traffic projections. Background traffic
projections for the short range future horizon were obtained by
t reviewing the NFRRTP and various traffic studies prepared for this
area of Fort Collins. The other traffic studies in this area are the
Settlers Creek Development and the Fort Collins Goodwill Store.
' 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 8 shows the
' site generated peak hour traffic assignment of the First Community
Bank Plaza site. Figures 9 and 10 show the respective short range
(2008) and long range (2025) total (site plus background) peak hour
' traffic at the key intersections with the development of the First
Community Bank 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. The peak hour warrant sheets are provided in
Appendix C for the JFK/Bockman intersection.
Using the short range (2008) total peak hour traffic, it was
determined that peak hour signal warrants will not likely be met at
the JFK/Bockman intersection.
Using the long range (2025) background and total peak hour
traffic, it was determined that peak hour signal warrants will likely
be met at the JFK/Bockman intersection in the afternoon peak hour.
However, it is not likely that any other signal warrant would be met
at the JFK/Bockman intersection. Therefore, a traffic signal is not
recommended at JFK/Bockman intersection in the long range future.
Operation Analysis
Capacity analyses were performed at the key intersections. The
operations analyses were conducted for the short range and long range
analysis reflecting a year 2008 and 2025, respectively. Given that the
IVA
1
Horsetooth Road
Existing N(
' Site Acce
Soutr
' Site Acc
' Bockman Dw,
' Boardwalk Drive
TRIP DISTRIBUTION
1
11
A&
N
Figure 5
A&
N
SCALE 1 "=100'
SITE PLAN
Figure 4
10
III. PROPOSED DEVELOPMENT
The First Community Bank Plaza is located along west side of JFK
Parkway, south of Horsetooth Road in Fort Collins. Figure 4 shows a
site plan of the First Community Bank Plaza. The short range analysis
(year 2008) includes development of the First Community Bank Plaza and
an appropriate increase in background traffic due to normal growth and
other potential developments in the area. The long range analysis
year is 2025.
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 by the proposed/expected uses at this site. The peak hour
trip generation rates for the bank are not from this reference. They
were derived from actual observations at banks in Loveland and Boulder.
Table 2 shows the expected trip generation on a daily and peak hour
basis.
TABLE 2
Daily and Peak Hour Trip Generation
Code
,' Use
Size
AWDTE
AM Peak
Hour:
PM Peak Hour
Trips'Rate,
,ln
Rage_!
.:Out..
Race
, In
•'.Rate
Out':
710
General Office
39.6 KSF
11.01
44Q
1.36
54
0.19
8
0.25
10
1.24
49
912
Bank
6.0 KSF
168.5
1011
5.1
31
3.85
23
7.44
45
7.60
46
6 windows
101.06
6"u6
6.20
37
4.68
28
9.05
54
9.25
56
Average
810
34
26
50
51
Total
1250
88
34
60
100
Trip Distribution
Trip distribution for the First Community Bank Plaza was
estimated using gravity model analysis, knowledge of the existing and
planned street system, 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 and is contained in Appendix A.
9
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/Horsetooth and
JFK/Boardwalk intersections. 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.
Transit Facilities
' This area is served (within 1320 feet) by transit routes 1, 5, 6,
7, and the Fox Trot. The northbound portion of a one way loop of
route 1 is on JFK Parkway. The South Transit Center is north of
' Horsetooth Road at the Square Shopping Center.
8
TABLE 1
Current Peak Hour Operation
Intersection
Movement
Level of Service
AM
PM
JFK/Horsetooth
(signal)
EB LT
A
B
EB T/RT
B
C
EB APPROACH
B
C
WB LT
A
B
WB T/RT
A
B
WB APPROACH
A
B
NB LT
D
D
NB T
D
D
NB RT
D
D
NB APPROACH
D
D
SB LT
D
D
SB T/RT
D
D
SB APPROACH
D
D
OVERALL
B
C
JFK/Office-Bank Access
(stop sign)
EB LTIT/RT
B
C
WB LT/T/RT
B
C
NB LT
A
A
SB LTIT/RT
A
A
JFK/Bockman
(stop sign)
EB LT/RT
A
B
NB LT
A
A
JFK/Boardwalk
(signal)
EB LT
B
B
EB T/RT
B
B
EB APPROACH
B
B
WB LT
B
D
WB T/RT
B
B
WB APPROACH
B
C
NB LT
A
B
NB T
B
B
NB RT
A
B
NB APPROACH
A
B
SB LT
A
B
SB T/RT
A
B
SB APPROACH
A
B
OVERALL
B
B
Horsetooth Road
Existing North
Site Access
89/58
<o N N
f— 673/880
129/228
i
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f r
865/861 —;
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O
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v
--a— AM/PM
Bockman Drive
Boardwalk Drive
2/9 __)' � }
271105
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f 253/287
IN
J
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206/371
10/70
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d
BALANCED RECENT PEAK HOUR TRAFFIC
6
Figure 3
Horsetooth Road
Existing North
Site Access
Bockman Drive
Boardwalk Drive
A&
m,
m
89/58
N
cn (V N
- 673/880
�
141/257
f 1
65/193 ---)e 1 f r
865/861 — I I
N co M
78/110 —y = M "' N
00 r
m N VI
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qW
00 CO rn 6/23
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3/27
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r
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rn M N
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n
' RECENT PEAK HOUR TRAFFIC
' 5
--ow— AM/PM
Figure 2
Bockman Drive is south of the First Community Bank Plaza site. It
is an east -west street designated as a local street on the Fort Collins
Master Street Plan. Currently, it has a two-lane cross section. At the
JFK/Bockman intersection, Bockman Drive has the eastbound approach in a
single lane. The existing speed limit in this area of Bockman Drive is
25 mph.
Boardwalk Drive is south of the First Community Bank 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. The existing speed limit in this area of Boardwalk Drive
is 30 mph.
Existing Traffic
Recent peak hour traffic counts at the key existing intersections
are shown in Figure 2. The traffic data for the JFK/Office-Bank and
JFK/Bockman intersections was collected in November 2005. The traffic
data for the JFK/Horsetooth and JFK/Boardwalk intersections was
collected in March and January 2005 by the City of Fort Collins. Raw
traffic counts are provided in Appendix A. Since counts were
performed on different days, the traffic volumes between the
intersections were balanced and are shown in Figure 3.
During traffic counting, it was noticed that some westbound
' traffic on Horsetooth Road made a left turn at the 'N access east of
JFK Parkway. Some of these vehicles entered JFK Parkway from the east
driveway (Bank Access) south of Horsetooth Road. Conversations with
' the traffic engineering staff indicated that this was likely done to
avoid the short (approximately 140 feet) westbound left -turn lane
approaching JFK Parkway. During the afternoon peak hour, in
' particular, this left -turn lane queue often spills into the left
through lane on Horsetooth Road. There is little opportunity for the
City to lengthen this left -turn lane.
tExisting 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.
The First Community Bank Plaza site is 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
i
i
>
0
o
U m
m
U
H rsetolRoa
1s
Bockman Drive Q
omm
ilzc
k Plaza
e00,
L
Panay
Ifo�tman
I
i
SCALE: 1 "=1000'
SITE LOCATION
3
Figure 1
II. EXISTING CONDITIONS
The location of the First Community Bank 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
There are commercial uses to
There are residential uses to
Collins lies to the north of
First Community Bank Plaza is
Roads
are primarily commercial or residential.
the north, west, and south of the site.
the east of the site. The center of Fort
the proposed First Community Bank Plaza.
in a commercial corridor.
The primary streets near the First Community Bank Plaza site are
JFK Parkway, Horsetooth Road, Bockman Drive, and Boardwalk Drive. The
following descriptions are based upon a site visit and review of the
Fort Collins Master Street Plan.
JFK Parkway is to the east (adjacent) of the First Community Bank
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/Horsetooth intersection, JFK
Parkway northbound has a left -turn lane, a through lane, and right -turn
lane. Southbound JFK Parkway has a left -turn lane, a through lane, and
a through/right-turn lane. The JFK/Horsetooth intersection is
signalized. At the existing JFK/Office-Bank Access intersection, JFK
Parkway has a northbound left -turn lane, a through lane in each
direction, and a through/eight-turn lane in each direction. The
JFK/Office-Bank Access intersection has stop sign control on the Office -
Bank Access. At the JFK/Bockman intersection, JFK Parkway has a
northbound left -turn lane, two northbound through lanes, a southbound
through lane, and a southbound through/right-turn lane. The JFK/Bockman
intersection has stop sign control on Bockman. 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. The existing speed limit in
this area of JFK Parkway is 35 mph.
Horsetooth Road is to the north of the First Community Bank Plaza
site. It 'is classified as a four -lane arterial according to the Fort
Collins Master Street plan. Currently, Horsetooth Road has a four -lane
cross section. At the JFK/Horsetooth intersection, Horsetooth Road has
an eastbound and a westbound left -turn lane, a through lane in each
direction, and a through/right-turn lane in each direction. The
existing speed limit in this area of Horsetooth Road is 40 mph.
2
I. INTRODUCTION
This full transportation impact study (TIS) addresses the
capacity, geometric, and control requirements at and near the proposed
First Community Bank Plaza. The proposed First Community Bank Plaza is
' located adjacent to JFK Parkway, south of the Horsetooth/JFK
intersection in Fort Collins, Colorado.
' During the course of the analysis, numerous contacts were made
with the project planner (VF Ripley Associates) 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;
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 .............................................
10
5.
Trip
Distribution ....................................
11
5.
Short Range (2008) Background Peak Hour Traffic ......
13
6.
Long
Range (2025) Background Peak Hour Traffic .......
14
7.
Site
Generated Peak Hour Traffic .....................
15
8.
Short
Range (2008) Total Peak Hour Traffic ...........
16
9.
Long
Range (2025) Total Peak Hour Traffic ............
17
10.
Short
Range (2008) and Long Range Geometry ...........
24
APPENDIX
A Base Assumptions Form/Peak Hour Traffic Counts
B Current Peak Hour Operation/Level of Service Descriptions
C Signal Warrants
D Short Range Background Traffic Operation
E Long Range Background Traffic Operation
F Short Range Total Traffic Operation
G Long Range Total Traffic Operation
H 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 ................................ 8
Bicycle Facilities ................................... 8
Transit Facilities ................................... 8
III. Proposed Development ................................. 9
Trip Generation ...................................... 9
Trip Distribution .................................... 9
Background Traffic Projections ....................... 12
Trip Assignment ...................................... 12
Signal Warrants ...................................... 12
Operation Analysis ................................... 12
Geometry ............................................. 23
Pedestrian Level of Service .......................... 23
Bicycle Level of Service ............................. 23
Transit Level of Service ............................. 25
IV. Conclusions .......................................... 26
LIST OF TABLES
Table
Page
1.
Current Peak
Hour
Operation ..........................
7
2.
Trip Generation
......................................
9
3.
Short Range
(2008)
Background
Peak Hour Operation ....
19
4.
Long Range
(2025)
Background
Peak Hour Operation .....
20
5.
Short Range
(2008)
Total Peak
Hour Operation .........
21
6.
Long Range
(2025)
Total Peak
Hour Operation .........
22
FIRST COMMUNITY BANK PLAZA
TRANSPORTATION IMPACT STUDY
FORT COLLINS, COLORADO
NOVEMBER 2005
Prepared for:
Palmer Properties
3636 South College Avenue
Fort Collins, Co 80525
Prepared by:
DELICH ASSOCIATES
2272 Glen Haven Drive
Loveland, CO 80538
Phone: 970-669-2061
FAX: 970-669-5034