HomeMy WebLinkAboutELIZABETH STREET APARTMENTS - PDP - 19-99A - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYI
Balloffet and Associates, Inc.
' transit levels of service were determined to fall within the City's standards. There are existing
on -street bicycle facilities that provide adequate connection to other major on -street and off-
street facilities that are located within the study area. As a result, the bicycle levels of service
' were also found to be acceptable by City standards.
' The conditions described above were found to be the same for both access alternatives. The
first access alternative, with right -in only and right -out only accesses, will provide the safest
alternative with only minimal impacts to the neighborhoods located north of the complex.
' However, the second alternative would be expected to operate safely due to low traffic
volumes. Also, because an older population will most likely be attracted to this complex, it is
reasonable to assume (although not substantiated by this study) that the peak hour volumes
that were projected in this study could be lower since older, retired drivers tend to avoid driving
during the peak hour.
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Elizabeth Street Housing Investors, LP — Apartment Complex Traffic Study
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12 percent, respectively. More than 80 percent of the accidents that occurred along Elizabeth
occurred east of City Park. In summary, the locations within the study area that experienced
the highest number of accidents and the highest accident rates are located between and
including the City Park intersection and the Shields intersection. This can likely be attributed to
the high number of access points along Elizabeth, the high level of traffic using these access
points, and the high level of turning movement activity at each intersection. Higher levels of
turning movement activity often result in higher accident frequency and this seems to be the
case along Elizabeth. One of the objectives of the Campus West Sub -Area Plan is to improve the
access safety along this segment of Elizabeth Street. Based on conversations with city staff,
adoption of a preferred alternative is anticipated later this year.
The segment of Elizabeth, west of City Park, where the proposed apartment complex
development is located, has experienced fewer accidents and lower than average accident
rates, as shown in Table 8. Therefore, with respect to this stretch of Elizabeth Street, it is not
anticipated that the development of the apartment complex would have an adverse effect on
safety. From a traffic operations standpoint, the proposed right -in only and right -out only
access scenario provides the safest alternative. However, with anticipated low outbound
volumes, it is anticipated that allowing left turns out from the site onto eastbound Elizabeth
would not result in a significant increase in accidents. With respect to safety along Elizabeth,
east of City Park, it is anticipated that the development of the complex would have a minimal
impact. Of the projected 430 daily trips generated by the site, approximately 320 would use
Elizabeth, east of City Park. With current counts showing nearly 11,000 ADT, as shown in Figure
3, the proposed development would increase traffic along Elizabeth by less than 3 percent.
Therefore, it is anticipated that the safety of Elizabeth would not be compromised.
CONCLUSIONS
This traffic analysis has shown that the signalized intersections within the study area should
operate at the same levels of service with or without the development. The Shields and
Elizabeth intersection is anticipated to operate at unacceptable PM peak hour LOS by 2020 and
likely sooner. In the 2005 and 2020 time frames, certain left turn movements are expected to
exceed the capacity of the respective left turn lanes. Also, the Elizabeth and City Park
intersection will require left -turn protected phasing by 2020 in order to operate at acceptable
LOS in the PM peak hour.
To maintain continuity in the system, the existing detached sidewalk should remain in place.
The existing deficiencies in the pedestrian facility system are located primarily east of City Park
Avenue. The Campus West Sub -Area Plan will address these deficiencies, and it is anticipated
that pedestrian levels of service between the site and Campus West and CSU will improve as a
result. With the exception of the pedestrian facility conditions east of City Park, pedestrian
levels of service were determined to meet or exceed the City's standards. Bus transit stops are
located within a short walking distance for the transit user who wishes to go east or west, and
Elizabeth Street Housing Investors, LP — Apartment Complex Traffic Study 20
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between the site and Campus West, and Elizabeth has on -street bicycle lanes, so this route
scenario meets the requirement. Finally, the connection between the site and CSU holds many
of the same characteristics as the site to Campus West connection. In addition to the Elizabeth
Street connection, there is the Shields connection, between Elizabeth and North Drive, and then
along North from Shields into the heart of the campus. With on -street bicycle lanes along
Elizabeth to Shields, then on Shields to North and along North into the campus, the LOS C is
easily met.
TRAFFIC ACCIDENTS
The City of Fort Collins provided accident data for the three-year period from 1997 through
1999. This data for the study area included Elizabeth Street from Shields Street to Constitution
Avenue and is summarized in Table 8. The accident data presented in the table is shown in two
different categories, including intersections and mid -block locations. The intersections are those
signalized intersections that are within the study area, including Elizabeth and Constitution,
Elizabeth and City Park, and Shields and Elizabeth. The mid -block locations include the roadway
sections between the intersections. More detailed information is contained in Appendix G.
TABLE 8 — Three -Year Accident Data
1997
1998
1999
Location
Number
Rate
Number
Rate
Number7
Rate
Intersections
Shields & Elizabeth
23
1.26
40
2.20
25
1.37
Elizabeth & City Park
15
1.56
7
0.73
12
1.25
Elizabeth & Constitution
1
0.13
4
0.51
8
1.03
Citywide average '
1.11
Mid -Block
30
2.57
27
2.31
40
3.43
East of City Park
25
25
30
--
West of City Park
5
2
10
This averaye was wi �iyiianecu ii mcinc�Lui15
The accident data is also presented in two different measurements, the total number of
accidents per year and the accident rates per year, at each specified location. The total number
of accidents is the total number of all types of accidents that were reported at each location.
Accident rates are calculated by an accident rate formula that, essentially, compares the total
number of accidents with the average daily traffic volumes.
The City of Fort Collins compiled 1999 average accident rates for signalized intersections. These
average rates were used for comparison to roadway conditions within the study area. As can be
seen in the table, the accident rates at Shields and Elizabeth and at Elizabeth and City Park
were higher than the 1999 citywide average rate for signalized intersections by 23 percent and
Elizabeth Street Housing Investors, LP — Apartment Complex Traffic Study 19
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functional and there is adequate lighting, but sidewalk width is inconsistent and there is not a
separate, landscaped parkway. All scenarios, though, meet the minimum LOS C.
' The fifth standard is "security" and has a minimum acceptable LOS B. All three route scenarios
were found to meet the LOS B. The route to Rams Village has good lighting and sight lines, but
there is little police presence and few overlooking buildings to provide a more secure feeling to
pedestrians. The same holds true for the other two routes, although there tends to be more
police presence and more overlooking buildings but lesser degree of comfort with the presence
and location of the sidewalk.
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A summary of the LOS for each standard can be found in Table 6. Each standard's minimum
LOS was met, with the exception of the continuity along the route scenarios between the site
and Campus West and the site and CSU. This exception in acceptable levels of service is due to
the condition of pedestrian facilities along Elizabeth Street, east of City Park Avenue. Since it is
the intention of the sub -area plan to improve the pedestrian facilities along this segment of
Elizabeth, the continuity LOS C from the site to Campus West and CSU should not be seen as
fatal flaw to this development.
Bicycle Facilities
As with pedestrian LOS determination, bicycle levels of service are determined with a more
qualitative, rather than quantitative, approach. There were two requirements that must be met
by the time the project is completed and there was one standard, connectivity, that was
evaluated for bicycle levels of service. The two requirements were as follows:
• The project must be directly connected to the greater Fort Collins bicycle grid at no less
than LOS C as defined in the City Master Plan document, and
• The project must be directly connected to all priority destinations located within a
quarter mile of the project boundaries (as shown in Figure 10).
The City's Master Plan documents the method to determine bicycle LOS. The proposed
apartment complex site is located in the "base citywide minimum level" category, as shown in
the Bicycle LOS matrix. A copy of this matrix is provided in Appendix F. This "base" category
defines the minimum acceptable LOS as LOS C, which is further defined as connectivity that has
direct connection to a north -south or east -west corridor containing a set of on -street bicycle
lanes. Since on -street bicycle lanes exist along Elizabeth, the minimum LOS C is met for this
project.
The priority destinations, referenced in the second requirement, include Rams Village, Campus
West, and CSU. The roadway connections between the site and Rams Village include Elizabeth
and Constitution Avenue. Both streets have on -street bicycle lanes between these two locations,
so this route scenario meets that requirement. Elizabeth is the only roadway connection
Elizabeth Street Housing Investors, LP — Apartment Complex Traffic Study 18
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The LOS for "directness" was determined primarily by qualitative analysis, although there is one
quantitative measure. The minimum LOS is LOS B, which is defined as having direct
connectivity with clear connections to transit and streets. LOS B is also defined with an A/M
ratio of 1.2 to 1.4. The A/M ratio is the Actual -to -Minimum walking distance from the site to
each destination area. The actual distance is the sidewalk or pathway distance and the
minimum distance is the walking distance along each street between the site and each
destination area. Since sidewalks exist along each street segment between the site and each
destination area, the A/M ratio for each scenario was 1.0. As a result of these conditions, each
scenario was found to operate at LOS A.
The LOS for "continuity" was determined with only qualitative analysis. The minimum LOS B is
defined as having continuous stretches of sidewalk that are physically separated by a
landscaped parkway. For the scenario between the site and Rams Village, the LOS was found to
meet the minimum acceptable LOS B. For the scenarios between the site and Campus West and
CSU, it was determined that the pedestrian facility continuity would be LOS C. These two
scenarios fall below the minimum standard due to the variable widths of the sidewalk between
these sites and the inconsistent maintenance of a landscaped parkway between the sidewalk
and the street. These conditions occur east of City Park, all the way to Shields Street. As
mentioned earlier, it is the intention of the Campus West Sub -Area Plan to provide
improvements to these sidewalks.
The third standard that was evaluated was the "street crossings" standard, which included four
different "sub -standards," such as signalized intersections, unsignalized intersections (major
street and minor street), and mid -block crossings. The minimum LOS B is better defined
specifically within each sub -standard but, generally speaking, LOS B is met when pedestrians
are crossing streets that are not wider than five lanes and have clear pedestrian crossing
amenities. The route scenario between the site and Rams Village was found to operate at LOS A
for all four sub -standards, since there aren't any streets that pedestrians would have to cross.
For the other two route scenarios, minimum LOS B was met, with LOS B for signalized
intersections and LOS A for the other three sub -standards. For the route scenario between the
site and Campus West, pedestrians must cross Elizabeth and five lanes of traffic and then City
Park and three lanes of traffic. The situation is similar for the route scenario between the site
and CSU, with pedestrians crossing three lanes of City Park traffic and then the five lanes of
Shields Street. Since there are not any unsignalized crossings or mid -block crossings along
these route scenarios, LOS A was met for these sub -standards.
The fourth standard describes the "visual interest and amenities" and requires a minimum LOS
C. The LOS C defines the pedestrian facility as functionally operational with less importance
given to aesthetics and amenities, such as fountains and benches. The site to Rams Village
route scenario was evaluated at LOS B due to the separated, landscaped parkway that exists
between the sidewalk and the street. LOS C defines the level of service along the other two
route scenarios. Between the site and Campus West and CSU, there are sidewalks that are
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defined as a transit corridor.
Based on this corridor __ - - - St
- -
designation, the minimum cr 0�`
acceptable LOS for each _ OGye St
standard is LOS B, with the 'Vulberry St
exception of "visual interest -5 Site used
and amenities," which has a o 1-- Ck W Laurel St
minimum LOS of LOS C. S m 17.1
Table 7 summarizes the 0
J3 N L
results of these analyses and a c� south �',
Figure 6 found in Appendix i Study Area
9 i PP Limits � I• �'> >PJ Pitl�tR St
F, shows more detail of the W LakoSt $Prltt{]fli+4d -
analyses and outlines the - - - pr,pect
minimum, actual, and -- l�
proposed LOS for each - -_ __- __ —
standard.
LEGEND:
Pedestrian Facilities
Existing Sidewalk FIGURE 11
Proposed Sidewalk Bicycle FdCilitie5 Alternative Modes - Bicycle
— on -Street bicycle lanes and Pedestrian Facilities
Designated bicycle rates
TABLE 7 - Pedestrian Levels of Service Summary
Levels of Service
Destination & Standard
Directness
Continuity
Street
Crossings
Visual
Interest &
Amenities
Security
Rams Village
minimum
B
B
B
C
B
actual
A
B
A
B
B
Colorado State University
minimum
B
B
B
C
B
actual
A
C
Ar B
C
B
Campus West Shopping Center
minimum
B
B
B
C
B
actual
A
C
Ar B
C
B
The actual and proposed LOS for each standard were determined for each "site to destination
area" scenario and were based on the Pedestrian Level of Service matrix contained within the
City's Master Plan. A copy of this matrix is provided in Appendix F. As can be seen in the matrix,
much of the evaluations are qualitative, although there are a few quantitative analyses.
Elizabeth Street Housing Investors, LP — Apartment Complex Traffic Study 16
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calculated, at the peak time of day, by dividing the number of passengers on board by the
number of available seats. These definitions were taken from the 1997 City of Fort Collins
Transportation Master Plan, page 7 of Section A.1. The results of each analysis are shown in
Table 6.
TABLE 6 - Transit Service Level
Service Level Criteria
Standard
Actual
Standard Met?
Hours of Weekday Service
18 hours
34.5
Yes
Frequency of Weekday Service
15 minutes
8.5
Yes
Travel Time Factor
2.0 X
1.44 — 1.99
Yes
Peak Load Factor
< 1.2
>1.2
No
Level of Service 4
B
Inc.
Since there are three routes that serve the area, the travel time factor range for each route is
shown in the table and the "worst case" was used as the basis for meeting or not meeting the
standard. The calculations for each route are shown in Appendix F. Conversations with
Transfort staff concluded that peak load factors for the routes going to and from CSU often
exceed 1.2. Their observations have found that a bus with seating for 36 tends to carry almost
60 passengers. These figures cause the peak load factors to easily exceed the maximum
standard. The standards that were used for this study were taken from the "Mixed Use Centers
and Commercial Corridors" column of Figure 1, in Appendix F. That same figure also describes
LOS ratings for this corridor type. With three of the four criteria being met, the LOS for transit
service within the study area is LOS B, which meets the City's minimum LOS standard.
Pedestrian Facilities
Pedestrian levels of service are determined through a more qualitative analysis than for the
transit LOS. There were five LOS standards that were evaluated, including
• Directness,
• Continuity,
• Street crossings,
• Visual interest and amenities, and
• Security.
The City of Fort Collins Master Plan outlines the methods that provide guidance in determining
LOS for existing and proposed pedestrian facilities, and these methods differ based on corridor
type and land use type. The existing pedestrian facilities can be found on Figure 11.
' The different corridor and land use types dictate the minimum acceptable LOS for each
standard. The proposed apartment site is located along West Elizabeth Street, and Elizabeth is
Elizabeth Street Housing Investors, LP — Apartment complex Traffic Study 15
alternative. At the time of
'
this traffic study, the sub-
area plan had progressed
from a long list of
alternatives to a couple of
final alternatives. It is
'
anticipated that the
preferred alternative could
be selected later this year.
Regardless of the alternative
that is ultimately selected,
pedestrian facility
'
improvements will be part of
the preferred alternative and
improvements to the bicycle
facilities are likely to part of
it as well.
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EGEND.
_ Transfort Transit service Routes
(within study area limits)
FIGURE 10
Alternative Modes - Study
Area Limits & Transit Service
'
Public Bus Transit
The Public Transit level of service determination was made with respect to Figure 1 of the 1997
City of Fort Collins Transportation Master Plan. A copy of this figure is provided in Appendix F.
The four criteria that were used for the evaluation of public transit service along Elizabeth are
'
as follows:
Hours of weekday service,
• Weekday frequency of service,
Travel time factor, and
'
• Peak load factor.
The City of Fort Collins operates fixed route bus transit service known as Transfort. Roadway
'
segments that are covered by Transfort routes passing through the study area are shown in
Figure 10. There are three routes that pass through this study area, including Routes 2 (Gold
Route), 3 (Green Route), and 11 (Teal Route). The hours of weekday service criterion is defined
'
as the total number of weekday hours of service, measured from the first scheduled stop to the
last. The service frequency is defined as the peak period headway, or the time between bus
arrivals at each bus stop. The travel time factor is defined as portal-to-portal bus travel time
'
divided by auto travel time. These times include walk, transfer, wait, parking, and actual travel
time. The peak load factor measures the usage and availability of these routes and is
Elizabeth Street Housing Investors, LP — Apartment Complex Traffic Study 14
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shown in the first alternative, will likely put 85 percent of this traffic onto Constitution Avenue
and Plum Street (see Figure 4a). One measure of these traffic impacts involves the City Park
Avenue and Plum Street intersection. As shown in Figure 4a, it is likely that 85 percent of the
egress traffic will pass through this intersection, which is currently controlled by a four-way
stop. Traffic counts were taken at this intersection and levels of service were calculated for the
existing condition and the future year study periods (2005 and 2020). The results of these
analyses are shown in Table 5 and the levels of service calculation sheets can be found in
Appendix E.
TABLE 5 — Levels of Service at City Park & Plum
Location
Existing
2005
2020
AM
PM
AM PM
AM
PM
City Park & Plum
A A
NA
A/A B B
A A
C C
Levels of service are snown as no-build/ou id.
As can be seen in the table, this intersection currently operates at LOS A in both peak
hours and is anticipated to operate at no worse than LOS C in 2005 and 2020. These levels of
service are within the City's minimum, acceptable requirements and represent less than 11
seconds of average delay per vehicle in 2020. This low level of vehicle delay and positive levels
of service, with and without the development of the apartment complex, demonstrate that any
detrimental traffic impacts to the existing neighborhood would be very minimal. This analysis
was not performed for the second alternative because, for this alternative, the traffic volumes
that would use Constitution and Plum would be very low and would have an even lesser impact
to the City Park and Plum intersection than the first alternative.
ALTERNATIVE MODES ANALYSES
This section of the report focuses on alternative modes and how they will interact with the
proposed development. The three alternative modes that were studied included pedestrian
travel, bicycle travel, and bus transit. The evaluation of these modes is done similar to that of
vehicular studies with defined levels of service. The criteria that go into these levels of service
are different, though, for alternative modes than they are for vehicular analysis. Later in this
report, the criteria for each mode type will be covered in their respective sections. Also, the
study area limits for the alternative mode analyses is slightly different than for vehicular
analyses. The alternative modes analyses study area is defined as a one -quarter mile radius
around the proposed site. The boundaries of the alternative modes study area are shown in
Figure 10 and are represented by the blue circle.
The City is currently developing the Campus West Sub -Area Plan (referred to in this report as
the sub -area plan), studying the viability of these alternative travel modes along Elizabeth
Street. The project team, consisting of city staff and selected consultants, is currently working
through a public process to refine a list of potential improvement alternatives to one preferred
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Levels of service were calculated for the 2020 no -build and build conditions and the results are
presented in Table 4. The results shown in this table cover the evaluation of both access
alternatives, much the same as Table 3 presented for the 2005 no -build and build conditions.
TABLE 4 - Levels of Service (2020)
Alternative
Location
AM Peak Hour
PM Peak Hour
Background
Total
Background
Total
Elizabeth Street/Constitution Avenue
A
A
B
B
Elizabeth Street/Site Egress "
A
C
Alternative 1
Elizabeth Street/CityStreet/City Park Avenue
B
B
D'
D'
Shields Street Elizabeth Street
D
D
F
F
Elizabeth Street Constitution Avenue
A
A
B
B
Elizabeth Street Site Egress
-
C
-
F
Alternative 2
Elizabeth Street/City Park Avenue
B
B
D
D'
Shields Street/Elizabeth Street
D
D
F
F
Elizabeth Street Constitution Avenue
A
A
B
B
Elizabeth Street Site Access
C
F
Alternative 3
Elizabeth Street/CityStreet/City Park Avenue
B
B
D'
D+
Shields Street/Elizabeth Street
D
D
F
F
* Protected left -turn signalization required.
^ The LOS shown for this intersection represents the egress left turn.
As can be seen in the table, the three intersections are anticipated to operate at an acceptable
LOS in both peak hours, with the exception of the Shields and Elizabeth intersection in the PM
peak hour. This intersection is anticipated to operate at LOS F in the PM peak hour, with or
without the proposed development. As discussed earlier, it is likely that two movements at this
intersection will operate at a v/c ratio that is greater than 1.00. In 2020, it is anticipated that at
least one movement of each leg of this intersection will operate at a v/c ratio greater than 1.00,
including all four through movements. Without significant changes in driving habits, it will take
significant capacity improvements, such as adding a second northbound left -turn lane and
additional northbound and southbound through lanes.
Also, in order to achieve acceptable PM peak hour operations at the Elizabeth and City Park
intersection, protected left -turn signalization will be required. The PM peak hour at the Elizabeth
and site egress or site access intersection shows LOS F in 2020 for the left turn movements in
Alternatives 2 and 3. The City of Fort Collins allows LOS F for left turn movements at an
unsignalized intersection during the peak hour. Calculation sheets for the year 2020 levels of
service can be found in Appendix D.
NEIGHBORHOOD IMPACTS
The development of the proposed apartment complex could have some impact on the existing
neighborhoods adjacent to the site. The plan to restrict egress site traffic to right turn only, as
Elizabeth Street Housing Investors, LP — Apartment Complex Traffic Study 12
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The 2020 total traffic
volumes, for the second
alternative, were calculated
with the same method and
are shown in Figure 9b.
The 2020 total traffic
volumes for the third
alternative were also
calculated with the same
method and are shown in
Figure 9c.
Balloffet and Associates, Inc.
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'^ L 20/115
/N
/ ,j �(,� •-200/1,175
I 15/45 N p
65/130 1
905/980� I r I uN, m^ L 60/155I
s/t 240/1,18q
30/130
1201180
BP/ 1,040
^: •75/145 � inmo N
Elizabeth 14,80 16,700 17;901
Street
p N O
• pmNN ""
o " rn t— 3005,
• 8 /�J I �501155
QV p I i f--65/1880 $
`^ 355/51 / a
� w 120/65 —� i r ^�
a' I N , w 460/6'�SZ ry
on vl
NNo ¢
.-I L. 225J1,330 n n �$
a 995/1,120� b
� rJ+
FIGURE 9b
�Q°D Total Traffic
100/100 AM/PM Peak HourTalflcVdumes Volumes (2020)
1,000 Average Daily Traff¢ VOlurne5
0
—
n�vNi t— 201115
/,j I L, �-200/1,17s
r + f— 15/45 p
6s/1z51
90S198s '1 i f I $ 'p_; L 60/155
s/1/
30/130
11NM N
120/180 $
8P0/1,040—
•75/145 Z N
^mom
Elizabeth
Street 14,80 16,700 170,900
_ frnlL 30/35
M
p /�j—65/I5�
g �65/1 g
N 355/575� i r-
120/65—+ ^+
4601,
2..!:225F�'�,3
30 a '^ N
//30
5/5
995/1, 120—► U
FIGURE 9c
Total Traffic
100/100 AM/PM Peak Hour Traffic Volurr S Volumes (2020)
1,000 Average Daily Traffic Volumes
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' It should be noted that the
conditions that would cause a$�
L 20/115
the v/c ratios to be greater I �1�—195/1,170
r 15/45
than 1.00 exist with or o
5s/125
' without development of the 905J980 T r I " —ate.
5/f u+I L o0l155
�o n g tf 4 �-235/1,16
project. Therefore, it should ! r 3oJ130
' not be the burden of the s : L'175/145
— '11 f s
project to alleviate thecapacity deficiencies at the Elizabeth Shields and Elizabeth 4so 5,70ov,9oo
' Street
Soo '
intersection. N o�
M L 30/35
/�,f 65/ 155
The 2020 background traffic v o I! �55/180
volumes were calculated by v iioiss�
applying the 2.5 percent per o 445/635� y
' year growth rate to the a m
existing traffic volumes over N
a twenty-year period. The FIGURE B
' EGEND'
2020 background traffic Background Traffic
100/100 AM/PM Peak Hour Traffic Volumes Volumes (2020)
volumes are shown in 1,000 Average Dairy Traffic Volumes
Figure 8.
The 2020 background
volumes were added to the
site -generated traffic
volumes to obtain 2020 total
volumes. Figure 9a shows
total volumes for the first
alternative.
0 0
n L 40/130
I .J I �, . 200/1,175
15/45
65/130 _}
905/980— 1 r I $ �_ L 60/155
� '
1/ it �240/1,180
30/130
' 115/180 t o0
' 805/1,025� II' ry
75/145 u+�o
Elizabeth ^
14,80 16,700 17,90C
StreeC "
O ry O
� O -
ry
m L 30/35 /
/ J I l� �50/155
V R I 1 D
< `p' SOS/18o0
120/65, I r/
< 64oZ 4solo
N
N
3 �I-225/1,330 0m n m
I
o
C 995/1,120—� J z
0 n
FIGURE 9a
LEGEND: Total Traffic
1001100 AM/PM Peak Hour TWr;c Volur a Volumes (2020)
1,OD0 Average Daily Traffic Volumes
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As discussed earlier, traffic operations are defined by levels of service, and the City of Fort
Collins defines a minimum, acceptable peak hour LOS for a signalized intersection as LOS E. For
both alternatives, levels of service were calculated for the 2005 no -build and build conditions
and the results are presented in Table 3.
TABLE 3 — Levels of Service (2005)
Alternative
Location
AM Peak Hour
PM Peak Hour
Background
Total
Background
Total
Elizabeth Street/Constitution Avenue
A
A
A
A
Elizabeth Street Site Egress
-
A
B
Alternative 1
Elizabeth Street/CityStreet/City Park Avenue
B
B
B
B
Shields Street Elizabeth Street
C
C
D
D
Elizabeth Street/Constitution Avenue
A
A
A
A
Elizabeth Street Site Egress
B
D
Alternative 2
Elizabeth Street/CityStreet/City Park Avenue
B
B
B
B
Shields Street/Elizabeth Street
C
C
D
D
Elizabeth Street Constitution Avenue
A
A
A
A
Elizabeth Street/Site Access
-
B
D
Alternative 3
Elizabeth Street/City Park Avenue
B
B
B
B
Shields Street Elizabeth Street
C
C
D
D
^ The LOS shown for this intersection represents the egress left turn.
As can be seen in the table, all three signalized intersections within the study area and the stop -
controlled site egress access are anticipated to operate at acceptable levels of service in both
peak hours for all alternatives. The Shields and Elizabeth intersection, however, should begin to
see a significant degradation in operations compared to existing performance, especially in the
PM peak hour. Although the intersection LOS, which is based on seconds of average delay, is an
acceptable LOS D in the PM peak hour, the northbound left -turn lane and the southbound
through lanes are expected to operate at volume -to -capacity (v/c) ratios greater than 1.00. The
v/c ratio is a factor that measures how well a lane can handle the traffic demand. A v/c ratio
that is less than 1.00 represents a lane that has enough capacity (c) to handle the traffic
demand (v). Conversely, a v/c ratio that is greater than 1.00 represents a lane that does not
have sufficient capacity to handle the traffic demand. When the v/c ratio for a given lane or
lane group exceeds 1.00, then queues at these locations become longer with each signal cycle
and significant back-ups can occur. In the case of the northbound left -turn lane exceeding a v/c
ratio of 1.00, that could result in queued left -turn traffic backing up into the northbound
through lane. In the case of the southbound through movement, this condition could result in
queued traffic backing up to the previous intersection and, potentially, blocking the right -turn
lane. In some instances, the northbound left -turn lane backs up into the through lane even
today, although not nearly as frequently as anticipated by 2005. Calculation sheets for the 2005
levels of service can be found in Appendix C.
Elizabeth Street Housing Investors, LP — Apartment Complex Traffic Study 9
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The 2005 total traffic volumes for the second alternative were calculated with the same method
and are shown in Figure 7b.
1
i 15/80
� 140/815
f— 10/35
45l90 �
6251675
5/30`� o in in
^�C
LEGEND:
100/100 AM/PM Peak Hour Traffic Volume$
1,000 Average Daily Traffic Volume
'
The 2005 total traffic
volumes for the third
alternative were also
calculated with the same
'
method and are shown in
Figure 7c.
v N L 1305
165/825
Ivv
0 851125 }
� 615/720—+ `j I r
11,500 _ pp m 12,300
DPN
N �
y N
/ .n L 20/25
I ~II+t. -35/105
00 �45/12y2y5
250/4007 } I o
85/45 —+
32014
1920
� a �
v
O yr
FIGURE 7b
Total Traffic
Volumes (2005)
T I L 15180
625/680=—'l I
5110+� o ? ry
`,moo y in
N N
8
Elizabeth 10,20
Street
A,I
.4 r L 5/30
s) L. t 155/ 20
N
5/5 J
685/770�
I.EGErvo:
100/100 AM/PM Peak Hour Traffic Voiume5
1,000 Average Daily Traffic Volumes
Elizabeth Street Housing Investors, LP — Apartment Complex Traffic Study
L /105
165/825
2�
85/125 o0
•' sono �
12,300
L 20/25 -
�35/105
g f-45/125
0
z1
0/400�
es/4s � I
320/4w $ N
N
a U
v
U �n
FIGURE 7c
Total Traffic
Volumes (2005)
:J
L 15/80
117- 5 135/810
to/}
4slas _f J
625/675—► '1 f
LEGEND:
1001100 AM/PM Peak Hour Wriic Volumes
1,000 Average Daily Traffic Valur
The 2005 total traffic
volumes for the first
alternative were calculated
by adding the site -generated
traffic volumes, shown in
Figure 5a, to the background
traffic volumes shown in
Figure 6. The results of this
calculation are shown in
Figure 7a.
s m L 401105
/.j I L. —160/800
{ + 25/
80/125
5951710---► -It r-
50/10� ^
177 N 12,300
u) �
N � N�
�� I L 20/25 -
'?' i L 35/95
/,,I (, +-140/815
1! r 10/' 5
45/90 f
625/675
5/lD o ry
`moo ti v+
N N
Balloffet and Associates, Inc.
245/395s } r I12
85/45 = I / o
305/4 0�
,m
g•m- 1n
n
Lu
N
Vf
FIGURE 6
Background Traffic
Volumes (2005)
LEGEND:
100i300 AM/PM Peak Hour Traffic Volumes
1,000 Average Daily Traffic volumes
i40/105
165/825
1! 25/90
0 801125 _j r _ � $
595/710— I �$'//
50/10 Z
N ti
_ N
_ 'oo
12,300
ti m
/•� L z0/zs
,J I L. • 35/105'
251
8-I } r $
5/45 —+ I45 o
310/4 5�
iz
Y O• cp "• V1
� n N
a a
L
V V1
FIGURE 7a
Total Traffic
Volumes (2005)
Elizabeth Street Housing Investors, LP — Apartment Complex Traffic Study 7
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' Discussions with city staff
have suggested that the third
alternative, with the full o
' movement access located on
,J I. J L. F— 0/0 �0/
the west side of the building +- 0/0 1 r 0/0
0/0
and an emergency only ion '1Tr1uoa 0/0 '1 2 25%
access located on the east
Plum
side of the building, might be street
the best from an engineering
' standpoint. Figure 5c depicts �� Sao t- /o
the trip distribution andL4/zb••
assignment resulting from i1 � ~ 0 0 oro _t
this alternative. o!o—+ 12 a
' lt� Elizabeth �rv,o 0
The area surrounding the site Street
is developed, with Rams L 0/0 L 0/0
Village East being located j + o/o y �M oro
} I a 9 v
just west and north of the °!° .� i r r 8/1
v 15 — = 18/12-. �, i t v v
u° G 0/0 o o a iJ ¢ 0/0 o 0 o in
site and the Colorado State � a a
University married housing NOM. 50%
' apartment complex being LEGEND: FIGURE 5C
located just east of the site. 10% Trip Distribution Trip Distribution
100/100 Outbound Site Generated Traffic and Assignment
Therefore, no other proposed 1001100 Inbound Site Generated Traffic
' developments were analyzed
for this study.
iFUTURE CONDITIONS
The City of Fort Collins traffic study guidelines require that future year studies be done for the
five-year time frame (2005) and the twenty-year time frame (2020). The goal of performing
these studies is to determine the traffic impacts of the proposed development. To make this
determination, analysis of the future "no -build" conditions must be compared to the future
"build" conditions. In this report, the "no -build" conditions will include background traffic and
the "build" conditions will include total traffic. Background traffic is further defined as traffic that
' would utilize the roadway network with or without the proposed development. The total traffic
is defined as the background traffic plus the site -generated traffic.
Background traffic volumes were determined by increasing the existing traffic volumes by an
assumed growth rate, which was provided by the City and was estimated at 2.5 percent per
year. The 2005 background traffic volumes were calculated by applying this growth rate to
existing traffic volumes, shown in Figure 3, over a five-year period. The results of this
calculation produced the background traffic volumes shown in Figure 6.
Elizabeth Street Housing Investors, LP — Apartment Complex Traffic Study
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1
I
oM�
Lolo
I I, f— o/
+ o/o� •.
3/1 � J
13/10--I r 10
5S'1 000
15% 24/15 -(401
Elizabeth
Balloffet and
omo �
0 o L o/0
/rj 11. 01
I i O/D)
5010 /3 .,ir i
000
0 0 0
Plum
' - Street
mo L010
.11 L. 0/0
1-0/0
0/0 :L
�
a/z� �Loo
-
00 o +=�-"'
` o 0 o L20/13 ', 0
4/20/0Da-�ir1t0/ 000v Nom.50%
LEGEND:
10% Trip Distribution FIGURE Sa
100/100 Outbound Site Generated Traffic Trip Distribution
100/1W Inbound Site Generated Traffic and Assignment
12QLL 0 Outbound and Inbound Traffic
The first access configuration
represents the primary
access alternative as
proposed by the developer.
However, since it is
anticipated that over half of
the site -generated traffic is
expected to originate from
and be destined to the east,
a second alternative was
analyzed, assuming that the
outbound access, west of the
building, would also
accommodate left turns.
Figure 5b illustrates the trip
distribution and assignment
results of this alternative.
o `lo
F 0/0
0/0 r 10%
1!s � o •+o
4/2 20/13 4L31
15% Elizabeth
T
Street
•`
a
o-o
aoo L o/o
� j L.�4/2
0/0
v
Y
A .
/off -sir
� ¢'
0/0 000 u.
NOM.
LEGEND:
10% Trip Distribution
100/100 Outbound Site Generated Traffic
100L100 Inbound Site Generated Traffic
Elizabeth Street Housing Investors, LP — Apartment Complex Traffic Study
o ;Z
1.jIt 0/
0/0
� 0/0 ,
0(0 �
0/0
0/0 o g
Inc.
25%
moa
0 o L o/o
�'J 1 L, f 0/
2/1 ^
18/12—. -, r
010 000 t`nN
I so°i°
FIGURE 5b
Trip Distribution
and Assignment
61
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1
Balloffet and
origin to a destination. It is anticipated that the apartment complex will be built by the year
2001. The anticipated trip generation for the site is shown in Table 2.
TABLE 2 — Trip Generation
Land Use & ITE Code
Daily
Trips
AM Trips
PM Trips
LIn
Out
In
Out
Apartment Complex — 220
434
1 4
24
31
15
There are three basic access
alternatives that were
proposed for this site. The
first alternative proposed a
right -in only access to the
east of the building and a
right -out only access to the
west of the building. The
second alternative suggested
the right -in only to the east �..
of the building with a right -
out and left -out access to the ----�-
west of the building. The E=LkBETH SrRELrr EDGE OPPAVEWWr
third alternative proposed that there be only one access
which be a full movement
access located to the west of
the building. The location
where the right -in only
access would be located,
according to the other two
alternatives, would either be
closed or used as an emergency access only
The site plan is shown in Figure 4.
FIGURE 4
Site Plan
Inc.
As can be seen in Table 2, it is anticipated that the development of the complex will generate
approximately 430 daily trips, with almost 30 traveling during the AM peak hour and
approximately 45 in the PM peak hour. The number of trips generated by the complex was
assigned to the roadway network based on an assumed trip distribution. Based on the site's
proximity to shopping, entertainment, and other attractions, it was estimated that 50 percent of
the site -generated traffic would be destined to and originate from the south and east, 35
percent from the north and east, and the remaining 15 percent to the west. These trip
distribution numbers are also shown graphically in Figure 5a. Figure 5a also displays the
resultant trip assignment, assuming the first access alternative which included right -in only
access to the east of the building and the right -out only access to the west of the building.
Elizabeth Street Housing Investors, LP — Apartment Complex Traffic Study
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Traffic operations are defined
by levels of service, as
outlined in the Highway
Capacity Manual (HCM) and
calculated by the associated
software (HCS). The HCM
describes levels of service
ranging from "A" to 7,"
where level of service (LOS)
A describes a free -flow
condition and LOS F
describes a congested and
unstable flow. In a mixed
land use district like the
Elizabeth Street corridor, the
City of Fort Collins defines a
minimum, acceptable peak
hour LOS for a signalized
intersection as LOS E.
11/69
118/715
1 + � 7/2s
0 39/76
N "552/597� i r
" 2/9�,o m m
M
�m
LEGEND:
100/100 AM/PM Peak Hour Traffic Volumes
1,000 Average Daily Traffic Volumrs
Balloffet and Associates, Inc.
�143/706
11 }� 18/77
S 2/1o7�
56/626-- �
44/86 82 J
10,900
O Q
t— 18/21 ;
.j L. — 28/92,
o I! _39/1110
23/1 r� m 73/4040 —�
2711388�
y \ n o n
y T ti .D
a v
v
FIGURE 3
Existing Traffic
Volumes
Levels of service were calculated for existing, peak hour conditions, assuming the roadway
network as displayed in Figure 2 and the traffic volumes shown in Figure 3. The results of those
analyses are displayed in Table 1 and the calculation sheets can be found in Appendix B.
TABLE 1— Existing Intersection Levels of Service
AM Peak
PM Peak
Location
Delay
LOS
Delay
LOS
Elizabeth Street /
7.7
A
8.1
A
Constitution Avenue
Elizabeth Street /
11.5
B
13.5
B
City Park Avenue
Shields Street /
21.4
C
44.2
D
Elizabeth Street
Delay" is the average vehicle intersection delay
TRIP GENERATION, DISTRIBUTION, AND ASSIGNMENT
The proposed development is intended for 55-year and older tenants with an average income
that is roughly 4011/o of the city's median income. However, city requirements called for using
ITE trip generation rates for an apartment complex, with the rates being taken from the ITE
Trip Generation Manual, 6`h Edition. A trip is defined as a one-way vehicle movement from an
Elizabeth Street Housing Investors, LP — Apartment Complex Traffic Study
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Balloffet and Associates, Inc.
Shields Street near the Colorado State University (CSU) campus. Between Shields and City Park
Avenue, Elizabeth provides direct access to many restaurants and retail shops. West of City
Park, Elizabeth provides access to housing developments and to more retail establishments,
including restaurants, gas stations, and a grocery store.
There are four signalized intersections along Elizabeth, between Overland Trail and Shields,
including Taft Hill Road, Constitution Avenue, City Park, and Shields. The signals at Taft Hill and
at Shields are programmed to provide good progression along those streets and, thus, have
i longer cycle lengths. The signals at Constitution and at City Park have shorter cycle lengths to
reduce vehicle delay. As a result, there isn't any planned signal progression along Elizabeth
through these four signals.
In addition to the above
named signalized
intersections, there are a
number of unsignalized
intersections along Elizabeth,
including intersections with
public streets and
intersections with business .1�. � j L. r
accesses and residential Ehzabeth
properties. However, east of Street2
Constitution, there aren't any
residential driveways that
take access directly from
Elizabeth. The roadway a v
network and lane L Q
configurations for facilities a
within the study area are
shown in Figure 2. FIGURE 2
Existing Roadway
Network and Laneage
The City of Fort Collins
counted intersection
approach volumes in
September 1999 at each
signalized intersection within the study area. The City also obtained turning movement counts
(TMCs) at each intersection during the summer of 1998. The 1999 approach volumes, the 1998
TMCs, and an assumed annual growth rate of 2.5 percent were used to estimate turning
movement counts for the existing condition. Raw data and calculation sheets for this estimation
method can be found in Appendix A. Figure 3 displays the existing intersection TMCs for each
signalized intersection along Elizabeth.
Elizabeth Street Housing Investors, LP — Apartment Complex Traffic Study
Balloffet and Associates, Inc.
Elizabeth Street Housing Investors, LP
Apartment Complex Traffic Study
' This report has been prepared for the City of Fort Collins and evaluates the traffic impacts of
the proposed Elizabeth Street Housing Investors, LP Apartment Complex located on West
' Elizabeth Street in Fort Collins, Colorado.
' INTRODUCTION
The site for the proposed apartment complex is approximately two (2) acres of vacant property
and is located on the north side of West Elizabeth Street, between City Park Avenue and
Constitution Avenue. Access to the site would be from Elizabeth and would be taken from either
' of two locations, including one just east of the building and the other from just west of the
building. Figure 1 shows the approximate location of the site.
The site is located within the
City of Fort Collins city limits,
so this study was performed
' and written in accordance
with the City of Fort Collins
Transportation Impact Study
' Guidelines.
EXISTING TRAFFIC
CONDITIONS
tAs
mentioned above, access
to the site will be taken from
Elizabeth Street. Elizabeth is
'
an east -west, five -lane
arterial that carries about
'
10,000 vehicles per day.
Elizabeth provides direct
connection between
Overland Trail on the west
side of Fort Collins and
' Elizabeth Street Housing Investors, LP — Apartment Complex Traffic Study
FIGURE 1
Vicinity Map
1
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Contents
Balloffet and Associates, Inc.
INTRODUCTION................................................................................................................. I
EXISTINGTRAFFIC CONDITIONS........................................................................................1
TRIP GENERATION, DISTRIBUTION, AND ASSIGNMENT........................................................3
FUTURECONDITIONS........................................................................................................6
NEIGHBORHOODIMPACTS...............................................................................................12
ALTERNATIVE MODES ANALYSES......................................................................................13
PublicBus Transit.........................................................................................14
Pedestrian Facilities......................................................................................15
BicycleFacilities............................................................................................18
TRAFFICACCIDENTS........................................................................................................19
CONCLUSIONS................................................................................................................. 20
Appendixes
APPENDIX A — Turning Movement Count and 2000 Volume Estimation Sheets
APPENDIX B — Existing Levels of Service Calculation Sheets
APPENDIX C — 2005 Levels of Service Calculation Sheets
APPENDIX D — 2020 Levels of Service Calculation Sheets
APPENDIX E — City Park and Plum Unsignalized Levels of Service Calculation Sheets
APPENDIX F — Alternative Mode Analyses Sheets
APPENDIX G — Accident Data and Information Sheets
Elizabeth Street Housing Investors, LP — Apartment Complex Traffic Study
Elizabeth Street Housing Investors, LP
Apartment Complex Traffic Study
Fort Collins, Colorado
—WAw 44y
I
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June 29, 2000
PREPARED FOR Simpson Housing Solutions
320 Golden Shore, Suite 200
Long Beach, CA 90802 KAUFMAN,&BROAD
PREPARED BY Balloffet and Associates, Inc.
345 East Mountain Avenue
Fort Collins, CO 80524 BALLOFFETb
& Associates. Inc.
John Seyer, EIT