HomeMy WebLinkAboutCENTERPOINT PLAZA REPLAT - PDP - 35-01C - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYIV. CONCLUSIONS
' This study assessed the impacts of the Centerpoint Plaza on the
short range (2009) .street system in the vicinity of the proposed
development. As a result of this analysis, the following is concluded:
' - The development of the Centerpoint Plaza is feasible from a
traffic engineering standpoint. At full development, the
Centerpoint Plaza will generate approximately 530 daily vehicle
' trip ends, 74 morning peak hour vehicle trip ends, and 72
afternoon peak hour vehicle trip ends.
- Current operation at the key intersections is acceptable with
existing controls and geometry.
' - In the short range (2009) future, given development of the
Centerpoint Plaza and an increase in background traffic, the key
intersections are shown to operate acceptably.
' - Short range (2009) geometry is shown in Figure 8. It is the
existing geometry.
' - There are sidewalks in the area.. Acceptable pedestrian level of
service can be achieved. There are bike lanes on Timberline Road.
This area is not served by Transfort.
20
commercial area in the northeast quadrant of the Timberline/Prospect
intersection. This site is in an area type termed "other."
Acceptable pedestrian level of service can be achieved for all
pedestrian destinations. The Pedestrian LOS Worksheet is provided in
Appendix E. The minimum level of service for "other" is C for all
categories.
Bicycle Level of Service
Based upon Fort Collins bicycle .LOS criteria, there is one
bicycle destinations within 1320 feet of the proposed Centerpoint
Plaza site. There are bicycle facilities adjacent to (Timberline
Road) this site.
Transit Level of Service
This area is not served by Transfort.
19
' SHORT RANGE (2009) GEOMETRY Figure 9
' 18
TABLE 4
Short Range (2009) Total Peak Hour Operation
Inbersectton ...
Movement
Level of'Service
AMPM
Timberline/Midpoint
(stop sign)
WB RT
C
C
Timberline/Prospect
(signal)
EB LT
D
D
EB T
E
D
EB RT
C
D
EB APPROACH
E
D
WB LT
C
D
WBT
C
C
WB RT
B
B
WB APPROACH
C
C
NB LT
D
E
NB T
C
C
NB RT
C
C
NB APPROACH
C
D
SB LT
D
D
SB T/RT
C
D
SB APPROACH
D
D
OVERALL
D
D
Prospect/Specht Pvsv-r
(stop sign)
WB LT
B
B
NB LT/RT
C
C
Prospect/Prospect Parkway
(signal)
EB LT
A
A
EB T/RT
A
A
EB APPROACH
A
A
WB LT
A
A
WBT
A
B
WB RT
A
A
WB APPROACH
A
B
NB LT
D
E
NB T/RT
C
C
NB APPROACH
D
E
SB LT
C
C
SB T/RT
C
C
SB APPROACH
C
C
OVERALL
A
B
17
TABLE 3
Short Range (2009) Background Peak Hour Operation
Intersection
Movement .
Level of Service
AM
PM
Timberline/Midpoint
(stop sign)
WB RT
C
B
Timberline/Prospect
(signal)
EB LT
D
D
EB T
E
D
EB RT
C
D
EB APPROACH
E
D
WB LT
C
D
WBT
C
C
WB RT
B
B
WB APPROACH
C
C
NB LT
D
E
NB T
C
C
NB RT
C
C
NB APPROACH
C
D
SB LT
D
D
SB T/RT
C
D
SB APPROACH
D
D
OVERALL
D
D
Prospect/Specht PoSA. r
(stop sign)
WB LT
B
B
NB LT/RT
C
C
Prospect/Prospect Parkway
(signal)
EB LT
A
A
EB T/RT
A
A
EB APPROACH
A
A
WB LT
A
A
WBT
A
B
WB RT
A
A
WB APPROACH
A
B
NB LT
D
E
NB T/RT
C
C
NB APPROACH
D
E
SB LT
C
C
SB T/RT
C
C
SB APPROACH
C
C
OVERALL
A
B
16
00
rn36/84
635l768
1 257/496
97/117 1 f
775/721 —�► I I
294/545 a v
n N M
Ul V N
co
rn
1D
1 "0/153
o IT
m OD
rn
ao co
m co
877/1262
ect Road /— 16/7
918/860 —►
187/64
N M
_C
O
a.
U
W
a
m
Midpoint Drive
SHORT RANGE (2009) TOTAL
PEAK HOUR TRAFFIC
rm
0
N
O c0) cl)i 31 /6
fO f— 725/879
85/31
114/29 r
7481833 —
86/29
--w-- AM/PM
) f r
o to r
N M 00
N N
cu
L
cu
a
U
(D
d
y
O
^L
LL
Figure 8
15
SITE GENERATED
PEAK HOUR TRAFFIC Figure 7
14 .
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 7 shows the
site generated peak hour traffic assignment of the Centerpoint Plaza
site. Figure 8 shows the short range (2009) total. (site plus
background) peak hour traffic at the key intersections with the
development of the Centerpoint Plaza.
Signal Warrants
Signal Warrants were not analyzed in this TIS. The
Timberline/Prospect and Prospect/Prospect Parkway intersections are
signalized. The Timberline/Midpoint and Prospect/Specht Point
intersection will not be signalized.
Operation Analysis
Capacity analyses were performed at the key intersections. The
operations analyses were conducted for the short range analysis
reflecting a year 2009. Given the recent improvement to Timberline Road
and Prospect Road, it is not likely that any of the key intersections
would be considered for roundabout control.
Using the traffic volumes shown in Figure 6, the key intersections
' operate in the short range (2009) background condition as indicated in
Table 3. Calculation forms for these analyses are provided in Appendix
C. All the key intersections will operate acceptably.
Using the traffic volumes shown in Figure 8, the key intersections
operate in the short range (2009) 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.
Geometry
Figure 9 shows a schematic of the short range (2009) geometry.
This is the current geometry.
Pedestrian Level of Service
Appendix F shows a map of the area that is within 1320 feet of
the proposed Centerpoint Plaza site. There will be four pedestrian
destinations within 1320 feet of the Centerpoint Plaza site. These
are: 1) the commercial area to the east of the site, 2) the Spring
Creek Trail to the north of the site, 3) the commercial area .in the
northwest quadrant of the Timberline/Prospect intersection, and 4) the
13
co
0)ztU)
qw rn 36/84
/
rj 25454/47272ji
97/117 1 (�
749/716
294/545
v v
LO
rn
v
5
rn
1D
1 54/117
o m
m r�1
rn
ao v
co ch
--w-- 875/1248
ect Road /—12/6
911 /853 —�
161/59tz
—y
co '-
23,
M
in co
Midpoint Drive
SHORT RANGE (2009) BACKGROUND
PEAK HOUR TRAFFIC
N
cq 31/6
T tO � 721/878
i I �--- 82/31
114/29
747/827 —�
co u� n
80/28 N M . v
AM/PM
Figure 6
12
TRIP DISTRIBUTION Figure 5
SITE PLAN
N
SCALE 1 "=60'
no
Figure 4
io
III. PROPOSED DEVELOPMENT
The Centerpoint Plaza is located in the southeast quadrant of the
Timberline/Midpoint intersection in Fort Collins. Figure 4 shows a
site plan of the Centerpoint Plaza. The short range analysis (year
2009) includes development of the Centerpoint.Plaza and an appropriate
increase in background traffic due to normal growth and other
potential developments in the area. Since this is an intermediate
transportation impact study, the long range analysis is not required.
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. Table 2 shows the
expected trip generation on a daily and peak hour basis. A trip is
defined as a one-way vehicle movement from origin to destination. The
trip generation of the Centerpoint Plaza resulted in 530 daily trip
ends, 74 morning peak hour trip ends, and 72 afternoon peak hour trip
ends.
TABLE 2
Daily and Peak Hour Trip Generation
_'.'. ipi✓ F
x'f� }Cii Y''N
Yu i .y'i
3 uR
6 i
4 't
GPM Pdak Hour
Use` xr
^� Stze(�AMTeaW
01,r �.
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1 s i 1 #"4f
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Rete�
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(ti, Jn rtaes V, .YI:
710
General Office
48.0 KSF
11.01 530
1.36 65 0.19
9
0.25
12 1.24 60
Trip Distribution
Trip distribution for the Centerpoint Plaza was estimated using
existing traffic counts, 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 was discussed and agreed to in the scoping meeting.
Background Traffic Projections
' Figure 6 shows the short range (2009) background traffic
projections. Background traffic projections for the short range
future horizon were obtained by reviewing other TIS and the NFRRTP.
9
better. At signalized intersections, acceptable operation of any leg
and any movement is level of service E. At unsignalized
intersections, acceptable operation is defined as level of service E
or better. 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
There are sidewalks along Timberline Road, Prospect Road,
Midpoint Drive, Specht Point Road, and Prospect Parkway in this area.
This site is within 1320 feet of existing commercial/retail uses and
office uses.
Bicycle Facilities
There are designated bicycle facilities along Timberline Road.
Transit Facilities
This area is currently not served by Transfort.
8
TABLE 1
Current Peak Hour Operation
Intersection
Movement
Level of Service.
AM
PM
Timberline/Midpoint
(stop sign)
WB RT
C
B
Timberline/Prospect
(signal)
EB LT
D
D
EB T
E
C
EB RT
C
D
EB APPROACH
D
D
WB LT
C
D
WBT
C
C
WB RT
B
B
WB APPROACH
C
C
NB LT
D
E
NB T
C
C
NB RT
C
C
NB APPROACH
C
D
SB LT
D
D
SB T/RT
C
D
SB APPROACH
C
D
OVERALL
C
D
Prospect/Specht Por�v-r
(stop sign)
WB LT
B
B
NB LT/RT
C
C
Prospect/Prospect Parkway
(signal)
EB LT
A
A
EB T/RT
A
A
EB APPROACH
A
A
WB LT
A
A
WBT
A
B
WB RT
A.
A
WB APPROACH
A
B
NB LT
D
E
NB T/RT
C
C
NB APPROACH
D
E
SB LT
C
C
SB T/RT
C
C
SB APPROACH
C
C
OVERALL
A
B
r
W
N 1-t O
O) N � l
3an9
°O M ao — 599/724
239/445
91/110 t
706/675 h
277/514 v v
n r-- o
M M N
to M N
0
v
v
CD
�54/117
I
o rn
r� r-
co
ao v
rn cr)
0
822/1172
ect Road /— 12/6
850/801 —►
161/59 —y
m
0 0
LO M
Midpoint Drive
N
v,mM �31/6
`D 668/802
f + 82/31
114/29 --14f 1 t r
686/775 LO r�
80/28 . N V'
N
LO
-aAM/PM
BALANCED RECENT PEAK HOUR TRAFFIC
6
cu
f9
a
w
U
N
Q-
N
O
a
Figure 3
cc
CV O
CD � 34/83
°° °° °D -� 589/760
f 1 235/467
91/110
694/677 m W LO
298/508 v v
4 N W
C
Ln M N
O
N
v
56/120
Road
Midpoint Drive
LO
CD M co
116/29
699/773 —�
81 /28
-- AM/PM
A&
31 /6
679n60
-/-- 82/31
u') rn
co i,) a`o
N N
RECENT PEAK HOUR TRAFFIC Figure 2
5
' eastbound and westbound left -turn lane, two through lanes in each
direction, and a westbound right -turn lane. The Prospect/Specht Point
' intersection is stop sign control. The Prospect/Prospect Parkway
intersection has signal control. The existing speed limit in this
area of Prospect Road is 40 mph.
' Specht Point Road is to the east of the Centerpoint Plaza site.
It is classified as a local street according to the Fort Collins
Master Street plan. Specht Point Road only has a south approach leg
' at the Prospect/Specht Point intersection. Currently, Specht Point
Road has a two-lane cross section. At the Prospect/Specht Point
intersection, Specht Point Road has all movements in a single approach
' lane. The existing speed limit in this area of Specht Point Road is
25 mph.
' Prospect Parkway is to the east of the Centerpoint Plaza site.
It is classified as a two-lane collector according to the Fort Collins
Master Street plan. Currently, Prospect Parkway has a two-lane cross
' section. At the Prospect/Prospect Parkway intersection, Prospect
Parkway a northbound and southbound left -turn lane and a through lane
in each direction. The existing speed limit in this area of Prospect
Road is 25 mph.
Existing Traffic
Recent peak hour traffic counts at the key existing intersections
are shown in Figure 2. The traffic data for the Timberline/Midpoint
intersection was collected in April 2007. The traffic data for the
Timberline/Prospect and Prospect/Prospect Parkway intersections was
collected by the City of Fort Collins in November 2006. Raw traffic
counts are provided in Appendix A. Since the counts were done on
different days, these counts were averaged and balanced between the
key intersections in the area. The balanced recent peak hour traffic
is shown in Figure 3. The traffic at the Prospect/Specht Point
intersection was synthesized from available counts. This was deemed
to be appropriate, since there was little development since those
counts were obtained.
Existing 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.
Due to the coordination with other signalized intersections in the area
the City of Fort. Collins signal timing was used. The Centerpoint Plaza
site is in an "employment district," which is an area termed as "other."
In areas termed as "other," acceptable overall operation at signalized
intersections during the peak hours is defined as level of service D or
N
Prospect Road
m
a
t a
Q W
(D a
to
O
a
Midpoint Drive
-a
m
Of
Centerpoint Plaza
m
E
SGALL: 9' = I UUU
SITE LOCATION Figure 1
3
II. EXISTING CONDITIONS
The location of the Centerpoint 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 are primarily office and commercial uses.
There are commercial uses to the north, south, east, and west of the
site. The center of Fort Collins lies to the southwest of the proposed
Centerpoint Plaza.
Roads
The primary streets near the Centerpoint Plaza site are Timberline
' Road, Prospect Road, Midpoint Drive, Specht Point Road, and Prospect
Parkway. The following descriptions are based upon a site visit and
review of the Fort Collins Master Street Plan.
' Timberline Road is to the west of (adjacent to) the Centerpoint
Plaza site. It is classified as a six -lane arterial according to the
Fort Collins Master Street Plan. Currently, Timberline Road has a four -
lane cross section in this area. At the Timberline/Midpoint
intersection, Timberline Road has two through lanes in each direction
and a northbound right -turn lane. At the Timberline/Prospect
intersection Timberline Road has dual northbound and southbound left -
turn lanes, two through lanes in each direction, and a northbound right -
turn lane. The Timberline/Midpoint intersection is stop sign control
' and is right-in/right-out for Midpoint Drive. The Timberline/Prospect
intersection has signal control. The existing speed limit in this area
of Timberline Road is 45 mph.
Midpoint Drive is to the north of (adjacent to) the Centerpoint
Plaza site. It is classified as a two-lane collector according to the
Fort Collins Master Street plan. Midpoint Drive only has an east
approach leg at. the Timberline/Midpoint intersection. Currently,
Midpoint Drive has a two-lane cross section. At the Timberline/Midpoint
intersection, Midpoint Drive is right-in/right-out only. The existing
speed limit in this area of Midpoint Drive is 25 mph.
Prospect Road is to the north of the Centerpoint Plaza site. It
is classified as a four -lane arterial according to the Fort Collins
Master Street plan. Currently, Prospect Road has a four -lane cross
section. At the Timberline/Prospect intersection, Prospect Road has
an eastbound left -turn lane, dual westbound left -turn lanes, two
through lanes in each direction, and an eastbound and westbound right -
turn lane. At the Prospect/Specht Point intersection, Prospect Road
has a two-way left -turn lane and two through lanes in each direction.
At the Prospect/Prospect Parkway intersection, Prospect Road has an
2
I. INTRODUCTION
' This intermediate transportation impact study (TIS) addresses the
capacity, geometric, and control requirements at and near the proposed
Centerpoint Plaza. The proposed Centerpoint Plaza site is located in
' the southeast quadrant of the Timberline/Midpoint intersection in Fort
Collins, Colorado.
During the course of the analysis, numerous contacts were made
with the project client (Kevin Frazier), project planner (Vignette
Studios) and the Fort Collins Traffic Engineering 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
RecentPeakHour Traffic ....................
6
4.
Site
Plan ............... .............. :...............
10
5.
Trip
Distribution ....................................
11
6.
Short
Range (2009) Background Peak Hour Traffic ......
12
7.
Site
Generated Peak Hour Traffic .....................
14
8.
Short
Range (2009).Total Peak Hour Traffic ...........
15
9.
Short
Range (2009) Geometry ..........................
18
APPENDIX
A Base Assumptions Form/Peak Hour Traffic Counts/Bank Trip
Generation Memorandum
B Current Peak Hour Operation/Level of Service Descriptions/Fort
Collins Motor Vehicle LOS Standards
C Short Range Background Traffic operation
D Short Range Total Traffic Operation
E Pedestrian/Bicycle 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 .......................
9
Trip Assignment ......................................
13
Signal Warrants ......................................
13
Operation Analysis ...................................
13
Geometry .............................................
13
Pedestrian Level of Service ..........................
19
Bicycle Level of Service .............................
19
Transit Level of Service .............................
19
IV.
Conclusions ..........................................
20
LIST OF TABLES
Table
Page
1.
Current Peak Hour
Operation ..........................
7
2.
Trip Generation .......................................
9
3.
Short Range (2009)
Background Peak Hour Operation ....
16
4.
Short Range (2009)
Total Peak Hour Operation .........
17
CENTERPOINT PLAZA
TRANSPORTATION IMPACT STUDY
FORT COLLINS, COLORADO
MAY 2007
Prepared for:
Midpoint and Timberline, LLC
2121 Midpoint Drive, Suite 302
Fort Collins, CO 80525
Prepared by:
DELICH ASSOCIATES
2272 Glen Haven Drive
Loveland, CO 80538
Phone: 970-669-2061
FAX: 970-669-5034