HomeMy WebLinkAboutCDOT POUDRE RIVER REST AREA - SITE PLAN ADVISORY REVIEW - 27-04 - CORRESPONDENCE - TRANSPORTATION ISSUEoT l TIS FOR THE I.CLOCATION OF THE CDOT
POUDRE RIVER REST ARE
connected (sometimes even operated from a single controller); so the southbound ramp
terminal should also be signalized.
• Frontage Road Signalization. The intersection of the Western Frontage Road and Prospect
Road also needs to be signalized.
• Ramp terminal geometrics. The northbound approach of the ramp terminal should be re -
striped to provide channelization for a left turn lane — allowing through and right turning traffic
to have their own lanes.
■ Westbound approach at the Western Frontage Road. The relocated rest area will be adding
up to 86 vehicles in the peak hour making a left turn from westbound Prospect to the Frontage
Road. This volume meets warrants for a left turn lane and it should be designed to
accommodate the higher than typical truck volumes.
■ Pavement improvement along Prospect and Frontage Road. As a part of final design, a
geotechnical investigation of the existing roadways should take place, and any necessary
pavement improvements be accomplished.
2. SUMMARY
With these improvements, the Poudre River Rest Area will be allowing not only adequate access for itself,
but will be providing substantial improvements to current users of the roadways. The lengthy delays and
safety issues related to limited sight distance at the northbound ramp terminal will be significantly reduced.
With these improvements, the interchange is expected to function adequately for the next 8-1 0 years.
In the 20-year time horizon, due to regional growth, the volumes on the Prospect Road overpass exceed
the capacity of a two-lane facility. The inability to provide for auxiliary turn lanes from Prospect onto the I-
( 25 ramps over the bridge, as well as the need for double left turn lane northbound is the limiting factor.
This constraint will be present with or without the rest area.
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In the 20-year horizon, even with signals, both the Southbound and Northbound 1-25 ramp terminals
have failing levels of service. The constraining factor is the lack of auxiliary lanes over the bridge for
left turning vehicles. This requires through moving vehicles to back up, and with high through volumes,
the capacity is no longer available to accomplish acceptable levels of service. In addition, the
northbound off ramp left turning volume is more than 1200 vehicles. This absolutely requires a double
left turn lane (which is not possible with only one lane over the bridge). The volumes are shown in
Figure 13, and the Levels of Service are shown in Figures 14 and 15. Assumed geometrics are shown
in Figure 17.
Bottom Line: For a traditional signalized intersection, the bridge needs to be widened in order to
achieve an acceptable Level of Service. This result occurs with or without the rest area traffic.
2. PEDESTRIAN, BICYCLE AND TRANSIT LEVEL OF SERVICE ANALYSIS
The intent and purpose of an interstate rest area is to accommodate vehicular traffic utilizing the interstate.
Pedestrians, bicycles, and transit modes outside the site are not a part of this study. However, a number of
improvements will be realized by multi -modal users:
• The site plan for the rest area is designed for the internal circulation of pedestrians, especially
between the rest area and the welcome center;
• The new bridge over the Box Elder Creek will have a sidewalk,
■ The off -site roadway improvements will provide a widened shoulder for improved bicycle
usage;
• The three signals to be installed will provide positive direction for all users when it is
appropriate to enter the intersection.
G STUDY CONCLUSIONS AND RECOMMENDATIONS
The existing Prospect Road interchange has two intersections that currently meet multiple signal warrants.
The Western Frontage Road sees high levels of through traffic and unacceptable delays for minor street
traffic. The 1-25 southbound ramp has very long delays and queues are beginning to impede on mainline
traffic.
Relocating the Poudre River Rest Area to the Prospect Road interchange will typically increase the traffic
volume at the intersections by 2-3 % in the morning and 7-8% in the evening in all time horizons (the
eastern Frontage Road intersection remains only nominally affected by the Rest Area relocation). This
difference, although occasionally affecting an intersection by one LOS, is not enough to substantially affect
the interchange function. Therefore, whether the interchange functions adequately or not is
overwhelmingly determined by the background traffic and not the proposed rest area traffic.
1. OFF -SITE IMPROVEMENTS RECOMMENDED
Despite a relatively low level of impact that the rest area will have on the traffic volumes, due to existing
deficiencies, there are a number of off -site roadway improvements necessary prior to the opening of the
Relocated Poudre River Rest Area:
■ Ramp Terminal Signalization. The northbound ramp terminal needs to be signalized prior to
any additional development traffic. Ramp terminal intersection controls are generally
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The assignment of the site traffic will vary at each horizon due to the growth of the rest area traffic. The
2005, 10-year, and 20-year traffic assignment is shown in Figure 7, 10, and 13, respectively.
Truck Volumes
Truck volumes within the traffic assignment were identified and used to specifically calculate truck
volumes for each turning movement in each time horizon. This should provide a realistic look at how
trucks utilizing the rest area will affect the interchange. Truck volumes vary from as low as 3% (due to
high volume of car traffic) to 15% for some specific interchange turning movements. The intersection
at the Western Frontage Road has some movements with truck percentages as high as 50% (the
northbound right turn in the AM).
D. BACKGROUND TRAFFIC PROJECTIONS
Background traffic is that traffic that will be utilizing area roadways without the addition of the proposed site
traffic. In order for the analysis of future year time horizons to be accurate, the traffic volumes used needs
to include an assumed amount of growth in the background traffic.
The growth rate of traffic using the rest area was discussed in Section C.1. The growth of existing traffic at
the Prospect Road Interchange was calculated separately. Five sources were used to gather potential
growth information:
■ CDOT growth factors for 1-25 mainline (which vary from 1.5 to 3.0 in the area),
■ The City of Fort Collins travel demand model (updated for the Mason Street Corridor and Mulberry
Study),
■ The MPOs travel demand model for traffic anticipated east of 1-25,
■ 1-25 Corridor Plan completed as a multi -jurisdictional document, and
• Recent Traffic Impact Studies for development in the area.
It is clear that the likely growth throughout the corridor will vary substantially by location within the study
area. For example, the Prospect corridor west of the interchange has 18,000 vehicles per day and a
typical growth rate of 3.5% per year is anticipated by most sources. The current average daily traffic along
Prospect east of the interchange is only 2,300 vehicles per day and 20-year estimates vary from 9,000 —
14,000 vpd. A growth rate of over 7% (resulting in a 20-year factor of 4.0) seems more reasonable for this
section of roadway.
In this manner, each section of roadway was studied independently, the sources reviewed, and an annual
growth rate identified for that approach volume. 20-year growth factors resulting from the growth rates are
shown in Figure 6.
Growth Factors
3.0 ¢ ) � I
(5.5%/Yr) 2.0
(3.5%/Yr) ' 20Rl
(3.Syr)
0 2.0 a.0
(3.59NYr) (3.5%Nr) (7.296/Yr)
F.rm. ,na
3.0
(S.BY✓Yh
3.0 20 4.0
15.8wyr) (3.5YdYr) 20 (7.29WYr)
(3.59NYr)
20 Year
XX Growth Factor
( XX%'Yr) Growth Rate I Year
Figure 6 - 20-Year Growth Factors for Background Traffic Page 9
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5. PEDESTRIAN, BICYCLE AND TRANSIT FACILITIES
The project site is in an undeveloped more rural area. There are no current pedestrian facilities along the
Western Frontage Road, Prospect Road, and pedestrians are not allowed on 1-25. Bicycles within the
project study limits are currently utilizing the roadway shoulders. There are no transit accommodations in
the area.
C. PROPOSED DEVELOPMENT / SITE GENERATED TRAFFIC
The proposed development is an interstate rest area whose purpose is to provide motor vehicles utilizing I-
25 with a place to stop, rest, use facilities, and have access to the neighboring welcome center.
1. TRIP GENERATION
Site generated traffic in this study is the estimated traffic that will be in the area due to the relocation of the
rest area. For the immediate timeframe, that traffic is assumed to be the same as the existing traffic at the
Poudre River Rest Area as shown in Table 1.
Unlike many standards traffic studies, the site -generated traffic will experience growth over time; this
growth is directly related to the anticipated growth of traffic on 1-25. CDOT estimates an annual growth of
3.53% along the mainline (both cars and trucks). Therefore, the site traffic used in the analysis is based
upon the numbers shown in Table 1 and the applicable amount of growth added. This results in the
following multipliers:
Year Factor
2005 1.11
10 yr 1.41
20 yr 2.0
2. TRIP DISTRIBUTION AND ASSIGNMENT
The trip distribution is assumed to be similar as that currently using the Poudre River Rest Area. Because
the existing sites have separate northbound and southbound facilities, it is easy to determine the current
distribution: fifty-five percent of the use is from northbound 1-25 and forty-five percent is from southbound
traffic. How this distribution relates to the Prospect Road interchange is shown graphically in Figure 5.
Trip 01.vmwon
Figure 5 —Site Traffic Trip Distr 6ution Page 8
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Synchro analysis printout sheets are included in Appendix D, and the details of the signal warrant
analysis are included in Appendix H. Signalization warrants were completed using the MUTCD, Part 4,
Highway Traffic Signals, 2000. A summary of the existing traffic operations is shown below:
Western Frontage Road: Currently functioning at an overall LOS A in both the morning and evening.
However, the Frontage Road approaches are both at a LOS F with long delays. This intersection
currently meets the following signal warrants:
■ Warrant 1 — 8-Hour Vehicular Volume
■ Warrant 2 — 4-Hour Vehicular Volume
■ Warrant 3 — Peak Hour Vehicular Volume
Adding a traffic signal at the Western Frontage Road intersection would improve the function to an
overall LOS A and the Frontage Road approach improves from LOS F to LOS C and B (northbound
and southbound).
1-25 southbound ramp: Functioning well with limited delay and queue lengths.
1-25 northbound ramp: This intersection has an overall LOS F in both the morning and evening peak
hours. The morning delay for traffic exiting the interstate averages over three minutes (the limit for
LOS F is only 50 seconds). The queue lengths on the ramp are beginning to impede onto the 1-25
mainline. This intersection currently meets the following signal warrants:
■ Warrant 1 — 8-Hour Vehicular Volume
■ Warrant 2 — 4-Hour Vehicular Volume
■ Warrant 3 — Peak Hour Vehicular Volume
Adding a traffic signal at the 1-25 northbound ramp intersection would improve the function to a LOS B.
Eastern Frontage Road: Functioning well with limited delay and queue lengths.
Accident Data at the Interchange
Accident data for the Prospect Road Interchange was obtained from CDOT's Accident Data
Management Team within the State's Safety office. The raw data is included in Appendix I and
contains three years of accident data from January 1, 1999 to December 31, 2001. (The City of Fort
Collins was also contacted — they have only one year of data available that included a couple additional
accidents at the interchange not listed in CDOT's information.) There were 36 accidents in the area
during the three-year time period, of which 29 were related to the interchange.
The largest percentage of accidents (62%) were
related to the northbound off ramp and ramp terminal.
Only 34% were related to the southbound ramps.
There may be two contributing factors to the higher
accident occurrence for northbound vehicles: the
limited sight distance makes the margin for error
smaller than at most intersections (see photo at right),
and the current long queues and delays tend to
encourage drivers to accept a smaller gap than typical.
Signalization of the intersection at the northbound
ramp terminal would eliminate the requirement of the
driver decision in choosing a gap, and would reduce
the delays by increasing capacity of the intersection.
Northbound Ramp Terminal Looking West
(limited site distance)
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The other set of traffic counts completed were peak hour turning movement counts at the ramp
terminals, and the east and west frontage roads. Counts were completed over a two-hour period in
both the morning and evening (7:00 — 9:00 a.m. and 4:00 — 6:00 p.m.). The peak hour was determined
to be 7:15 — 8:15 a.m. and 4:45 — 5:45 p.m, and the data was minimally balanced between
intersections since the counts were not all completed on the same day. These two time frames will be
used for all analysis. The existing traffic is shown in Figure 4.
4. EXISTING MOTOR VEHICLE OPERATIONS
Current Traffic Operations
Traffic analysis is based upon a Level of Service analysis as outlined in the Highway Capacity Manual
(HCM 2000) published by the Transportation Research Board (TRB). This type of analysis assigns a
letter value to an intersection, approach or movement based on average delay experienced by vehicles
utilizing that intersection, approach or movement. The letter values assigned range from A (the best)
to F (the worst). Table 2 summarizes the definition of different LOS for signalized and unsignalized
intersections.
Table 2 — Summa
of Level of Service Information
Signalized Intersection
LOS Delay(sec/veh)
Unsignalized
Intersection
LOS Del sec/veh)
Definition
A
<10.0
A
<<<10.0
Favorable progression
B
>10.0 and <_ 20.0
B
>10.0 and <— 15.0
Good progression
C
>20.0 and <— 35.0
C
>15.0 and < 25.0 I
Fair progression
D
>35.0 and <— 55.0
D
>25:0 and <_ 35.0
Noticeable congestion
E
>55.0 and <_ 80.0
E
>35.0 and <_ 50.0
Limit of acceptable delay
F
>80
F
>50
1 Approaching Unacceptable
�+wl�u. naurwav marivar 1 iansuurteaun rlesearch Board 2000
The acceptable delays between signalized and unsignalized intersections are different for like levels of
service because drivers generally have a different expectation of delay at the two intersections.
Drivers approaching a red light expect to be delayed. Drivers approaching a stop sign expect to stop
and then move on.
In larger urban areas, it is standard engineering practice to assume that a facility with LOS A through
LOS D is within an acceptable range for most users. For Prospect Road in the City of Fort Collins, an
overall LOS D is the limit of acceptable delay at a signalized intersection. For unsignalized
intersections, an overall LOS F is acceptable and considered normal in an urban environment.
Capacity improvements to stop controlled intersections often means the addition of a traffic signal. The
need for a traffic signal is based upon ITE's 2001 Manual of Unifom Traffic Control Devices which
details eight Warrants and their requirements. An intersection needs to meet one or more of the eight
warrants before being considered for a signal.
The traffic analysis was completed using the Synchro software program. This program utilizes the
accepted methods of analysis as detailed in the HCM. It also can optimize timing plans, and it
incorporates the various intersections' effects on one another. Figure 4 shows the existing operations,
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Information from the CDOT traffic database was obtained to determine the seasonal variation of traffic
along 1-25, and the appropriate factors to apply to both cars and trucks to estimate peak month travel.
Truck traffic remains steady throughout the year, and the numbers obtained in April can be used in the
analysis. Car traffic peaks in August and the adjustment factor between our April data and August data
is 1.2.
Using the above information, existing rest area traffic likely to occur in August during the peak travel
time is shown in Table 1.
Table 1
2002 Peak Hour Rest Area Traffic
(Adjusted to August)
Southbound Northbound
Cars ! Trucks Cars Trucks
AM Peak Hour 5 8 6 I 8
7:15 — 8:15 a.m.
PM Peak Hour 29
(4:45 — 5:45 M.
Accident Data at the Existing Rest Area
Accident data for the existing rest area location was obtained from CDOT's Accident Data
Management Team within the State's Safety office. The raw data is included in Appendix I and
contains three years of accident data from January 1, 1999 to December 31, 2001. There were 33
accidents related to the rest area site, of which 22 were northbound accidents and 11 were southbound
accidents. 40% of the accidents were sideswipes or rear -ends while 33% involved some sort of fixed
object. There is no specific type of accident highlighted as an area of concern. The higher rate of
northbound accidents may be attributed to the uphill acceleration required as trucks enter the freeway
from the rest area.
Traffic Volumes at Existing Prospect Road Interchange
Two sets of existing traffic counts were completed in the interchange area for this study. 24-hour tube
counts in 14 locations were done to determine directional ADTs (Average Daily Traffic) on the ramps
(four counts), frontage roads north and south of Prospect (8 counts), and Prospect Road (2 counts).
The tube counts provided hourly volumes that were used in the signal warrant analysis. A summary of
the average daily traffic in the study area is shown in figure 3.
ADT - Average Daily Traffic
2,100
veNday
16,800
ES veNday
250
d van/dayu'
5 \\�
Z,000 1,600 350 LL
veNday/ veNday veNday w
2,.00
veNdav
950
6,700 67,450 veNdav
veNday veNdav
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Figure 3 — Existing Average Daily Traffic (ADTs)
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The travelway over the bridge is a narrow 26 ft. The only existing auxiliary turn lane is a free right from the
southbound off ramp to westbound Prospect (see aerial above). There is limited sight distance for vehicles
at the northbound off ramp.
All intersections in the study area are stop controlled.
3. EXISTING TRAFFIC VOLUMES AND CONDITIONS
Traffic Volumes at Existing Rest Area
Contacts were made to the Region 4 traffic engineer, Region 4 Maintenance Personnel, and the
Poudre River Rest Area Caretaker to discuss current rest area traffic. The caretaker identified Friday —
Sunday as the peak traffic time (both cars and trucks) at the rest areas. Since weekday traffic is of
greatest interest to the potential relocation (as the Prospect Road Interchange peaks are on
weekdays), 72-hour classification tube counts at the entrance and exits of the facilities were completed
April 4-6 2002. This determined how many vehicles are currently accessing the facilities, and what the
anticipated trip generation would likely be when the rest area is moved. In addition, a 24- hour
occupancy study was also completed on Friday, April 5". This identified how many vehicles are at the
facilities at a time and will help determine the amount of parking needed at the new facility. Raw data
is included in Appendix C.
Figure 2 shows the existing traffic entering the rest areas. It is important to note that peak incoming
traffic hours at the rest area are 11:00 a.m. - 12:00 noon and 3:00 — 4:00 p.m. These do not coincide
with the peak travel hours at the Prospect Road Interchange, (which occur at 7:15 — 8:15 a.m. and 4:45
— 5:45 p.m.).
Existing Traffic Entering Rest Area
(sum of northbound and southbound)
April 2002
Prospect Road
�
Peak Time
100
90
80
—
70
60
50
i
0oarks
0
40
30
20
10
- s.
0 .
1:00
4:00 7:00 10:00 13:00 16:00 19:00 22:00
Time
Figure 2 - Existing Rest Area Traffic
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B. EXISTING CONDITIONS
1. LAND USE
The project site is located just south of the existing Colorado Welcome Center. The 15-acre piece of
property is undeveloped. A portion of the site was mined by LaFarge, and final grading of extensively
disturbed ground has only recently taken place.
In the area around the site, there is currently limited development, and the area appears quite rural. The
immediate area surrounding the interchange is predominantly zoned for commercial uses. There has been
substantial discussion about growth in the area, including the potential for:
• The redevelopment of the Resource Recovery Farm (south west corner of the interchange),
• A new high school east of 1-25 and north of Prospect,
• Larger retail center(s) east of the interchange
• Continued regional growth of close -by communities such as Windsor and Timnath. While
these communities typically use neighboring interchanges, their growth will likely add some
traffic to the interchange at Prospect Road
2. AREA ROADWAYS
The site is adjacent to the Western Frontage Road of 1-25. This roadway is an existing two-lane facility
with narrow shoulders. It is quite rural in nature with limited improvements (no curb and gutter or
sidewalks).
Prospect Road is within the City of Fort Collins city limits when it intersects with the Frontage Road and is
designated as a four -lane arterial from the west to the northbound ramp terminal of 1-25. Its current
configuration is as a two-lane facility with limited improvements (no curb and gutter or sidewalks). From
the northbound ramp terminal to the east, Prospect Road is designated as a minor 2-lane arterial.
The interchange at 1-25 and Prospect Road is at Milepost 268.5. The interchange is a typical diamond with
stop controlled ramp terminals on either side of the Prospect Road overpass. The ramp terminals are 550
ft apart with both east and west -side frontage roads 1050 ft on either side of the ramp terminal
intersections.
Prospect Road Interchange
(source: City of Fort ColUns GIS)
Stantec
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Traffic l npY Study
Relocation of the
Colorado Department of Transportation
Poudre River Rest Area
O O O
July 9, 2004
Completed for:
or Colorado Department of Transportation
Submitted to:
City of Fort Collins
Sear -Brown Projects 813-005, 813-007
Stantec Projects 181700038
Stantec Consulting, Inc.
209 S. Meldrum
Fort Collins, Colorado 80521
970-482-5922 tel 970-482-6368 fir
Stalntec
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VICINITY MAC' — N. To S.
CDOT Poudre River Rest Area — Site Plan Advisory Review, #27-04
August 26, 2004
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3. The extent of the CDOT Poudre River Rest Area, is adequately addressed
through the proposed transportation, stormwater, landscape, and lighting design.
RECOMMENDATION:
Staff recommends that the Planning and Zoning Board approve the CDOT Poudre River
Rest Area Site Plan Advisory Review, File #27-04.
List of Attachments:
A- Site Vicinity Map
B- Excerpt.from Transportation Impact Study
C- Development Plans--
- - -- -- - - - -
CDOT Poudre River Rest Area — Site Plan Advisory Review, #27-04
August 26, 2004
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These signal improvements, however, should be viewed as an interim measure.
Most of the problems associated with this interchange are due to regional growth.
The inability to provide for auxiliary turn lanes from Prospect Road onto the 1-25
ramps of the bridge, as well as the need for a double left turn lane northbound is the
limiting factor. This constraint will be present with or without the rest area.
The proposed drainage design proposes to transferflows from the Poudre Basin to
the Boxelder Basin. Due to this site being at the downstream end of the basins and
the area in the Poudre Basin having no defined outfall, this design will be
acceptable if proven that no negative impacts are created downstream in the
Boxelder Creek Basin.
Based on conversations between CDOT, City staff and FEMA, there is agreement
that hydraulic analysis of the site would be submitted to FEMA along with the City's
mapping for the FEMA Map Modernization process. This would assure CDOT that
their proposed changes to the floodplain are acceptable to FEMA and will be
incorporated into the map upon completion of the project.
Wetland resources will be protected through a 100 foot -wide buffer from the
Boxelder Creek. This area will be augmented with additional native plantings; any
disturbed areas or degraded areas will be reseeded.
Proposed site lighting meeting the City's design standards will. be provided for
parking areas, drives and pedestrian plazas. Pole heights within the site will not
exceed 30 feet and will have cut-off fixtures that prevent light from spilling onto
adjacent properties. Street lighting will be provided at the Prospect and frontage
road intersection, and the frontage road will have additional street lighting leading to
the rest area entrance.
CONCLUSIONS:
After reviewing the CDOT Poudre River Rest Area Site Plan Advisory Review, File #27-04,
staff offers the following conclusions:
1. The location of the CDOT Poudre River Rest Area is appropriate given its
orientation toward highway users and its operating characteristics.
2. The character of the CDOT Poudre River Rest Area is compatible with the
building forms, materials, and landscaping found in the adjacent Colorado
Visitors Center building and within the immediate area.
CDOT Poudre River Rest Area — Site Plan Advisory Review, #27-04
August 26, 2004
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B. Character
The proposed architectural style and building materials are effectively differentiated
from the adjacent Colorado Visitor Center, yet it is compatible in relation to its size,
scale and style. The existing Visitor Center is clad in metal and stucco and includes
large expanses of glazing. The cantilevered roof element of the proposed rest area
effectively ties the design of the two buildings together. One key differentiating
element of the two buildings is the use of rustic materials, i.e.- wood, stone, rusty
metal siding, that tend to visually "soften" the rest area building and better
incorporate it into the natural landscape.
Landscape for the site will consist of shade trees and ornamental plantings. This
proposed landscape design successfully blends the facility into the native
landscape. Two major planting types were used:
1. Native Dryland areas dominated by shortgrass prairie species and native shrubs,
except for natural depressions that allow for more riparian species; and
2. High traffic areas near the building where a more formal landscape helps to
define spaces and add seasonal color.
The proposed building materials and landscaping comply with the 1-25 development
standards found in Article 3 of the Land Use Code.
C. Extent
Primary access to the rest area will be through a box culvert crossing of Box Elder
Creek from the frontage Road. As part of the development, off -site improvements
will be made to the Prospect/frontage road intersection, including a traffic light, lane
widening to accommodate trucks and RV's, and turn lanes as required. Both
Prospect Road and the frontage road will be improved to collector standards,
providing for ease of bicycle and pedestrian movements as well as motorized
vehicles. RV's and cars will also have the option of existing the site via the existing
visitor center access road at Prospect Road; however, this movement is
discouraged by the design of the road system on the site.
A full traffic report has been submitted which indicates that traffic signals and other
improvements built in conjunction with this project will result in adequate site
access. The lengthy delays and safety issues related to limited sight distance at the
northbound ramp terminal will be significantly reduced. Not only will access be
improved to the site, the improvements will benefit current users of the roadway.
CDOT Poudre River Rest Area — Site Plan Advisory Review, #27-04
August 26, 2004
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2. Process
Colorado Department of Transportation has agreed with the City to process this review
under Section 31-23-209, C.R.S., which states:
"When the commission (Planning and Zoning Board) has adopted the master plan
of the municipality or of one or more major sections or districts thereof, no street,
square, park, or other public way, ground or open space, public building or
structure, or publicly or privately owned public utility shall be constructed or
authorized in the municipality or in such planned section and district until the
location, character and extent thereof has been submitted for approval by the
commission."
Under the statute, if the Planning and Zoning Board disapproves the site plan such
disapproval may be overturned by a two-thirds vote of the State Transportation
Commission.
No City -sponsored neighborhood meeting was held as part of this application; however,
CDOT and its consulting engineers and planners conducted a design charrette.
2. Location, Character and Extent:
A. Location
The CDOT Poudre River Rest area is located within the 1-25 Subarea, which is an
element of the City's Comprehensive Plan, City Plan, and became a formally
adopted Plan in 2003 after a lengthy public process. In conjunction with the 1-25
Subarea Plan adoption, the City's Land Use Code was amended to include design
standards for properties within the 1-25 corridor. Both the 1-25 Subarea Plan policies
and Land Use Code standards call for building placement that will create an
attractive gateway into Fort Collins and will protect important view corridors for
vistas to the mountains. This has largely been achieved by commercial building
placement standards, which restrict the amount of building frontage for buildings
close to 1-25. In this case, the building is setback approximately 2,000 feet (just
over 1/3 mile) from 1-25 and has a narrow building fagade width of 65 feet.
CDOT Poudre River Rest Area — Site Plan Advisory Review, #27-04
August 26, 2004
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COMMENTS:
Background
The surrounding zoning and land uses are as follows:
N: POL, C, E- Welcome Center/State Parks Offices, vacant
S: RC, E- City Natural Area
E: C- Boxelder Creek, 1-25 and frontage road
W: RC, CSU- City Natural Area, CSU Environmental Learning Center
CDOT is transferring ownership of the original 1-25 rest area property located on the west
side of 1-25 to the City of Fort Collins Natural Areas program, in exchange for City -owned
property to be transferred to the State of Colorado. Proposed uses and the conceptual site
plan have been approved by the Natural Resources Advisory Board.
Proposed development includes a rest area served by a 3,300 sq. ft. building that includes
restrooms, visitor information kiosks and vending machines. Parking will be provided
through surface lots including spaces for 53 automobiles, 9 recreational vehicles and 25
trucks. Additional structures within the site include a maintenance building with a garage
and five picnic shelters.
The rest area will be enclosed to the west and south by a rail fence. The purpose of the
fence is to restrict access from the site to adjacent wildlife habitat and City of Fort Collins
Natural Areas.
Several off -site transportation improvements will be made in conjunction with this facility:
• Ramp Terminal Signalization. The northbound and southbound ramp terminals will
be signalized.
• Frontage Road Signalization. The intersection of the (western) frontage road and
Prospect Road will be signalized.
• Ramp Terminal Geometrics. The northbound approach of the ramp terminal should
be restriped to provide channelization to allow for a left turn.
• Westbound approach at the (western) frontage road. The volume meets warrants
for an additional left turn lane.
• Pavement Improvement along Prospect Road and the frontage road. The frontage
road will be improved to collector roadway standards, including bicycle and
pedestrian facilities.
PROJECT: CDOT Poudre River Rest Area Site Plan Advisory Review,
#27-04
OWNER: Colorado Department of Transportation
c/o Rick Gabel
1420 2"d Street
Greeley, CO 80631
APPLICANT: Stantec Consulting
c/o Dale Stein
209 S. Meldrum
Fort Collins, CO 80521
PROJECT DESCRIPTION:
The CDOT Poudre River Rest Area Site Plan Advisory Review is a request to construct a
3,300 gross sq.ft. rest area south of Prospect Road near the intersection of Prospect Road
and the 1-25 frontage road, % mile west of the 1-25/Prospect interchange. The proposed
rest area will be located directly south the existing Colorado Welcome Center/State Parks
offices facility. The facility will replace two existing rest areas located on the east and west
sides of 1-25, just south of Horsetooth Road. The site is part of a reclaimed mining
operation and lies within two zone districts: River Conservation (R-C) and Parks and Open
Lands (POL).
RECOMMENDATION: Approval
EXECUTIVE SUMMARY:
This request for review from Colorado Department of Transportation is submitted to the
Planning and Zoning Board as a Site Plan Advisory Review pursuant to State Statute
Section 31-23-209, which limits the City's review to the location, character and extent of the
improvements.
Staff has concluded that of the proposed facility location, character and extent of impacts
are appropriate.
City of Fort Collins
Transp .. ation Services
Administration
MEMORANDUM
TO: Darin Atteberry, Interim City Manager
FROM: Ron Phillips, Transportation Directo
DATE: September 7, 2004
RE: Relocation of the CDOT Poudre River Rest Area
Attached is the packet material from the Planning and Zoning Board meeting regarding
the CDOT Poudre River Rest Area proposal that I mentioned to you last week. This item
was denied by the P&Z Board 7-0. I believe that CDOT may appeal this to the City
Council rather than appeal it to the Colorado Transportation Commission — so this is a
head's up.
This is a good project for the City of Fort Collins in a number of ways:
CDOT is exchanging their 22 acre existing rest area property which fronts the
Cache la Poudre River on the west side of I-25 for 10 acres of City property near
the CSU Environmental Learning Center (ELC) and Visitors' Center in order to
relocate the rest area.
2. This rest area relocation will complement the existing ELC and Visitors' Center
by combining all of the functions in one location.
3. The relocation of the rest area to this location will help encourage CDOT to be
more committed to the Prospect/I-25 interchange so they will be more inclined to
make the interchange a higher priority for future improvements.
4. The Natural Resources Advisory Board recommended approval of the change.
I hope that if this item is appealed to the City Council, they will be able to review the tape
of the P&Z Board meeting. Please let me know if you need further information.
CC: Steve Roy
Greg Byrne
Cameron Gloss
Mark Jackson
-15 North Mason • Fu st Floor • PO. Box 580 • Fort Collins, CO 80522-0580 • (970) 224-6058 • FAX (970) ?221-6239