HomeMy WebLinkAboutRIGDEN FARM, 11TH FILING, BROOKLYN PARK ROW HOUSES - PDP - 56-98AD - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDY4-2
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Project Information
Project Name —ram
Project Location 5,67
TIS Assumptions
Type of Study
Study Area Boundaries
Study Years
Future Traffic Growth Rate
Study Intersections
Chapter 4 - Attachments
Attachment A
Transportation impact Study
Base Assumptions
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Time Period for Study
Trip Generation Rates
Trip Adjustment Factors
Overall Trip Distribution
Mode Split Assumptions
Committed Roadway Improvements
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Areas Requiring Special Study
Full: �p
North: Cu
East: �o
Short Range:
1. A11 access drives 15.
South: CuST&2
West: T ow.y
Long Range, P
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AM: 7:00-9:00 PM: 4:00-6:00 I Sat Noon:
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SEE ATTACHED SKETCH
Date:
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Traffic Engineer:
Local Entity Engineer:
Lartmer County Urban Area Street Standards — Repeated and Reenacted October t, 2 2 Page 4-35
Adopted by Larimer County, City of Loveland, City of Fort Collins
APPENDIX A
TABLE 1
Trip Generation
Code
Use
Sae
AVUDTE
AM Peak Hour
PM Peak Hour
Raft
Tripe
Rete
In
Rage
Out
Rate
In
Rab
Out
230
Tract C (West)
42 DU
5.86
250
0.07
3
0.37
16
0.35
15
0.17
7
230
Tract C (East)
48 DU
5.86
280
0.07
3
0.37
18
0.35
17
0.17
8
Total
530
6
34
32
15
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SCALE: 1"=69
SITE PLAN Figure 2
A&
N
NO SCALE
SITE LOCATION Figure 1
driveway accessing Iowa Drive is expected to have approximately 125 vehicle
trips per day. The south driveway accessing Iowa Drive is expected to have
approximately 125 vehicle trips per day. Iowa Drive is classified as a
local street and is forecasted to have less than 700 vehicles per day on
this segment. Applying Figure 19-6 from the "Larimer County Urban Area
Street Standards," indicates that a setback of 40 feet is required from the
flowline on Iowa Drive to the first garage. The site plan indicates that
the 40 foot dimension can not be achieved. This will require a variance
request for this standard. The primary reason for the setback is so a
vehicle backing from a garage will not cause a delay such that a queue into
the public street (Iowa Drive) will occur. The backing/unparking maneuver
takes less than 30 seconds to execute. The critical time period is the
afternoon peak hour when the highest number of entering vehicles will
occur. The following analysis assumes that 50% of the ingressing vehicles
will utilize one driveway, resulting in 8 vehicles in the peak hour.
Assuming a conservative peak hour factor of 0.5, all vehicles enter in a
half hour period. This results in one vehicle every 3.7 minutes. Given
this conservative analysis, the probability of more than one vehicle
entering a given driveway during a backing/unparking maneuver is very
small. It is concluded that the variance will not be detrimental to the
public health, welfare, and safety. A variance letter has been submitted
to the City of Fort Collins which addresses the 32 foot dimension.
It is concluded that the Tract C (West) at Rigden Farm will generate
similar traffic as that analyzed in the cited transportation impact study.
Therefore, the forecasted operation of the key intersections and the
geometry necessary to serve the Rigden Farm development as reported, is
adequately addressed. This proposed development is consistent with the
previously approved development at Rigden Farm. No further transportation
analyses are required at this time.
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TO: Scott Hearne, Hearne Construction o�. �E� J. e�0
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Randall Provencio, Interwest Consulting Group �v� OFf , e`A"
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City of Fort Collins Staff QP
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FROM: Matt Delich
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DATE: April 5, 2005
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SUBJECT: Tract C (West) at Rigden Farm transportation study
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(File: 0507ME01)
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The Tract C (West) at Rigden Farm is a condominium residential
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development proposed in the parcel in the southeast quadrant of the
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Custer/Iowa intersection. Figure 1 shows the location of this parcel
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the Rigden Farm area. Tract C (West) at Rigden Farm is within
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Parcel 3 of Phase 1 in the original Rigden Farm Overall Development
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Plan (circa 1999). The other portion of Parcel 3 was analyzed in the
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"Posto Bella Townhomes at Rigden Farm Transportation Impact Study,"
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November 4, 2002. The Posto Bella Townhomes had 35 townhome dwelling
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units. Research has indicated that this eastern portion of Parcel 3
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is now proposed to have 48 townhome dwelling units. Figure 2 shows a
site plan of the Tract C (West) at Rigden Farm. The "Rigden Farm
Transportation Impact Study," January 1999 addressed the
transportation impacts of the overall development. A comparison of
the trip generation was requested by the City staff. The base
assumptions form is provided in Appendix A. Alternative modes
analysis was provided for the Rigden Farm development, therefore,
additional alternative mode analysis is not required.
In the cited Rigden Farm study, Parcel 3 within Phase 1 of
Rigden Farm, contained 79 apartment dwelling units. From Table 2 of
the cited TIS, this parcel was expected to generate 523 daily trip
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ends, 40 morning peak hour trip ends, and 49 afternoon peak hour trip
ends.
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The Tract C (West) at Rigden Farm is proposed to have 42
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condominium dwelling units. The calculated trip generation is
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provided in Table 1. Using Trip Generation, 7th Edition, ITE as the
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reference document, this parcel is expected to generate approximately
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250 daily trip ends, 19 morning peak hour trip ends, and 22 afternoon
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peak hour trip ends. Also shown on Table 1 is the trip generation
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from the Tract C (East), which is expected to generate 280 daily trip
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ends, 21 morning peak hour trip ends, and 25 afternoon peak hour trip
ends. The resulting total trip generation for these two parcels is
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530 daily trip ends, 40 morning peak hour trip ends, and 47 afternoon
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peak hour trip ends. The trip generation of the current proposal for
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these two parcels will be almost the same as that considered in the
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"Rigden Farm Transportation Impact Study" for the same land area.
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The Tract C (West) at Rigden Farm is proposing to have two
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driveway accesses to Iowa Drive as shown in Figure 2. The first
garage is 32 feet east of the east flowline of Iowa Drive. The north