HomeMy WebLinkAboutGARTH COMMERCIAL PLAZA - PDP - 20-02B - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYGarth Commercial Plaza
Lots 3.4
lanes shows the eastbound pedestrian LOS also at C. The site plan shows a future connection to the Mason
Street Corridor which will provide LOS A and B for pedestrians.
Bicycle Levels of Service Analysis
The bicycle level of service analysis sheet is shown in Appendix H. With existing bike lanes along Mason
and Boardwalk, this analysis shows a LOS of A.
Transit Levels of Service Analysis
Current transit service exists on College Avenue. Future transit along Mason Street Corridor is anticipated,
' but not within the short term time horizon. The analysis included in Appendix H shows a Level of Service B
with 3 of the 4 standards being currently met.
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STUDY RECOMMENDATIONS
This study identified the transportation related impacts of the proposed Garth Commercial Plaza lots 3, and 4.
As a result of the analysis, the following conclusions can be drawn:
• The existing vehicular traffic shows no operational difficulties
• The impact of the proposed paint store on vehicular traffic was analyzed for the immediate time frame and
the short term time horizon. Each of the study intersections (Mason and Boardwalk, and the two existing
access locations) operates at an acceptable level of service in both time horizons, with and without the
development. The westbound left turns at Boardwalk have a LOS F both with and without the
development, but the queue that does not exceed the turn bay. This is considered acceptable for a minor
street movement at a stop -controlled intersection.
• A sidewalk along Mason, and direct connections to both north and south will accomplish pedestrian access
to and from the proposed development. A future connection is proposed to the Mason Street Corridor.
• Existing bike lanes along Mason and Boardwalk will adequately serve the proposed development.
• Transit LOS is acceptable.
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SEAR• BROWN
Garth Commercial Plaza
Lois 3. 1
Figure 5. 2008 Background Volumes / LOS
C
F
d
N
t
c
0
z
10
�— 545
Intersection
LOS = A
488
172/A
c�
A 18 - A 2 488
502 —► 518 —► 37 LL m
Intersection Intersection m
LOS = A LOS = A s
3 E
0
m
Figure 6. 2008 Total Volumes / LOS
N N
'a N ►
U V
Q Q
C N C z Intersection
LOS = A
500
20 1 21 t— 172 /A
�-- 534 �/ t— 548 172
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L
A
29
505 =►
Intersection
LOS =A
A
Pedestrian Levels of Service Analvsis
5
521 —►
Intersection
LOS = A
E
As noted above, the study area for pedestrians is by definition destinations which are within 1320 feet of the
proposed development. This area is shown on the vicinity map on page 1. Although there is a residential area
directly west of the proposed development, the railroad traffic are a non-transversable barrier, and the route to
get to the residential area includes a trip back north to Horsetooth. Therefore, there is no residential
destination in the analysis.
There are three existing destinations and one future destination that is included. An office building to the
north (Larimer County Workforce Center), and Commercial to the east and south (for example Shop-Ko, and
Target). The future destination includes the Mason Street Corridor once it is constructed.
The pedestrian LOS worksheet is provided in Appendix H. This area is in an Activity Corridor as it is within
1320 feet of College Avenue. The standard Level of Service is B in all factors. This level of service is
satisfied for some categories, while other, such as continuity have a LOS C since existing sidewalks have
variable width and some are attached. The required crossing of College Avenue with it's multiple
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SEAR BROWN
Gash Cnnunereial Playa
Lola 3. 4
TRAFFIC IMPACT ANALYSIS
Motor Vehicle Analysis
The above information has described the development of background and site traffic, as well as total traffic
for the immediate time frame and the 5-year time horizon. Intersection capacity analysis was completed on
the following scenarios:
Existing Traffic (as shown in Figure 1 and already discussed. Calculations sheets in Appendix D)
Immediate Total Traffic (Figure 4. Calculations sheets in Appendix E)
Short Term Background Traffic (Figure 5. Calculations sheets in Appendix F)
Short Term Total Traffic (Figure 6. Calculations sheets in Appendix G)
Immediate Total Traffic; Figure 4 shows that the intersection at Mason and Boardwalk is still well within
acceptable limits, and the access locations level of service have not declined from the existing values. This
indicates that the proposed development will not have a significant impact on the adjacent roadway
operations. The Level of Service for the westbound left turning traffic at Boardwalk is at a LOS E. This is
normal for a minor street left turn movement onto an arterial during the peak hour. The queue does not
exceed the bay length, and does not impact either other access drives or the intersection at College.
Figure 4. Immediate Total Volumes / LOS
N No
C C o 1 Intersection
o Z LOS=A
w m m
4 443
r y 472 `. 484 152 / A
Mason Mason
!l1777 A 27 J A 5 J 445
447 —► 461 —► 34 ---
Intersection Intersection
LOS = A LOS = A s
3 D
a
`n
Short Term Background Traffic: Figure 5 shows the result of this analysis. Even with area growth, the
three intersections continue to operate at acceptable levels. The westbound left turn lane at Boardwalk is now
a LOS F, although the approach is functioning at a LOS E. As noted above, this is typical, and not related to
the proposed development.
Short Term Total Traffic: Figure 6 shows the volumes, and Levels of Service for the Short Term Total
Traffic. The impact of the development can be seen by comparing Figure 5 (short term background) to Figure
6 (short term total). At this time frame with both the background and the development traffic, the westbound
left turn lane at boardwalk has a queue of 87 feet. With a bay length of 150' this does not significantly
negatively impact traffic flow.
The addition of the development will not create significant negative impacts on the vehicular operations of the
existing roadways.
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SEAR•BROWN
Figure 2. Trip Distribution
m y N IN
d d
U U
Q Q
J =
O 0
u c Z
' 10% 41%
LI
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39%
Figure 3. Site Volumes (PM)
N
m
Q
11 1
3
10%
3
3 —►
FUTURE BACKGROUND TRAFFIC PROJECTIONS
28 in
30 out
14 —�
Y
N
3
a
`m
0
m
Gash Cbnuuercial Plaza
Lni>..4
45%
F— 12
Mason
In order to properly evaluate the potential impact of the proposed development on the local traffic conditions,
future traffic volumes were estimated for a 5-year time horizon without the development. These future
forecasts reflect the growth that is expected from overall continued development in and near the city. At the
scoping meeting it was agreed that a growth rate of 2.5% per year should be used on the background traffic.
The background traffic volumes expected in the study area intersections in 2008 are shown in Figure 5.
FUTURE TOTAL TRAFFIC PROJECTIONS
Using the existing volumes (background) and the site volumes, the total traffic upon completion of the
development is shown in Figure 4. The total traffic for the 5-year time horizon is calculated by taking the
background volumes from Figure 5 and adding the site traffic from Figure 3.
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SEAR•BROWN
Garth Conimcicial Plaza
Lots 3. 4
of pedestrian facilities is along currently undeveloped properties (directly across Mason from the site, and the
two lots further north). The site plan for the proposed development shown in Appendix B includes sidewalks
' along Mason, direct connecting pedestrian facilities to the existing commercial north and south of the site, and
a reserved location for future connection to the west once the Mason Street Corridor is established.
' Bicycle Facilities
There are existing bike lanes along Mason Street from Horsetooth south past Troutman throughout the entire
' '/a mile study area. There are also bike lanes along Boardwalk Between Mason and JFK (there are a few
locations where the bike lanes drop at the intersection to make room for vehicle auxiliary lanes).
Transit Facilities
Transfort currently serves the study area with Route 1 along College Avenue. The route operates from 6:30
I a.m. until 7:30 p.m. with headways of 20-minutes. The closest bus stop to the proposed development is at
Boardwalk and College.
PROPOSED DEVELOPMENT/ SITE GENERATED TRAFFIC
The Garth Commercial Plaza Development on lots 3 and 4 is a commercial facility at a proposed size of
13,040 square feet and a use of a paint store.
Trip Generation
Trip generation is important to establish how many trips the proposed development will likely generate during
the peak hour. Site generated traffic was estimated using the standard generation rates and procedures
1 consistent with the Institute of Transportation Engineers (ITE) Trip Generation Manual, 6`I' Edition.
The Trip Generation rates were taken from the 1TE Land Use 816 (Hardware / Paint Store). These are shown
below in Table 2. As discussed at the scooping meeting, only a PM peak hour analysis will be completed.
The AM peak hour of Mason Street occurs before the paint store is likely to be open, and the proposed
additional traffic due to the development is nominal.
Table 2 — Trip Generation
Code Use Size AWDTE PM Peak Hour
Rate Trips Rate In Rate Out
816 Hardware / Paint Store 13,040 S.F. 51.29 667 2.12 28 2.30 30
As indicated in the table it is anticipated that the site would generate approximately 667 average weekday
daily trip ends (AWDTE), with 28 incoming trips and 30 outgoing trips in the peak PM hour. Due to the type
of proposed business (paint store) and the neighboring businesses, there is no reduction for pass -by trips,.no
internal trips, and no mode share assumed (i.e. all trips are by car).
Trip Distribution and Assignment
t The directional distribution of the generated trips (as agreed to in the scooping meeting) was based upon an
analysis of the existing traffic patterns in the area. These percentages are shown in Figure 2. 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. The site traffic assignment per the distribution in Figure 2 is
shown in Figure 3.
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SEAR•BROWN
Garth Conunrrcial Plaza
Lots 3. 4
Existing Motor Vehicle Operations
Using the traffic volumes shown in Figure 1, and the existing geometries and control of the roadways, the
three intersections were evaluated. The analysis is based on procedures outlines in the Highway Capacity
Manual (HCM 2000) published by the Transportation Research Board (TRB). This type of analysis assigns a
letter value based on average delay experienced by vehicles to indicate the level of service (LOS) of the
intersection. The letter values assigned range from A to F with A being the best. A summary and definition
of each LOS letter designation is provided in Table 1 for unsignalized intersections.
Table 1
Motor Vehicle Level of Service Definition — Intersections
Unsignalized Intersection
Definition
LOS
Delay (sec/veh)
A
<-10.0
Favorable progression
B
> 10.0 and 515.0
Good progression
C
> 15.0 and 525.0
Fair progression
D
>25.0 and —<35.0
Noticeable congestion
B
>35.0 and
Limit of acceptable delay
F
>nd 70.O
Approaching unacceptable delay
The intersections are all operating at a LOS of A with all minor approaches operating at a LOS of C (see
Figure 1). Calculation forms are included in Appendix D. An acceptable levels of service within the Fort
Collins City Limits at stop sign controlled intersection is E and certain movements with Level of Service F
are considered normal in an urban environment.
Figure 1. Existing Volumes / LOS
I m
y N 10
�
U
Q
V
Q
O
c
t
Intersection
N
Z
LOS = A
o �2
JI I`15J
m co
Il9
�- 431
152/A
469
481
Mason
Mas
A 16 A
2
431 —�
f
444 —�
458 —►
33
I
w m
Intersection
Intersection
uO1i
LOS=A
LOS=A
x
.-
2
C
0
m
Pedestrian Facilities
1 As discussed above, there are pedestrian facilities adjacent to and near the proposed development. The widths
of the sidewalks vary, with some in the study area as narrow as four (4) feet. The only break in connectivity
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SEAR•BROWN
Garth Commercial Mazza
Lot, 14
the east is a commercial corridor with mostly retail and restaurant uses in this area. There is a residential
neighborhood directly west of the proposed development, however the existing railroad right of way and
tracks create a barrier for all modes of transportation. The topography is generally flat.
Area Roadways. Pedestrian and Bike Facilities
The primary street to serve the development is Mason. This
street is classified as a minor arterial and is a north -south two-
lane roadway with existing bike lanes and attached or detached
sidewalks in all locations except for undeveloped lots. Mason
Street has a short (75') southbound left turn bay onto
Boardwalk.
Boardwalk west of College Avenue is a two-lane roadway with
a dedicated left turn lane approaching Mason, bike lanes and
sidewalks along developed lots (see photo below right). East of
College Avenue it is classified as a minor arterial, while west of
College Avenue it is considered a collector street.
Roadway Classifications
fvm,r P — riro of Fnn Cnllinc 1
The two proposed accesses are existing 24' wide driveways. The north access is currently used for a hotel
and the south access goes to commercial strip businesses. The accesses will become joint accesses for the
proposed development and the existing neighboring uses. See photos below left.
Existing North Access
Boardwalk at Mason Looking East
Existing South Access
Existing Motor Vehicle Traffic
Recent PM peak hour turning movement counts were completed at the intersection of Mason and Boardwalk
as well as at the two existing access locations to be used by the proposed development. The counts were
completed in 15-minute intervals for a total of two hours. The peak four consecutive intervals are used in the
analysis. The counts are shown in Figure 1. Raw traffic counts are provided in Appendix C.
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SEAR -BROWN
Gunh Commercial Plam
Lots 3. a
' INTRODUCTION
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This transportation impact study addresses the potential impacts of an in -fill development entitled Garth
Commercial Plaza, Lots 3 and 4. The development is in Fort Collins along the west side of Mason Street,
South of Boardwalk. The proposed use is a 13,040 SF paint/hardware store which will utilize two existing
accesses currently used for neighboring businesses. A scoping meeting was held with City of Fort Collins
Traffic Engineer Eric Bracke on January 16, 2003 and it was determined that an intermediate TIS was
required. The worksheet from this meeting is included in Appendix A. A phone conversation with
Transportation Planner Tom Reiff identified any further areas of concern for pedestrian, bicycle and transit
traffic. The site plan is included in Appendix B.
This analysis addresses the immediate time
frame, and a short range 5-year horizon.
Per the scooping meeting, only the
weekday PM peak hour will be analyzed.
The vehicular study area includes the two
existing access points (to be shared by
neighboring businesses), and the
intersection of Boardwalk and Mason.
Pedestrian, Bike and Transit availability
analysis will include a'A mile study area,
which is shown within the blue circle at
right.
Determining the effects of the proposed
development on the transportation system
was accomplished by collecting existing
traffic data and first measuring the
performance of the existing street network
without the development. Then
determining the trip generation,
distribution, and trip assignment for the
proposed development. Next projecting
the existing traffic data to the short-range
horizon year of 2008. Finally measuring
the performance of the street network in the
short range with and without the
development in place.
Vicinity and Study Area
(source - City of Fort Collins)
EXISTING CONDITIONS
Land Use
The location of the proposed development is shown in the vicinity photo above. This is in south-central Fort
Collins, southwest of the corner of Horsetooth and College. The existing land use is a vacant lot, zoned for a
commercial development. Surrounding land uses are generally commercial, with an existing hotel directly
north of the lots, and a series of small businesses directly south of the lots. The College Avenue corridor to
allif SEAR -BROWN
I The Garth Commercial Plaza, Lots 3 & 4
Traffic Impact Study
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I SB Project No. 1016-001
Fort Collins, Colorado
' February 7, 2003
Prepared per:
City of Fort Collins
Larimer County Urban Area Streets
Standards, Reenacted Oct. 1, 2002
Guidelines for Traffic Impact Studies
Unagi�� t ■ DONE.
SEAR BROWN 209 South Meldrum, Fort Collins, C.O.80521 / 970.482.5922 / www.searbrown.com