HomeMy WebLinkAboutRIGDEN FARM, 7TH FILING, THE WILLOWS - PDP - 56-98N - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYMultimodal Transportation Level of Service Manual P.20
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LOS Standards for Development Review • Pedesirian
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Bicycle Level of Service
There will be one "Priority Destination" within a quarter mile of
Rigden Farms. This will be the future commercial area in the northwest
quadrant of the Timberline/Drake intersection. The cross section of
Timberline Road has bike lanes. These will be enhanced as Timberline Road
is improved in the future. Bike lanes on Drake Road will also be enhanced
as it is improved in the future. Appendix G contains the Bicycle LOS
Worksheet. .
Transit Level of Service
Currently, this area is served by Route 10. The Fort Collins 2015
Transit System shows that Timberline Road will be a high frequency transit
corridor with 20 minute service. Drake Road will be served by feeder route
service at 30 minute headways. Transit level of service will be at D or
better. Most of Rigden Farms will be within 1320 feet of a high frequency
or feeder transit route in the future.
3?
52,
Pedestrian Level of Service
Appendix G contains a map that shows the area within 1320 feet of
this site. A portion of the Rigden Farms is shown as a future activity
center on the City Structure Plan. There are/will be a number of
pedestrian destinations within 1320 feet of Rigden Farms. As the City
continues to expand Timberline Road, improvements will be made to the
sidewalks along this arterial street. Rigden Farms will build sidewalks
adjacent to Timberline Road and adjacent to Drake Road as various parcels
within Rigden Farms are developed.
The level of service determination assumes that other future
developments and the City of Fort Collins will build their facilities in
accordance with Fort Collins standards. This being the case, pedestrian
facilities will exist where they currently do not. This is a reasonable
assumption. The Pedestrian LOS Worksheet is provided in Appendix G. The
minimum level of service for the activity center is B for all measured
categories and, for the remainder of Rigden Farms, the minimum level of
service is C for all measured categories.
The existing residential area to the west of Timberline Road will
have easy access to the commercial center within Rigden Farms. The future
signal at the Timberline/Custer intersection will provide a safe crossing
environment. It is recommended that pedestrian refuge areas be provided
on Timberline Road.
There is a future church shown on the east side of Timberline Road
just south of Rigden Farms. This church will be accessible to/from most
of Rigden Farms without a significant street crossing. It is expected that
the church will build sidewalks along their Timberline frontage and provide
sidewalk connections along the north/south street, approximately 500 feet
east of Timberline Road.
Rigden Farm is bordered by residential land uses to the south. There
are. no street connections shown. It is recommended that some pedestrian
(and bike) connections be made internally between these neighborhoods.
Land to the north of Rigden Farms is expected to be developed with
residential uses and a commercial center near the Timberline/Drake
intersection. Since the future westbound left -turn on Drake Road will face
dual left -turn lanes, there will be a pedestrian refuge area created.
Crosswalks at unsignalized intersections will traverse no more than three
lanes on Drake Road.
Access to the future employment area in the northwest quadrant of the
Timberline/Drake intersection will require two street crossings from Rigden
Farms. It is recommended that Timberline Road have pedestrian refuge areas
both north and south of Drake Road. The east leg of Drake Road will have
a refuge area (previous paragraph). With the recommended refuge areas, the
number of lanes crossed by a pedestrian will be no more than 5 at a time.
`L
APPENDIX G
IV. CONCLUSIONS
This study assessed the impacts of the The Willow at Rigden Farm
residential development on the short range street system in the vicinity
of the proposed development. As a result of this analysis, the
following is concluded:
The development of the The Willow at Rigden Farm is feasible
from a traffic engineering standpoint. At full development
as plans currently indicate, the The Willow at Rigden Farm
will generate approximately 914 daily trip ends, 69 morning
peak hour trip ends, and 84 afternoon peak hour trip ends.
Current operation at the Timberline/Drake and Timberline/
Custer intersections is acceptable.
- It is expected that traffic signals will be warranted at the
Timberline/Custer intersection in the short range future with
background traffic.
- In the short range future, given full development of the The
Willow at Rigden Farm and an increase in background traffic,
all key intersections will operate acceptably. The short
range geometry is shown in Figure 10.
19
_E
SHORT RANGE (2007) GEOMETRY
is
Figure 10
TABLE 4
Short Range (2007) Total Peak Hour Operation
Ma
Timberline/Drake
(signal)
EB
D
D
WB
D
DNB
C
C
SB
C
C
OVERALL
C
C
Timberline/Custer
(signal)
EB
C
C
WB
C
C
NB
B
B
SB
B
B
OVERALL
B
B
Drake/Rigden
(stop sign)
NB LT
B
B
NB RT
A
A
NB APPROACH
B
B
WB LT
A
A
Ziegler/Access B
(stop sign)
EB LT/RT
A
A
NB LT
A
A
17
TABLE 3
Short Range (2007) Background Peak Hour Operation
Timberline/Drake
(signal)
EB
D
D
WB
D
D
NB
C
C
SB
C
C
OVERALL
C
C
Timberline/Custer
(signal)
EB
C
C
WB
C
C
NB
B
B
SB
B
B
OVERALL
B
B
Drake/Rigden
(stop sign)
NB LT
B
B
NB RT
A
A
NB APPROACH
B
B
WB LT
A
A
Ziegler/Access B
(stop sign)
EB LT/RT
A
A
NB LT
A
A
16
Signal Warrants
As a matter of policy, traffic signals are not installed at any
location unless warrants are met according to. the Manual on Uniform
Traffic Control Devices. Using the short range background traffic
forecasts, signal warrants are expected to be met at the Timberline/
Custer intersection. The peak hour signal warrant analysis is provided
in Appendix C.
operation Analysis
Capacity analyses were performed on key arterial street
intersections adjacent to Rigden Farm. The operations analyses were
conducted for the short range analysis, reflecting a year 2007
condition. Using the traffic volumes shown in Figure 6, the key
intersections operate in the short range background condition as
indicated in Table 3. Calculation forms for these analyses are provided
in Appendix D. The key intersections will operate acceptably during the
peak hours.
Using the traffic volumes shown in Figure 9 and recommended
geometrics, the key arterial street intersections operate in the
short range total condition as indicated in Table 9. Calculation
forms for these analyses are provided in Appendix E. The key
intersections will operate acceptably during the peak hours. By
inspection, intersections that are interior to Rigden Farm and are
specifically adjacent to The Willow at Rigden Farm will operate
acceptably. The short range geometry is shown in Figure 10.
The long range forecasts, operational analyses, and geometry
will not change unless the development proposal or any of its
components change significantly. However, this is not the case. In
light of this, portions of the text, figures, and tables are provided
in Appendix F that pertain to the full development of the Rigden Farm
in the long range future. These were taken from the "Rigden Farm
Transportation Impact Study," January 1999.
Alternative Modes Analysis
The alternative modes analysis has already been conducted and is
contained in the "Rigden Farms Transportation Impact Study," January
1999. The pertinent portions of that report dealing with alternative
modes are provided in Appendix G.
15
_E
SHORT RANGE (2007) TOTAL
PEAK HOUR TRAFFIC Figure s
14
59
0
m
S
SHORT RANGE SITE GENERATED
PEAK HOUR TRAFFIC Figure 8
3
_E
13
No Text
0
s
SHORT RANGE (2007) BACKGROUND
PEAK HOUR TRAFFIC Figure 6
,LE
11
TRIP DISTRIBUTION
Figure 5
_j
THE WILLOW AT RIGDEN
SITE PLAN
N
NO SCALE
Figure 4
9
III. PROPOSED DEVELOPMENT
The Willow at Rigden Farm is a residential development within
Rigden Farm, located southeast of the intersection of Timberline Road
and Drake Road in Fort Collins. Figure 4 shows the site plan with the
The Willow at Rigden Farm. The, short range analysis (Year 2007)
includes development of The Willow at Rigden Farm and development of
Phases 1 and 2 of Rigden Farm. It also includes the residential and
office uses of the Spring Creek Farm Development to the northwest of the
Drake/Timberline intersection.
Trip Generation
Trip generation is important in considering the impact of a
development such as this upon the existing and proposed street system. A
compilation of trip generation information contained in Trip Generation,
6`D Edition, ITE was used to estimate trips that would be generated by
the proposed/expected uses at this site. ' Table 2 shows the expected
trip generation on a daily and peak hour basis. Land use code 230
(Townhome) was used to calculate the trip generation for The Willow at
Rigden Farm. As indicated in Table 2, The Willow at Rigden Farm will
generate approximately 914 daily trip ends, 69 morning peak hour trip
ends, and 84 afternoon peak hour trip ends.
TABLE 2
Trip Generation
4¢ a� ss h�
`
a SEEM-'
Trip Distribution
Directional distribution of the generated trips was determined for
The Willow at Rigden Farm. Future year data was obtained from the
NFRRTP and other traffic studies. Figure 5 shows the trip distribution
used for The Willow at Rigden Farm.
Background Traffic Projections
Figure 6 shows the short range background traffic projections.
Background traffic projections for the short range future horizon were
obtained by reviewing the NFRRTP and various traffic studies prepared
for other developments in this area of Fort Collins. The background
traffic also includes portions of Phase 1 and 2 of Rigden Farm that are
shown on Figure 7.
' Trip Assignment
Trip assignment is how the generated and distributed trips are
I expected to be loaded on the street system. The assigned trips are the
resultant of the trip distribution process. Figure 8 shows the short
I range site generated peak hour traffic. Figure 9 shows the total (site
plus background) short range peak hour traffic at the key intersections.
8
I
OperationTABLE
Current Peak Hour
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y i. Cf.WRIMM��
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Timbedine/Custer•
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sign)_®�_-�
9
ADJUSTED RECENT
PEAK HOUR TRAFFIC Figure 3
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110
U
3
RECENT
PEAK HOUR TRAFFIC Figure 2
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5
Existing Traffic
Recent peak hour traffic counts at the Timberline/Drake and
Timberline/Custer intersections are shown in Figure 2. The traffic data
for the Timberline/Drake intersection was collected in July 2000 and the
traffic data for the Timberline/Custer intersection was collected in
November 1998. Since the turning movements at the Timberline/Custer
intersection are not likely to have ,changed to/from the west leg of
Custer Drive, an updated count was not performed at this intersection.
The only changes at this intersection would be related to through
traffic on Timberline Road and construction related traffic on the east
leg of Custer Drive. Through traffic volumes on Timberline Road were
adjusted to reflect a year 2000 condition and are shown in Figure 3.
Existing Operation
The Timberline/Drake and Timberline/Custer intersections were
evaluated. The peak hour operation is shown in Table 1. Calculation
forms are provided in Appendix A. Appendix B contains a description
of the level of service for signalized and unsignalized intersections
from the 2000 Highway Capacity Manual. The key intersections operate
acceptably. Acceptable operation at signalized intersections during
the peak hours is defined as level of service D or better in this
land use district. Experience indicates that if level of service D can
be achieved during the peak hours, operation will be at level of service
C or better for 20-22 hours of an average weekday. At unsignalized
intersections, acceptable operation is considered to be at level of
service E for any approach leg.
Pedestrian Facilities
' There are pedestrian facilities along the west side of
Timberline Road, south of Drake Road. However, this is beyond 1320
feet from The Willow at Rigden Farm. There are no sidewalks on the
' east side of Timberline Road. However, these sidewalks will be
constructed with the development of the First Assembly of God Church.
There are currently no sidewalks along Drake Road or Ziegler Road.
However, when these roads are built to arterial standards, sidewalks
will be included in the respective cross sections. There are
sidewalks along the streets within the development to the south of
Rigden Farm. It is expected that there will be a pedestrian
connection between this development and Rigden Farm. Sidewalks
are/will be incorporated within this development.
Bicycle Facilities
S Bicycle Lanes will be included within the cross section of
Custer Drive, Rigden Parkway, Drake Road, and Timberline Road, per
1 Fort Collins standards. Other streets that require bike lanes are
beyond 1320 feet from The Willow at Rigden Farm.
' Transit Facilities
Transfort currently serves this area of Fort Collins with Route
10" Route 10 provides 60 minute service with a stop near the
Timberline/Drake intersection.
4
SITE LOCATION
1" = 2000
Figure 1
3
II. EXISTING CONDITIONS
The location of The Willow at Rigden Farm is shown in Figure 1.
The Willow at Rigden Farm is within the overall Rigden Farm development.
It is situated central to the Rigden Farm development in the southwest
quadrant of the Custer/Rigden Parkway roundabout. It is important that
a thorough understanding of the existing conditions be presented.
Land Use
Land uses in the area are primarily either• residential or
agricultural. Residential uses exist to the west across Timberline Road
and to the south along Vermont Drive. Land to the north is in
agricultural use. Land to the east is a gravel extraction area near the
Cache la Poudre River. The site itself was in agricultural use prior to
the beginning of development of Phase 1 of Rigden Farm. Land in the
area is flat from a traffic operations perspective. The center of Fort
Collins lies to the northwest of The Willow at Rigden Farm.
Roads
The primary streets near The Willow at Rigden Farm are Timberline
Road, Drake Road, and Ziegler Road. Timberline Road is to the west of
The Willow at Rigden Farm. It is classified as a six -lane arterial
beyond the year 2015 on the Fort Collins Master Street Plan. Currently,
Timberline Road has a two-lane cross section near Rigden Farm. At Drake
Road, Timberline Road has two travel lanes, left -turn lanest a
southbound right -turn lane, and limited bike facilities. The existing
speed limit in this area is 40 mph. The Timberline/Drake intersection
is currently under construction to improve the intersection.
Drake Road is north of The Willow at Rigden Farm. It is an east -
west street designated as a four -lane arterial west of Timberline Road
and a two-lane arterial east of Timberline Road on the Fort Collins
Master Street Plan. Currently, it has a two-lane cross section adjacent
to the site. At Timberline Road, Drake Road has two travel lanes,
right -turn lanes, and limited bike facilities. The existing speed limit
in this area is 40 mph. The Timberline/Drake intersection has signal
control.
Ziegler Road (formerly CR9) is a north/south designated as a two-
lane arterial street that borders Rigden Farm on the east. It will meet
with Drake Road in a sweeping horizontal curve to the northeast of the
site.
I Within the Rigden Farm development, Custer Drive and Rigden
Parkway have been built. Custer Drive intersects with Timberline Road,
lining up with existing Custer Drive on the west side of Timberline
Road, Rigden Parkway intersects with Drake Road, approximately 0.5
miles east of Timberline Road. Rigden Parkway will intersect with
Ziegler Road, approximately 0.5 miles north of Horsetooth Road. Both
Custer Drive and Rigden Parkway are designated as collector streets on
■ the Fort Collins Master Street Plan.
9
I. INTRODUCTION
This transportation impact study addresses the capacity,
geometric, and control requirements at and near proposed development
known as The Willow at Rigden Farm. The Willow at Rigden Farm is
located east of Timberline Road and south of Drake Road in Fort Collins,
Colorado.
During the course of the analysis, numerous contacts were made
with the project engineer (JR Engineering), the owner/developer (Slayt.
Construction Inc.), and the Fort Collins Traffic Engineering Staff. This
study generally conforms to the format set forth in the Fort Collins
transportation impact study guidelines. This transportation impact
study addresses issues related to The Willow at Rigden Farm for the
short range future. Long range conditions were covered in "Rigden Farms
Transportation Impact Study," January 1999. The study involved the
following steps:
- Collect physical, traffic, and development
- Perform trip generation, trip distribution,
- Determine peak hour traffic volumes;
- Conduct capacity and operational level of
intersections;
- Analyze signal warrants.
data;
and trip assignment;
service analyses on key
LIST OF FIGURES
Figure
Page
1.
Site Location ........................................
3
2.
Recent Peak Hour Traffic .............................
5
3.
Adjusted Recent Peak Hour Traffic ....................
6
4.
The Willow at Rigden Farm Site Plan ..................
9
5.
Trip Distribution ....................................
10
6.
Short Range (2007) Background Peak Hour Traffic ......
11
7.
Phase 1 and Phase 2 Portions of Rigden Farm
Included in Short Range Background
Peak Hour Traffic ....................................
12
8.
Short Range Site Generated Peak Hour Traffic .........
13
9.
Short Range (2007) Total Peak Hour Traffic ...........
14
10.
Short Range (2007) Geometry ..........................
18
APPENDIX
A Current Peak Hour Operation
B Level of Service Descriptions
C Signal Warrants
D Short Range Background Traffic Operation,
E Short Range Total Traffic Operation
F Long Range Forecasts, Operation, and Geometry
G Alternative Modes Analysis
TABLE OF CONTENTS
Page
I.
Introduction .........................................
1
II.
Existing Conditions ..................................
2
LandUse .............................................
2
Roads.............................................
2
Existing Traffic .....................................
4
Existing Operation ...................................
4
Pedestrian Facilities ................................
4
Bicycle Facilities ...................................
4
Transit Facilities ...................................
4
III.
Proposed Development .................................
8
Trip Generation ......................................
8
Trip Distribution ....................................
8
Background Traffic Projections .......................
8
Trip Assignment ......................................
8
Signal Warrants ......................................
15
Operation Analysis ...................................
15
Alternative Modes Analysis ...........................
15
IV.
Conclusions ...........................................
19
LIST OF TABLES
Table
Page
1.
Current Peak
Hour
Operation ..........................
7
2.
Trip Generation ......................................
8
3.
Short Range
(2007)
Background
Traffic Peak
Hour
Operation ..........................
16
4.
Short Range
(2007)
Total
Traffic Peak
Hour
Operation ..........................
17
THE WILLOW AT RIGDEN FARM
TRANSPORTATION IMPACT STUDY
FORT COLLINS, COLORADO
MAY 2001
Prepared for:
Slayt. Construction, Inc.
215 Union Boulevard, Suite 350
Lakewood, CO 80228
Prepared by:
MATTHEW J. DELICH, P.E.
2272 Glen Haven Drive
Loveland, CO 80538
Phone: 970-669-2061
FAX: 970-669-5034
P��p REG/ST
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