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HomeMy WebLinkAboutOLD TOWN NORTH - 50% PDP - 28-99A - REPORTS - TRAFFIC STUDYMr. Russell Lee Page 14 January 18, 2001 5. From a pedestrian standpoint, the proposed development fails to achieve the target Level of Service for the five elements considered to be important by the City of Fort Collins -- directness, continuity, street crossing, visual interest and amenity, and security. If a sidewalk is constructed along the north side of East Vine Drive between the new collector roadway and North College Avenue, the proposed development would then meet the target Level of Service for the five elements. 6. The proposed development exceeds the City of Fort Collins public transit Level of Service. It is estimated the proposed development has a public transit LOS of "B" while the City of Fort Collins has established a standard of "D". 7. From a bicycle standpoint, the proposed development exceeds the target Level of Service for accessing the two priority destinations -- North College Avenue Activity Center and Downtown Pedestrian District. 8. With the recommendations contained herein, the adjacent road network can accommodate the traffic expected to be generated by the proposed Old Town North development. We trust that this revised traffic impact analysis report will assist with planning of the proposed Old Town North development. Please call if we can provide any additional assistance. Respectfully submitted, LSC Transportation Consultants, Inc. By: Dave L. Rubl Jr . DLR/wc Enclosures Tables 1 and 2 ' Figures 1 through 12 Raw Traffic Count Data Intersection Level of Service Analyses Pedestrian and Bicycle Level of Service Analysis Worksheets ' F:\LSC\PROJECTS\2000\001470\F-oTNR1.wpd PMr. Russell Lee Page 12 January 18, 2001 The proposed site plan shows an alley on the southern portion of the proposed site which is about 20 feet from the proposed pedestrian trail. If the topography permits, it would be desirable to have a connection between the alley and the proposed pedestrian/bicycle trail. Pedestrian Facilities Similar to the bicycle facilities analysis, the Manual provides a pedestrian LOS worksheet. As was the case with the bicycle facilities analysis, there are two priority destinations -- North College Avenue Activity Center and the Downtown Pedestrian District. The Manual identifies five factors that must be used for assessing the quality of the pedestrian facilities. They are directness, continuity, street crossings, visual interest and amenity, and security. Based on the condition of the current street system serving the proposed development, the following Level of Service has been assigned for each of the five factors contained in the Manual: '9 Directness: The minimum Level of Service for this factor is "B" for the North College Avenue Activity Center and "A" for the Downtown Pedestrian District. There are no existing sidewalks from the proposed development to the two priority destinations. As such, a Level of Service "F" is felt to be appropriate. If a sidewalk is constructed along the north side of East Vine Drive from the proposed development to North College Avenue, the Level of Service will improve to "B". • Continuity: The minimum Level of Service for this factor is "B" for the North College Avenue Activity Center and "A" for the Downtown Pedestrian District. Due to a total lack of sidewalks on East Vine Drive and Linden Street, a Level of Service "F" is felt to be appropriate for this factor. If a sidewalk is constructed along the north side of East Vine Drive from the proposed development to North College Avenue, the Level of Service will improve to "A". • Street Crossing: The minimum Level of Service for this factor is "B" for both the North College Avenue Activity Center and the Downtown Pedestrian District. The actual Level of Service for this factor is considered to be "D". The construction of the north/ south collector roadway will be done to the City of Fort Collins standards relative to pedestrian access across this new roadway. Therefore, the Level of Service will improve to "B". J • Security: The minimum Level of Service for this factor is "C" for both the North College Avenue Activity Center and the Downtown Pedestrian District. This element is more subjective with no clear quantifiable measurements for determining Level of Service. The actual Level of Service for this factor is considered to be "D". If a side- walk is constructed along the north side of East Vine Drive from the proposed development to North College Avenue and benches are installed along the way, the Level of Service will improve to "C". I iMr. Russell Lee Page 11 January 18, 2001 the travel time factor is about 2.0. Based on this calculation, this service level standard is met. Peak Load Factor: The service level standard is 1.2 which is the total number of transit riders divided by the number of seats. Based on the latest ridership estimates from Transfort, the peak load factor is below this threshold. As such, this service standard is also met. Three of the four service standards are met which means that the public transit Level of Service is estimated to be LOS "B". This is above the standard established by the City of Fort Collins. Bicycle Facilities The Manual states that "development approval will not be granted for projects which will not meet two LOS standards by the time the project is to be occupied". The two standards are: The project must be directly connected to the greater Fort Collins bicycle grid at no less that LOS C as defined in Figure 3. The project must be directly connected to all priority destinations located within a quarter mile (1,320') of any edge of the project boundaries. For the purpose of this study, the proposed development has two priority destinations -- North College Avenue Activity Center and the Downtown Pedestrian District. Both Linden Street and East Vine Drive have striped bike lanes on both sides. Potential residents of the proposed Old Town North development will have at least one bike route to use to access the North College Avenue Activity Center (East Vine Drive on -street bike lane) and the Downtown Pedestrian District (Linden Street on -street bike lane). Besides these on -street facilities, there are two off-street facilities -- Cache La Poudre Trail and Redwood Trail. Both of these trails can be accessed by existing on -street bike lanes. The Redwood Trail parallels the eastern boundary of the proposed development. The latest site plan also shows a new pedestrian/bicycle trail that follows the southern boundary of the proposed site between the proposed Collector roadway and the proposed Redwood Drive. According to the Manual, the minimum Level of Service for accessing the North College Avenue Activity Center and the Downtown Pedestrian District is `B". Based on the close proximity of the proposed development to the existing on -street bike lanes, the actual Level of Service is estimated to be "B" and after the project is occupied, due to the construction of the new pedestrian/bicycle trail on the south side of the proposed site, the Level of Service should improve to "A". The actual worksheet used to compute these Level of Service estimates is attached to this report. E I Mr. Russell Lee Page 10 January 18, 2001 streets and 250 vehicles per day for "narrow local" streets. Both of these values are below the threshold value of 700 vehicles per day established by the City of Fort Collins. Modal Analysis Mass Transit The proposed development is already served by at least one transit route, Route No. 8. An existing bus stop already exists at the intersection of Linden Street and East Vine Drive. This is about 1,000 feet from the southeast corner of the proposed development. It appears that Redwood Drive will not need to be constructed until some time after 2005. Therefore, access to the existing bus stop at Linden Street and East Vine Drive will be provided by the proposed pedestrian/bicycle trail which is to be located on the west side of the proposed roadway. Besides Route No. 8, the proposed development is about 1,000 feet east of North College Avenue which is served by two existing bus routes, Route No. 8 and 9. Potential transit riders will be able to use one of four roadways to access North College Avenue -- the realigned Vine Drive, Alpine Street extended, Woodlawn Drive extended, or the existing East Vine Drive. ' The City of Fort Collins has established a method for determining the public transit Level of Service. The range in Level of Service are from A (all four service standards are met) to F (where none of the service standards are met). The four service standards are: hours of week- day service, weekday frequency of service, travel time factor, and peak load factor. Two Level of Service rates have been established, one where the area is within 1,320 feet of a transit route(s) and the other where the area is within 2,640 feet of a transit route(s). The proposed development is within 1,320 feet of two transit routes. The City of Fort Collins has established Level of Service "D" for the proposed Old Town North development. To meet ' this Level of Service, at least two of the four service level standards must be met. • Hours of Weekday Service: Route 14, which provides service along North Lemay Avenue, provides about 18 hours of service each weekday. The standard for this service element is 16 hours. Therefore, this service level standard has been met. • Weekday Frequency of Service: Two routes provide service along North Lemay Avenue, Routes No. 8 and 14. Route 8 arrives at North Lemay and East Vine Drive starting at 5:35 AM and every 60 minutes after that, while Route 14 arrives at this same intersection at 6:30 AM and every 30 minutes after that. Based on this ' frequency, this service level standard is not met. • Travel Time Factor: Based on the posted schedule, it takes the bus approximately 13 ' minutes to get from North Lemay Avenue and East Vine Drive to the North Transit Center. It takes about 6 to 7 minutes to make this same trip by car. This is based on a distance of 1.8 miles and an average speed of 20 miles per hour. This means Mr. Russell Lee Page 9 January 18, 2001 traffic from the proposed development. This applies to both 2005 and 2020. This assessment assumes that North Lemay Avenue will be relocated to the east. North Lemay Avenue/ Lincoln Avenue This signalized intersection will operate at an acceptable Level of Service (LOS "D" or better) in the AM and PM peak -hours either with or without the traffic from the proposed development. This applies to both 2005 and 2020. This assessment assumes that no improvements will be made to either North Lemay Avenue or Lincoln Avenue. Linden Street/Buckingham Street:. All of the traffic movements at this unsignalized inter- section will operate at a good Level of Service (LOS "C" or better) in the AM and PM peak -hours either with or without the traffic from the proposed development. This applies to both 2005 and 2020. Buckingham Street/North Lemay Avenue: In 2005, all of the traffic movements at this unsignalized intersection will operate at an acceptable Level of Service (LOS "D" or better) in the AM and PM peak -hours either with or without the traffic from the proposed development. In 2020, all of the traffic movements at this intersection will experience a reduction in delays due to the relocation of North Lemay Avenue to the east. This assessment is based on the existing lane geometry. North College Avenue / Hemlock: In 2005, the eastbound approach at this existing three-legged intersection will operate at a poor Level of Service (LOS "E" or worse) in the PM peak -hour either with or without the traffic from the proposed development. In 2020, the eastbound approach at this intersection will experience an increase in delays in the AM and PM peak - hours either with or without the traffic from the proposed development. A traffic signal would eliminate this problem, however, this intersection will not meet MUTCD peak -hour traffic signal warrants. North Access/Redwood Street: This intersection does not currently exist. It is assumed that this intersection will not be constructed until after 2005. When traffic from the proposed development is added to the future year background traffic levels, all of the traffic movements will operate at a very good Level of Service (LOS "B" or better) in the AM and PM peak -hours. ® This applies to only the Year 2020. Internal Local Streets: Since the proposed development is identifying two of the internal streets as "narrow local", the City of Fort Collins requested LSC examine the traffic levels that could be expected on the internal street system. The traffic generation estimates contained in Table 1 indicate that the residential portion of the proposed development is expected to generate approximately 2,035 daily vehicle -trips. Three of the five existing streets are classified as "residential local" and the other two are classified as "narrow local'. If the "residential local" streets handle 25 percent of the expected travel each and the two "narrow local' streets handle the balance (12.5 percent each), the maximum roadway volume should not exceed 500 vehicles per day for "residential local' Mr. Russell Lee Page 8 January 18, 2001 North College Avenue/Pinon Street: In 2005, all but one of the traffic movements at this unsignalized intersection will operate at a very good Level of Service (LOS "B") in the AM and PM peak -hours either with or without the traffic from the proposed development. The east- bound traffic will experience major delays in the PM peak -hour either with or without the traffic from the proposed development. Due to the small number of vehicles on Pinon Street, this intersection would not meet traffic signal warrants. In 2020, the realigned Vine Drive will be connected forming a four -legged intersection. Without the traffic from the proposed develop- ment, the eastbound and westbound traffic movements at this intersection will experience major delays. When the traffic from the proposed development` is added to the background traffic levels, the delays will increase. When a traffic signal is assumed at this intersection, it will operate at a good Level of Service (LOS "C" or better) in the AM and PM peak -hours. This intersection will meet MUTCD peak -hour traffic signal warrants by the Year 2020. It is important to note that the need for this traffic signal is due to the level of background traffic in the Year 2020 and not due to the traffic from the proposed development. North College Avenue/Jefferson Street: In 2005, this signalized intersection will operate at an excellent Level of Service (LOS "A") in the AM and PM peak -hours either with or without the traffic from the proposed development. In 2020, this intersection will continue to operate at an acceptable Level of Service (LOS "D" or better) in the AM peak -hour either with or without the traffic from the proposed development. In the PM peak -hour, this intersection will experience major delays either with or without the traffic from the proposed development. If minor changes are made to the signal phasing by permitting a protected southbound left -turn, this intersection will operate at an acceptable Level of Service (LOS "D" or better) in the PM peak -hour. The need for this change in signal phasing is due to background traffic. Jefferson Street/Linden Street: This signalized intersection will operate at a very good Level of Service (LOS "B" or better) in the AM and PM peak -hours either with or without the traffic from the proposed development. This applies to both 2005 and 2020. The assessment of this intersection is based on the lane geometry being recommended in the access control plan for Jefferson Street/Riverside Avenue. Lincoln Avenue /Jefferson Street: This signalized intersection will operate at a very good Level of Service (LOS "B" or better) in the AM and PM peak -hours either with or without the traffic from the proposed development. This applies to both 2005 and 2020. The assessment of this intersection is based on the lane geometry being recommended in the Access Control Plan for Jefferson Street/Riverside Avenue. Realiened Vine Drive/North Lemay Avenue: This intersection does not currently exist and will not be constructed until after 2005. Therefore, only the Year 2020 was analyzed. However, since the Master Street Plan is recommending this intersection be grade separated, no Level of Service analysis was performed in 2020. East Vine Drive/North Lemay Avenue: This signalized intersection will operate at a very good Level of Service (LOS "B" or better) in the AM and PM peak -hours either with or without the L Mr. Russell Lee Page 7 January 18, 2001 ments at this unsignalized intersection will operate at a very good Level of Service (LOS "B" or better) in the AM and PM peak -hours. This applies to only the Year 2020. Redwood Street/Realigned East Vine Drive: This intersection does not currently exist. It is assumed that this intersection will not be constructed until after 2005. Northbound and southbound traffic movements at this unsignalized intersection will experience major delays in the AM and PM peak -hours either with or without the traffic from the proposed develop- ment. If a traffic signal is assumed at this intersection, this intersection will operate at a very good Level of Service (LOS "B") in the AM and PM peak -hours. This only applies to the Year 2020. It is important to note that the need for this traffic signal is due to the level of back- ground traffic in the Year 2020 and not due to the traffic from the proposed development. East Vine Drive/Linden Street: In 2005, this unsignalized intersection will operate at a good Level of Service (LOS "C" or better) in the AM and PM peak -hours either with or without the traffic from the proposed development. In 2020, northbound and southbound traffic desiring to make a left -turn onto East Vine Drive will experience major delays in the AM and PM peak - hours. If a traffic signal is assumed at this intersection, this intersection will operate at an acceptable Level of Service (LOS "D" or better) in the AM and PM peak -hours. This only applies to the Year 2020. It is important to note that the need for this traffic signal is due to the level of background traffic in the Year 2020 and not due to the traffic from the proposed develop- ment. South Access/Redwood Street: This intersection does not currently exist. It is assumed that this intersection will be constructed as a part of the initial project development. When traffic from the proposed development is added to the background traffic, this unsignalized inter- section will operate at a very good Level of Service (LOS "B" or better) in the AM and PM peak - hours. This applies to both Year 2005 and 2020. North College Avenue/Alpine Street: It is assumed that this intersection will be restricted to prohibit southbound and westbound left -turns. This unsignalized intersection will experience some delays for eastbound and westbound traffic in the AM and PM peak -hours either with or without the traffic from the proposed development. This applies to both 2005 and 2020. Due to the small number of vehicles on Alpine Street, this intersection would not meet traffic signal warrants. North College Avenue/Woodlawn Drive: It is assumed that this intersection will be restricted to prohibit westbound left -turns. This unsignalized intersection will operate at an acceptable Level of Service (LOS "D" or better) in the AM and PM peak -hours either with or without the traffic from the proposed development. This applies to only the Year 2020. North College Avenue/East Vine Drive: In 2005, this signalized intersection will operate at a very good Level of Service (LOS "B" or better) in the AM and PM peak -hours either with or without the traffic from the proposed development. In 2020, this intersection will continue to operate at a good Level of Service (LOS "C" or better) in the AM and PM peak -hours either with or without the traffic from the proposed development. IMr. Russell Lee Page 6 January 18, 2001 to be downgraded to a local roadway, an adjustment was made to the output from the North Front Range travel forecasting model. It was assumed that 80 percent of the 2020 daily traffic volumes on North Lemay Avenue would remain with the realigned roadway and the other 20 percent would stay on existing North Lemay Avenue. Figure 8 depicts the 2005 background traffic levels while Figure 9 depicts the 2020 back- ground traffic levels. Total traffic levels for the Years 2005 (see Figure 10) and 2020 (see �. Figure 11) were arrived at by adding the background traffic levels (see Figure 8 for 2005 and Figure 9 for 2020) to the site -generated traffic levels depicted in Figure 6. Estimated Traffic Impacts In order to assess the impact of the proposed project, peak -hour capacity analyses have been prepared for nine key study intersections assuming existing plus site -generated. traffic conditions. The methodology used is that presented in the 1997 Highway Capacity Manual (Special Report 209), published by the Transportation Research Board of the National Academy of Sciences. The concept of. Level of Service (LOS) is used as a basis for computing combinations of roadway operating conditions which accommodate various levels of traffic activity. By definition, six different Levels of Service are used (A, B, C, D, E, and F) with "A" being a free -flow condition and "E" representing the capacity of a given intersection or road- way. Enclosed Table 2 summarizes the results of the Level of Service intersection analyses. In addition, the detailed work sheets produced by these analyses are also attached. A total of 14 intersections was analyzed for 2005 and 19 intersections for 2020. For 2005, the intersections analyzed were: four along North College Avenue; two along Linden Street; three along North Lemay Avenue, three along Jefferson Street/Riverside Avenue, one along the existing East Vine Drive, and one along Redwood Street. In 2020, the number of intersections was increased to 19. Four of the five additional intersections analyzed in 2020 are located along the realigned Vine Drive while the fifth intersection is located along Redwood Street. Collector/East Vine Drive: This intersection does not currently exist. When traffic from the proposed development is added to the background traffic, all of the traffic movements at this unsignalized intersection will operate at a good Level of Service (LOS "C" or better) in the AM and PM peak -hours. This applies to both 2005 and 2020. Collector/Realigned East Vine Drive: This intersection does not currently exist. It is assumed that this intersection will not be constructed until after 2005. When traffic from the proposed development is added to the future year background traffic, all of the traffic movements at this unsignalized intersection will operate at a good Level of Service (LOS "B" or better) in the AM and PM peak -hours. This applies to only the Year 2020. North Access/Realigned East Vine Drive: This intersection does not currently exist. It is assumed that this intersection will not be constructed until after 2005. When traffic from the proposed development is added to the future year background traffic, all of the traffic move- Mr. Russell Lee Page 5 January 18, 2001 Estimated Traffic Generation Based on applicable rates contained in the current edition of Trip Generation, published by the Institute of Transportation Engineers, enclosed Table 1. presents estimates of average daily and peak -hour traffic to be generated by buildout of the proposed Old Town North development. As indicated in Table 1, the proposed Old Town North development is projected to generate 4,882 additional average weekday vehicle -trips (2,442 entering and 2,442 exiting). This total includes 113 vehicles entering and 226 vehicles exiting trips during the AM peak -hour and 222 vehicles entering and 124 vehicles exiting during the PM peak -hour. Estimated Traffic Distribution and Assignment A key element in the determination of the proposed project's traffic impacts is the directional distribution of its traffic onto the surrounding roadway system. The relative location of the site, the type of land use, and.specific characteristics of the roadway and access system will dictate what this distribution will be. Figure 3 illustrates the distribution expected to be applicable to the proposed development for 2005 and 2020. In 2005,.it is expected that seven percent will travel east along East Vine Drive; five percent will travel north, along North Lemay Avenue; ten percent will travel north along North College Avenue; three percent will travel east ' along Lincoln Avenue; ten percent will travel south along Riverside Avenue; ten five percent will travel south along North Lemay Avenue; ten percent will travel south along Linden Street south of Jefferson Street; five percent will travel west along Lincoln Avenue west of Riverside Avenue; and the remaining 45 percent will travel south along North College Avenue south of Jefferson Street. In 2020, the distribution will change slightly. Rather than ten percent traveling south along Riverside Avenue, the percent will be decreased to five percent. These ' five percent will be redirected toward the realigned Vine Drive. Application of these percentage distributions projection shown in Figure 5 to the generation estimates of Table 1 yields the traffic assignment of site -generated traffic shown in Figure 6. Year 2005 background traffic levels were arrived at by increasing the existing traffic volumes shown in Figure 2 by an annual rate of two percent. Year 2020 background traffic levels were developed by using the North Front Range travel forecasting computer model. The network in this model was modified to include realigned East Vine Drive and Buckingham Street. The existing East Vine Drive was downgraded to a minor arterial facility while the realigned East Vine Drive was assumed to be a four -lane major arterial. Buckingham Street was assumed to be a collector roadway. The traffic zone which included the proposed Old Town North development was assumed to have not been included in the 2020 forecasted land use. The travel forecasting model was rerun. The model produces all -day traffic volumes for each direction. Figure 7 depicts Year 2020 daily traffic volume estimates for the major roadways serving the proposed development. A factor of eight percent was applied to these volumes to arrive at the AM peak -hour approach volume while a factor of ten percent was applied to these volumes to arrive at the PM peak -hour approach volumes. Turning movements then were developed. These traffic volumes were compared to estimates contained in previous traffic impact analysis reports as well as the US 2871 SH 14 Access Manaaement Report. Since North Lemay Avenue is to be relocated to the east by 2020 and the existing North Lemay Avenue is IMr. Russell Lee Page 4 January 18, 2001 There are a number of existing bus stops that are in close proximity to the proposed develop- ment. Bus stops currently exist at the intersection of Vine Drive/ North College Avenue; Vine Drive/Linden Street; and North College Avenue/Conifer Street. Figure 3 depicts the location of each bus route with respect to the proposed Old Town North development. Figure 3 also shows the location of the existing bus stops. Pedestrian/Bicycle Pedestrian/bicycle amenities can be grouped into two types -- paths/trails and facilities. In the case of the proposed Old Town North development, there are five existing parks that could be used by residents of the proposed development -- Alta Vista (0.63 acres), Buckingham (5.75 acres), Fort Collins Heritage (13.0 acres), Romero (0.15 acres), and Lee Martinez (89.56 acres). The number of facilities offered at each of these five parks varies significantly, ranging from playground and basketball (Alta Vista) to playground, shelters, restrooms, lighted baseball fields, lighted basketball fields, and lighted tennis courts (Lee Martinez). Figure 4 depicts the location of these five parks with respect to the proposed Old Town North development. The Lee Martinez and Fort Collins Heritage Parks are the closest existing parks to the proposed development. The proposed development is approximately 0.8 miles from Lee Martinez Park and Fort Collins Heritage Park. This distance is measured from the center of the proposed development to the center of each park. Lee Martinez Park can be access from the proposed development in several ways. The most direct way would be to travel west along Vine Drive to College and then south on College to Woodlawn Drive or the Poudre Trail and then west to the park. Another way would be to go south on Linden Street to the Poudre Trail and then west along the trail. Fort Collins Heritage ' Park can be most easily accessed by going south on Linden Street where the park is located at the intersection of Linden Street and the Cache La Poudre River/Poudre Trail. I' The streets in and around the proposed Old Town North development have striped bike lanes on both sides of the major roadways. The most important bike lanes that will serve the proposed development are Vine Drive and Linden Street. In addition, the Redwood Trail exists on the east side of Redwood Street. The trail begins at Vine Drive and travels north. There is a significant lack of pedestrian facilities, mainly sidewalks. An inventory of the streets in and around the proposed development found very few sidewalks, and the sidewalks that already exist would be considered to be substandard. This lack of adequate sidewalks make pedestrian access to the existing parks extremely difficult. Figure 4 depicts the location of existing side- walks and trails. A brief inspection of the area around the proposed development found more bicyclists than pedestrians. This is probably due to the presence of signs for on -street bike lanes and the lack of adequate sidewalks. II Mr. Russell Lee Page 3 Existing Pedestrian/Bicycle and Mass Transit System January 18, 2001 Besides the existing roadway system serving the proposed development, the City of Fort Collins has made a major commitment to alternative modes of transportation, specifically pedestrian/ bicycle and mass transit. An inventory was made of these alternative modes. Mass Transit The City of Fort Collins' mass transit system, Transfort, has a total of 12 bus routes plus three specialized services operating in the Fort Collins area. Two routes provide direct service to the proposed Old Town North development. These routes are Route Number 8 and 14. What follows is a short description of these two bus routes. • Route 8 provides 30-minute service starting at 6:22 AM at the North Transit Center, which is located between Maple Street and Laporte Avenue just west of North College Avenue, and ending at 6:49 PM at the North Transit Center. This route serves The Mission, Social Services, Downtown Fort Collins, and Poudre Valley Mobile Home Park. At its closest point, this route is approximately 100 feet south of the develop- ment access point on the proposed. Redwood Drive extension. The next closest access would be to the west at North College Avenue which would be about 150 feet from the internal collector roadway. Route 14 provides 60-minute service starting at the North Transit Center at 5:22 AM and ending at 10:17 PM at the North Transit Center. This route serves Downtown Fort Collins, Social Services, Poudre Valley Mobile Home Park, and hotels located along State Highway 14. At its closest points, this route is approximately 150 feet from the internal collector roadway. The next closest point is at the intersection of Redwood Drive and Conifer Street which is about 200 feet north of the proposed development. A third bus route, Route No. 9, provides indirect service to the proposed Old Town North development. A short description of this route follows. Route 9 provides 60-minute service starting at the North Transit Center at 6:22 AM and ending at 6:35 PM at EPIC. This route serves the Poudre Valley Hospital, Down- town Fort Collins, Lincoln Junior High School, and EPIC. At its closest point, this route is approximately 3,000 feet south of the development access point on the proposed Redwood Drive extension. It is important to note that all Transfort buses are equipped with a bike rack to allow bicyclist to bring their bikes with them. Each bus route is served by a wheelchair accessible bus. Special transportation to and from other locations is available for ADA eligible via the Dial -A - Ride service. IMr. Russell Lee Page 2 January 18, 2001 be relocated to the north from North College Avenue to west of Linden Street. This Plan also indicates that the roadway will be widened to four lanes. • Linden Street is a two-lane arterial roadway that begins in downtown Fort Collins and travels north to East Vine Drive. It has a posted speed limit of 30 mph near the proposed site. • Redwood Street is a two-lane arterial roadway that begins at East Vine Drive and continues north to Willox Lane. Redwood Street is to be realigned so that it will form a four -legged intersection with Linden Street. • North Lemay Avenue is a two-lane roadway which provides north/ south continuity on the eastern edge of the City of Fort Collins which parallels North College Avenue. It is functionally classified as an arterial. The City of Fort Collins' Master Street Plan indicates that this roadway is to be widened to four lanes in its full length. The inter- section of East Vine Drive and Lincoln Avenue is controlled by traffic signals. • Jefferson Street/Riverside Avenue is a four -lane arterial that runs in a southeast to northwest direction. This roadway provides one of the borders for downtown Fort Collins. This roadway serves as a bypass for traffic traveling north toward Larimer, Wyoming. The intersections of North. College Avenue, Linden Street, and Lincoln Avenue are all controlled by traffic signals. An access control plan has been developed for this roadway which indicates the number of traffic lanes will remain the same but some additional auxiliary traffic lanes will be provided. • Lincoln Avenue is a two-lane -arterial that provides direct access to downtown Fort Collins from the east. The City of Fort Collins' Master Street Plan indicates that this roadway is to be widened to four lanes in its full length. Figure 2, enclosed, illustrates existing daily and peak -hour traffic activity at the major inter- sections along North College Avenue impacted by the proposed development -- East Vine Drive, Alpine Street, Pinon Street, and Hemlock Street. Existing traffic controls and lane geometry are also shown together with the location of the proposed development. A pavement condition survey was made of the roadways serving the proposed development. All but North College Avenue (US 287) are the responsibility of the City of Fort Collins. North College Avenue is the responsibility of the Colorado Department of Transportation. East Vine Drive and Linden Street appear to be in need of some type of surface treatment; as a minimum, crack filling and chip seals appear to be warranted, however, an overlay may be more cost- effective. North Lemay Avenue appears to be in better condition than East Vine Drive and Linden Street. North College Avenue appears to be good condition with no surface treatment being needed. No Text Mr. Russell Lee Page 13 January 18, 2001 The actual worksheet used to compute these Level of Service estimates is attached to this report. Without the construction of the sidewalk along the north side of East Vine Drive from the proposed development to North College Avenue, the proposed development would fall short of meeting the City of Fort Collins minimum standards for pedestrian facilities. Considerable work is needed on constructing continuous sidewalks along the other existing roadways serving the proposed development, such as Linden Street and North Lemay Avenue. Linden Street has a few sections where sidewalks exist on one or both sides of it. In addition, the Alpine Street and Woodlawn Drive extensions should have sidewalks on both sides of the proposed roadways. These two roadways would be used by residents of the proposed develop- ment to access the sidewalk along on North College Avenue. Conclusions and Recommendations Based on the analyses presented herein, the following conclusions and recommendations are made with respect to buildout of the proposed Old Town North development: 1. The proposed Old Town North development is expected to have a total of 149 single- family detached dwelling units, 104 multi -family dwelling units, and 70,000 square feet of speciality retail when completed. This proposed development is expected to generate an additional 2,442 entering and 21442 exiting average weekday vehicle - trips. Of these additional daily trips, 222 vehicles will enter and 124 vehicles will exit during the PM peak -hour. 2. The directional distribution of site -generated traffic is expected to be primarily oriented towards the south with 15 percent traveling south on Linden Street and 55 percent traveling south on North College Avenue. Fifteen percent will travel east with five percent traveling along the existing East Vine Drive and the other ten percent traveling east along the realigned East Vine Drive. Fifteen percent is expected to -" travel north with five percent traveling along Redwood Street and the other ten percent traveling along North College Avenue. 3. No auxiliary traffic lanes are needed at the development access points along the realigned East Vine Drive and Redwood Street. However, separate eastbound left - turn and westbound right -turn lanes are needed at the proposed Collector roadway -- and East Vine Drive. This need is based on the limited number of development access points in 2005. 4. Traffic signals will need to be installed at three unsignalized intersections: (1) realigned East Vine Drive and Redwood Street; (2) the existing East Vine Drive and Redwood Street/Linden Street; and (3) North College Avenue and realigned Vine Drive. The need for these traffic signals is due to future year background traffic levels and not the traffic from the proposed Old Town North development.