HomeMy WebLinkAboutDELLENBACH SUBARU - PDP - 50-98 - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDY• The abandonment of the frontage road from the College Avenue
' access to Foothills Parkway will reduce vehicle conflicts and,
therefore, reduce accident potential at this location.
' In summary, the abandonment of part or all of the frontage road along the west side
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of College Avenue between Swallow Road and Foothills Parkway is desirable. It will
not adversely impact the adjacent street system nor adjacent businesses. It will, in
fact, result in fewer vehicle conflicts and more efficient and safer vehicle operations.
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to Round the Corner can be achieved through a cross access
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agreement.
• The frontage road can either be maintained or abandoned to the
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south of the College Avenue access point. The impact of either
alternative is minimal on the First Bank site. The loss of the
northbound frontage connection to Swallow Road can be easily
replaced by the existing roadway system. This is reinforced by
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the availability of traffic signal access to College Avenue at
Foothills Parkway and the full movement access to Foothills
Parkway via the shared driveway serving Steeles Market.
• The abandonment of the frontage road right-of-way to First Bank
under Scenario II may prove beneficial when and if a permanent
facility is built. This would increase the size of the site for the
new facility.
'
• Traffic volumes re -assigned to the general street system due to
both frontage road scenarios are considered insignificant.
• The
closure of either part or all of the frontage road will not
adversely impact traffic operations at nearby intersections.
Under both scenarios, these intersections and specific traffic
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movements are expected to operate at levels of service consis-
tent with those currently being experienced.
' The abandonment of the frontage road from Swallow Road to
the College Avenue access will result in fewer vehicle conflicts
and elimination of sight distance problems at the frontage road -
Swallow Road intersection. This is expected to result in
' improved safety at this location.
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VII. CONCLUSIONS
Based upon the above documented investigations, analyses and findings, the
following can be concluded:
• Current operating conditions are acceptable in the study area
with allowances for heavy traffic movements related to Foothills
Mall.
• The frontage road intersections with Swallow Road and Foothills
Parkway accommodate minor amounts of traffic and, therefore,
operate very acceptably.
• At the Swallow Road - frontage road intersection, inadequate
sight distance exists for specific traffic movements due to the
need to cross the eastbound traffic queue. Additionally, ineffi-
cient traffic stacking patterns and higher than normal vehicle
conflicts due to the proximity of College Avenue are currently
being experienced.
• Higher than normal vehicle conflicts occur at the frontage road -
Foothills Parkway intersection due to the proximity of College
Avenue.
• A right in - right out access to College Avenue at a point 450
feet north of Foothills Parkway is permitted by the Access
Control Plan covering this section of College Avenue.
• With the College Avenue access and retention of the direct
restaurant access to Swallow Road, the frontage road can be
abandoned between the College Avenue access and Swallow
Road. Access to Dellenbach Chevrolet and the Round the
Corner site can be adequately maintained. Secondary access
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acceptable. In reality, operating conditions will likely improve given the dilutive effect
of re -assigning internal traffic.
A significant benefit will also be realized with either scenario due to the elimination of
the Swallow Road - frontage road intersection. This will result in more efficient traffic
stacking and reduced vehicle headways at the College Avenue - Swallow Road
intersection. Additionally, a reduction in vehicle conflicts and elimination of an
intersection with limited sight distance will favorably impact accident potential in this
area.
With Scenario II, the First Bank site will either function as it currently does (assuming
no access changes) or given the enlarged site, access improvements can be made.
These improvements may best be considered when and if a permanent facility is
built, or in the short-term, if a permanent facility is not expected for some time. In
any event, these decisions and the identification of specific improvements are best
left to the discretion of First Bank management.
Discussion on the Access to College Avenue
CDOT, Larimer County, and the City of Fort Collins have an intergovernmental
agreement in the form of an Access Control Plan along this section of College
Avenue. Per the agreement (see Appendix D), a right -in, right -out access along the
west side of College Avenue "will be allowed" at a point 450 feet north of Foothills
Parkway (centerline to centerline). Minor adjustments in the specific location can be
treated as a design variance if the design standards are met. This would locate the
access at approximately the middle driveway to Dellenbach Chevrolet. A
southbound right turn deceleration lane is appropriate at this access.
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SCENARIO II OPERATING CONDITIONS
LOCATION
CONTROL
MOVEMENT
LEVEL OF SERVICE
AM
PEAK
PM
PEAK
SAT.
Swallow -College
Signal
EB
C
C
C
WB
C
C
C
NB
B
B
C
SB
B
B
C
College -New Access
Stop
EB RT
A
B
B
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Overall
Foothills -College
Signal
EB
C
D
D
WB
C
D
D
NB
B
C
D
SB
B
C
C
Overall
B
As indicated,
overall operating levels of service remain constant between current
conditions, Scenario I and Scenario II. This is reinforced by virtually identical
operating levels of service for the individual traffic movements and approaches.
Capacity work sheets are presented in Appendix C.
Other Considerations
' Since traffic volumes are constant and acceptable operating conditions are currently
being experienced at both ends of the frontage road, it can reasonably be assumed
that operating conditions at internal intersections and access points will also be
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Swallow
---------- Private Access
NOTE: Rounded to Nearest 5 Vehicles.
The distance between the frontage road
and College Avenue is exaggerated for
purposes of illustration.
Foothills
Lo
CD
i n N
------------------------------
50
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M '
5
175
Scenario II
FULL FRONTAGE ROAD VACATION
L M
40
60 —►
70 —4
9
Not To Scale
�— 225
f— 140
120
000
m Co
r
a�
rn
a�
0
0
205
�-55
�— 305
Figure 13
SATURDAY AFTERNOON
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t
r
Swallow
---------- Private Access
NOTE: Rounded to Nearest 5 Vehicles.
The distance between the frontage road
and College Avenue is exaggerated for
purposes of illustration.
Foothills
0
L '
N '
I
25
4—75
Scenario II
FULL FRONTAGE ROAD VACATION
L
to
75
230
155 -),
60 -�
O O O
50 1
40
65
9
Not To Scale
165
270
135
N
m
N
0
0
�— 170
40
150
Figure 12
PM PEAK HOUR
r
Swallow
---------- Private Access
NOTE: Rounded to Nearest 5 Vehicles.
The distance between the frontage road
and College Avenue is exaggerated for
purposes of illustration.
Foothills
000
�0co
60 --l'
200
95
N �
------------------------------
i
15
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L 5
4 85
Scenario II
FULL FRONTAGE ROAD VACATION
0
Lo0,M
30
25 —►
30 --4
Not To Scale
110
115
65
Figure 11
AM PEAK HOUR
SCENARIO I OPERATING CONDITIONS
LOCATION
CONTROL
MOVEMENT
LEVEL OF SERVICE
AM
PEAK
PM
PEAK
SAT,
Swallow -College
Signal
EB
C
C
C
WB
C
C
C
NB
B
B
C
SIB
B
B
C
Overall
;B
C..
College -New Access
Stop
EB RT
A
B
B
Overall
:A
A
A
Foothills -College
Signal
EB
C
D
D
WB
C
D
D
NB
B
C
D
SIB
B
C
C
Overall
"B
C _
D-
Foothills -Frontage Rd.
Stop
SIB RT
A
A
A
OverallA-
Scenario II traffic loadings were also assessed to determine anticipated levels of
service with this alternative. Revised traffic volumes representing this scenario are
shown on Figures 11, 12, and 13. Resultant operating conditions are shown on the
following page.
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Traffic Operations
For comparison purposes, operating conditions were evaluated at all intersections.
This was undertaken using current roadway geometry, the same traffic signal
phasing and timing used in previous analyses, and traffic volumes reflecting
Scenario I and II conditions.
Scenario I operating conditions are reflected on the following page. These levels of
service do not reflect any adverse impacts due to the modified access and circulation
scheme. Capacity work sheets are in Appendix B.
co rn vco 225
�-140
Swallow + 120
90
-J,
195 --*
160
Min
00
LO
0
Co NIi
i
---------- Private Access
NOTE: Rounded to Nearest 5 Vehicles. 45
The distance between the frontage road
and College Avenue is exaggerated for o
purposes of illustration. W
rn �
� o
o U
oLC)
LO r, M
205
JLO
1
55
-
r
175 4 y
305
Foothills
40
60 —►
70
r?00rn
n oe)
Scenario I
PARTIAL FRONTAGE ROAD VACATION
Figure 10
SATURDAY AFTERNOON
Swallow
---------- Private Access
NOTE: Rounded to Nearest 5 Vehicles.
The distance between the frontage road 'o
and College Avenue is exaggerated for o
purposes of illustration. W
N 25
Foothills A) 4-- 70
Scenario I
PARTIAL FRONTAGE ROAD VACATION
9
Not To Scale
LO
m � � 165
270
1 135
75�
I I
1 r
230 —►
155-�
NMLO
0
0 0
0
�1
45 ---*
a>
rn
a�
0
U
LO
N 00 170
40
150
50 ---'' •i 1
40 —10
65 M 0 rn
M
Figure 9
PM PEAK HOUR
o LO 0 �- 110
f— 115
Swallow + `� j- 65
60
s� t
200
95-�
(ooLO
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�
N �
�
I
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---------- Private Access
I
NOTE: Rounded to Nearest 5 Vehicles.
15
The distance between the frontage roadCU
o
and College Avenue is exaggerated for
o
purposes of illustration.
N
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�
c
o
o
U
LQ
Ln
N W to Lo CO15
� 10 II I � 5
Foothills 4 80 i y 15
30 0
25 10
30
Scenario I
PARTIAL FRONTAGE ROAD VACATION
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Not To Scale
Figure 8
AM PEAK HOUR
IVI. MODIFICATION IMPACTS
To assess the impacts of the potential roadway changes, key items such as access
and operating conditions were evaluated. Additionally, more subjective issues such
as stacking efficiencies and safety were also considered. Each of these items is
discussed below
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1, Access
Under Scenario I, southbound College Avenue and Swallow Road vehicles wishing
to access Dellenbach Chevrolet and First Bank will need to turn right from College
Avenue at the new access point. Vehicles will then need to turn north onto a private
driveway or south onto a public street. These movements reflect the lack of a direct
frontage road connection to Swallow Road. Traffic travelling to and from the Round
the Corner restaurant will likely use the direct access to Swallow Road; however,
alternative access via the College Avenue access will be available. First Bank and
Dellenbach Chevrolet customers travelling north on College Avenue will need to turn
left from Foothills Parkway or use the new access to travel south before turning back
to the north.
With Scenario 11, the same restrictions presented under Scenario I exist; however,
eDellenbach Chevrolet destined vehicles will need to make a u-turn from northbound
to southbound College Avenue at Swallow Road and access the Dellenbach
Chevrolet site using the College Avenue access point.
Traffic volume assignments were made for Scenario I on the basis of the above
noted routings and some diversion to external routes. Traffic volumes resulting from
re -assigned routes are shown on Figures 8, 9, and 10. These changes are
insignificant given the area street system and the traffic using this system.
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and College Avenue is exaggerated for
purposes of illustration.
Figure 7
Scenario II
FULL FRONTAGE ROAD VACATION
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Figure 6
Scenario I
PARTIAL FRONTAGE ROAD VACATION
V. DESIGN ALTERNATIVES
To facilitate the contemplated redevelopment, a new access to College Avenue and
at least partial abandonment of the west frontage road is necessary. This study
evaluates two frontage road scenarios. These scenarios are: 1) abandoning the
' frontage road from Swallow Road to the new connection to College Avenue and
2) abandoning the frontage road completely between Swallow Road and Foothills
' Parkway.
Traffic volumes were re -assigned under both of these alternatives and reflect
changing access and circulation patterns related to each scenario. The following
assumptions were made in conjunction with each scenario:
'
The frontage road right-of-way would be vacated to adjacent
property owners.
'
• A right turn in and out access to College Avenue would be
available.
'
• Round the Corner restaurant (and future uses on this site) will
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continue to have direct access to Swallow Road and access to
College Avenue via the new access. A cross access agreement
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with Dellenbach Chevrolet is assumed.
• First Bank access would not change except for the lack of a
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direct frontage road connection to Swallow Road under either
scenario.
Each scenario is shown in concept form on Figures 6 and 7.
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CURRENT OPERATING CONDITIONS
LOCATION
CONTROL
MOVEMENT
LEVEL OF SERVICE
AM
PEAK
PM
PEAK
SAT.
Swallow -College
Signal
EB
C
C
C
WB
C
C
C
NB
B
B
C
SIB
B
B
C
Ouerallk
B
C:
C
Swallow -Frontage Rd.
Stop
NB LT/TH/RT
A
B
B
SIB LT/TH/RT
B
C
B
EB LT
A
A
A
WB LT
A
A
A
Overall
A
Foothills-College
Signal
EB
C
—A:-
D
D
WB
C
D
D
NB
B
C
D
SIB
B
C
C
:Overall_,
B
C
D
Foothills -Frontage Rd.
Stop .
SIB RT
A
A
A
Overall
A
A
A
' A closer review of specific traffic movements revealed that the southbound left turn
into Foothills Mall operates at capacity under Saturday afternoon conditions. Overall
' operating conditions, however, are representative of an urban area under peak traffic
demand. Capacity work sheets are presented in Appendix A.
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23
—
v N N
297 v1 _rnI vl
224
4— 155
Swallow
►� r + y
104
I
400 --oo-
I I 196 —►
I
12�
000rn 153�
coic)�
I
v
�
m
o
m
o
o
rn
U
m
0
ii
o
Lo �` rn
�
204
f`
� M
11 157
Foothills
175 y
306
171
41
T
5 -�
59
I
72
n
Cl)
NOTE: The distance between the frontage road
and College Avenue is exaggerated for
purposes of illustration.
9
Not To Scale
Figure 5
EXISTING TRAFFIC
SATURDAY AFTERNOON
0
M N , � 22 r� U% m � 164
4 433 rJ- •I- - 281
Swallow ►(—26 r + 120
405 --►
232 �
7�
aV0 125�
Nvn
p�
0
o
�
o
o
U
co
m
0
LL
N N�o �168
L 24 11I42
Foothills 4--- 76 I y 152
137—IN- 51�
6 --)( 41
rn
64� �0rn
NOTE: The distance between the frontage road
and College Avenue is exaggerated for
purposes of illustration.
Figure 4
EXISTING TRAFFIC
PM PEAK HOUR
� qco 8 cocao 109
f— 225 iJO Co ^ 121
Swallow (X ►� 11 r i 62
346 I I 199 —► I
4� 00" 89� m8LO
a
�
o
a�
o
rn
m
0
u_
�15
N a 0) M
�g I 4-6
Foothills 86 + y ►r- 17
82 —►
29
1 ---,v 25 —� I
28� am�
NOTE: The distance between the frontage road
and College Avenue is exaggerated for
purposes of illustration.
Figure 3
EXISTING TRAFFIC
AM PEAK HOUR
9
Not To Scale
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mn
Figure 2
CURRENT ACCESS CONCEPT
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First Bank is located in the northwest corner of the Foothills Parkway - frontage road
intersection. It has full access to the frontage road some 145 feet north of Swallow
Road, an inbound only access some 20 feet west of the frontage road on Foothills
Parkway and shares another access to Foothills Parkway along its west border with
Steeles Market. No other existing businesses (NAPA Auto Parts, Steeles Market)
access the frontage road. A sketch indicating the area's current access scheme is
presented on Figure 2.
Traffic Operations
Traffic volumes were collected for three peak hour periods. These reflect weekday
morning and afternoon peak hour conditions and Saturday noontime. Traffic
volumes were obtained during the week of November 17, 1997. Current traffic
volumes are shown on Figures 3, 4, and 5.
To assess current operating conditions, capacity analyses were undertaken at the
Swallow Road and Foothills Parkway intersections with both the frontage road and
College Avenue. Resultant levels of service are indicated below. These were
determined using current phasing and cycle lengths representative of the Fort Collins
traffic signal system.
Swallow Road
� I T
v
NOTE: The distance between the frontage road o
and College Avenue is exaggerated for 0�
purposes of illustration. aD
rn
m
c
0
LL
Foothills Parkway
® Raised Median
. 14
Not To Scale
m
d
0
U
Figure 1
CURRENT ROADWAY GEOMETRY
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Dellenbach Chevrolet, Round the Corner, and First Bank. Both Round the Corner
restaurant and First Bank have supplemental access to Swallow Road and Foothills
Parkway, respectively.
At Swallow Road, full movement access is afforded the frontage road. Eastbound
Swallow Road traffic is asked to stop so as not to block the frontage road. This
results in one eastbound vehicle waiting at the College Avenue stop line with the
balance of the traffic queue waiting west of the frontage road. While functional, this
arrangement results in sight distance difficulties for the northbound through and
northbound to westbound traffic movements. Additionally, southbound frontage road
vehicles wishing to turn east cannot properly position themselves in the traffic queue
and must block the frontage road - Swallow Road intersection.
At the Foothills Parkway - frontage road intersection, only limited turns are permitted.
These are limited to right -in and right -out movements with a raised median on
Foothills Parkway. At the west end of the median, u-turns are prohibited. This
requires eastbound traffic to travel further west before turning back to the east.
Current roadway geometry is shown on Figure 1.
Access
Round the Corner restaurant is situated in the southwest corner of the Swallow Road
- frontage road intersection. It currently has two full movement access points - the
first is located about 80 feet south of Swallow Road on the frontage road while the
second is some 125 feet west of the frontage road on Swallow Road.
Dellenbach Chevrolet has three access drives to the frontage road. They are located
about 240 feet, 460 feet and 615 feet north of Foothills Parkway. All driveways are
full movement.
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and Foothills Parkway. In order to prove the viability of this action, the following
objectives were developed which, if satisfied, would signify acceptable conditions.
• Maintenance of current overall operating levels of service at the
College Avenue intersections with Swallow Road and Foothills
Parkway.
• No significant adverse impacts on adjacent developments and
access to these developments.
• Conformance with the Colorado Department of Transportation's
(CDOT) Access Control Plan for this section of College Avenue.
IV. CURRENT CONDITIONS
Current physical conditions and property access points were inventoried and traffic
volume data was collected and evaluated. Each of these items are discussed below.
Physical Conditions
College Avenue is a six lane facility with auxiliary turn lanes through the study
section. At its intersection with College Avenue, Swallow Road has three approach
lanes in each direction. Foothills Parkway has three eastbound approach lanes to
College Avenue and four westbound approach lanes. Both the Swallow Road and
Foothills Parkway intersections with College Avenue are under traffic signal control.
At the Foothills Parkway intersection, split traffic signal phasing accommodates east -
west traffic movements.
The east curb of the frontage road is located some 18 feet from the west curb line on
College Avenue. It is a two lane roadway providing primary or secondary access to
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I. INTRODUCTION
This report documents the investigations, analyses, and findings associated with
access modifications and abandonment of the frontage road west of College Avenue
between Swallow Road and Foothills Parkway in Fort Collins, Colorado. The driving
force behind this study is the possible redevelopment of the southwest corner of the
Swallow Road - frontage road intersection. If and when pursued, an impact study
addressing the redevelopment will be prepared. This study was conducted to
evaluate the acceptability of vacating at least part of the frontage road. It was
undertaken with input from Fort Collins staff and in conformance with the Access
Control Plan for this section of roadway. Key components of the study are
summarized in the following sections of this report.
II. AGENCY DISCUSSIONS
A meeting was held with the City of Fort Collins to discuss and focus the efforts of
this study. At that meeting, Eric Bracke provided a copy of the Access Control Plan
for this section of roadway, briefly discussed the study requirements for the proposed
access change and frontage road vacation, and asked that Saturday afternoon
conditions be reviewed in addition to normal weekday peak hours. The study area
was defined as the area along the west side of College Avenue between Swallow
Road and Foothills Parkway. The need to fully assess impacted properties with
partial and full vacation of the frontage road was also discussed.
III. GOALS AND OBJECTIVES
The goals of this study was to investigate the viability of vacating a portion or all of
the frontage road along the west side of College Avenue, between Swallow Road
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TABLE OF CONTENTS
I. INTRODUCTION ................................................. 1
AGENCY DISCUSSIONS .......................................... 1
GOALS AND OBJECTIVES ........................................ 1
IV. CURRENT CONDITIONS .........................................
2
Physical Conditions ............................................
2
Access......................................................
3
Traffic Operations .............................................
4
V. DESIGN ALTERNATIVES .........................................
6
VI. MODIFICATION IMPACTS ........................................
7
Access......................................................
7
Traffic Operations .............................................
8
Other Considerations ..........................................
10
Discussion on the Access to College Avenue .......................
11
VII. CONCLUSIONS ............................................... 12
FRONTAGE ROAD ABANDONMENT STUDY
WEST SIDE OF COLLEGE AVENUE
SWALLOW ROAD TO FOOTHILLS PARKWAY
Fort Collins, Colorado
Prepared For:
Dellenbach Chevrolet
c/o The Architects Studio
117 E. Mountain Avenue
Ft. Collins, CO 80534
Prepared By
Eugene G. Coppola P.E.
P. O. Box 260027
Littleton, CO 80163-0027
303-792-2450
November 30, 1997
•�y"p�iiiiiii7rfli��, ,
GEORCF
*\STC',�
15945
y ONAt.
�, OF C.
I
FRONTAGE ROAD ABANDONMENT STUDY
WEST SIDE OF COLLEGE AVENUE
SWALLOW ROAD TO FOOTHILLS PARKWAY
Fort Collins, Colorado
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APPENDIX A
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• Bicycle amenities are currently and will remain very acceptable with direct
connectivity to on street bicycle lanes.
• The existing bus stop along College Avenue, south of Swallow Road, may
'
need to be relocated depending on the decision whether or not the right
turn deceleration lane is needed in conjunction with the access to College
Avenue. This is best addressed during preliminary design.
• Future transit levels of service are expected to be very acceptable in this
high frequency transit corridor.
In summary, the Dellenbach Subaru development will improve intersection spacing
along the Swallow Road and it's approach to College Avenue, enhance traffic signal
operations at the Swallow Road — College Avenue intersection and reduce afternoon
peak hour and daily traffic on the nearby street system. It will provide positive impacts
on the area street system while reinforcing the City's transportation goals and objec-
tives.
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• The Swallow Road — College Avenue intersection will benefit from the
elimination of the south frontage road connection to Swallow Road as
documented in the previously approved abandonment study.
• Dellenbach Subaru is expected to result in a net decrease in traffic gener-
ated by this site when compared to the current restaurant use. It is antici-
pated to result in 15 fewer weekday afternoon peak hour trips, 50 fewer
Saturday afternoon peak hour trips, and 146 fewer trips per day.
• With the planned roadway system, the proposed access scheme, and Del-
lenbach Subaru fully operational, acceptable operations can be anticipated.
• Operating conditions will be identical at the College Avenue intersections
with Swallow Road and Foothills Parkway whether Dellenbach Subaru is
built or not.
• Per City criteria, short-term operations will be acceptable with the proposed
development.
• The proposed right turn access to College Avenue is consistent with the
Access Control Plan for this section of roadway. The need to install a right
turn deceleration lane in conjunction with this access is debatable. If
deemed needed, it should have 25 feet of vehicle storage and a 144 foot
taper for a total length of 169 feet. This design complies with the 1998 Ac-
cess Code.
• Site access points are reasonably located and are expected to accommo-
date only minor amounts of traffic. No improvements are needed at these
locations.
• Pedestrian amenities along the west side of College Avenue will be im-
proved along the frontage of the Subaru dealership with this development.
They will be brought into conformance with City standards.
• The site interfaces with the external pedestrian system so as to maximize
porosity and provide excellent pedestrian access and circulation.
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D. Discussion
The planned location of the right turn access to College Avenue appears reasonable
and consistent with the Access Control Plan. The access to the Dellenbach complex
should be located directly across from the right turn access. This will negate the need
for Dellenbach traffic to make turns greater than 90 degrees.
As indicated earlier, the right turn deceleration lane warrants contained in the 1998
Access Code would not require installation of the deceleration lane on a numerical
basis. Under the 1985 Access Code, however, volume warrants would be satisfied.
The need for the deceleration lane, therefore, is in question.
The determination to require a right turn lane at the College Avenue right turn access,
is a policy decision. Whether the City / CDOT decides to require right turn lanes on
roadways having three through lanes regardless of the number of turning vehicles, or
decides to require the lane when the number of turns exceeds the Access Code
thresholds cannot be determined at this time. If deemed needed, this lane should be
designed consistent with the 1998 Access Code. This would require 25 feet of vehicle
storage and a taper length of 144 feet for a twelve -foot wide lane.
XII. CONCLUSIONS
Based upon the analyses, investigations, and findings documented in earlier sections
of this report, the following can be concluded:
• Current roadway operations in the area of Dellenbach Subaru are accept-
able during all evaluated peak hours.
• In conjunction with the Dellenbach Subaru development, the west frontage
road will be vacated from Swallow Road to the right turn access to College
Avenue.
31
'
Warrants and Design Criteria for a Right Turn Deceleration Lane on
College Avenue
1985 Access
1998 Access
Code
Code
'
Lane needed with three through lanes?
No*
No*
'
Hourly right turn volume to warrant lane
5
50
Lane Design — Taper (1)
138 ft.
144 ft.
Deceleration Length (2)
315 ft.
0
1
Storage
0
25
TOTAL LENGTH
453 ft.
169 ft.
1
* Can be required for safety or volume reasons.
'
(1) Assumes minimum.
(2) Stop condition.
As indicated above, a right turn is not normally required where the main roadway has
three through lanes in each direction and the traffic volume threshold indicating the
'
right turn lane is warranted has been drastically increased under the 1998 Code.
Design parameters contained in the 1998 Code are also significantly less.
C. Current Conditions
'
The west side of College Avenue between the curb and the existing frontage road is
currently grassed in with a row of mature trees. This is continuous from Swallow
Road to Foothills Parkway. An electrical utility vault also exists between College
'
Avenue and the Frontage Road. A bus stop is located in the same area.
1
30
I
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11
L�
I
XI. DESIGN ISSUES
Design issues surrounding the College Avenue right turn access were reviewed as
related to the Access Control Plan, the 1998 Access Code, and current conditions.
These efforts focused on the location of the access and the need for the right turn
deceleration lane. Each of these items is more fully addressed below.
A. Access Control Plan
The Access Control Plan for this section of College Avenue allows a right turn in and
out access along the west side of College Avenue some 450 feet north of the center-
line of Foothills Parkway. The Plan allows minor adjustments in the location of the
access if design standards of the Access Code are met. The Dellenbach plan locates
the access some 400 feet south of the north property line and about 500 feet north of
the Foothills Parkway centerline. The Plan and design standards were developed
under the parameters set in the 1985 Access Code. The plan states that deceleration
lanes are required for all right turning vehicles. A copy of the Access Control Plan is
available in Appendix F.
B. 1998 Access Code
The 1998 Access Code will be in effect on August 31, 1998. This Code will be the
basis for CDOT/City approval of the design of the right turn lane. The 1998 Code
assigns categories to each State Highway. While not currently defined, this section of
College Avenue is expected to be categorized as either NR-B or NR-C. Since NR-B
is more demanding from an access standpoint, this category was used in assessing
requirements associated with the right turn. For comparative purposes, key warrant
and design parameters for the 1985 and 1998 Codes are indicated below. Design
features are based upon the posted 40 miler per hour speed limit.
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B. Planned Improvements
No improvements are planned in conjunction with this development. However, the
existing bus stop along the west side of College Avenue south of Swallow Road may
need to be relocated. The need to relocate the bus stop is best determined during the
preliminary design.
College Avenue, however, has been classified as a high frequency transit corridor and
therefore, improved transit headways and extended service can be expected in the
future.
C. Levels of Service
Using the criteria presented in the Manual, the current and future transit levels of
service were determined.
Current travel time factors were calculated for both transit and automobile trips to Fort
Collins High School, Foothills Fashion Mall, the CSU Transit Center, and the down-
town area as defined in the Manual. Bus travel times and transfer times were ex-
tracted from the current Transfort bus schedule brochure. Auto travel time assumed a
20-mile per hour travel speed. Auto related park and walk times were assumed to
total 5 minutes. Current travel times for bus and auto traffic were estimated and
resulted in a travel time factor of 1.86.
By 2015, it is expected that weekday service hours will be extended to at least ac-
commodate any growth in demand. With the high frequency transit corridor designa-
tion along College Avenue and the Burlington -Northern transit corridor planned in the
vicinity of McClelland Street, improved headways, travel times and extended service
hours can be anticipated. This will result in future LOS "A" as shown on Table 3.
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11
IX. BICYCLE FACILITIES
A. Existing Conditions
Swallow Road has on -street bicycle lanes and borders the Dellenbach development
on the north. These lanes connect to established bicycle routes on McClelland Drive.
Excellent connectivity is therefore provided in both the north -south and east -west
directions.
1J
B. Levels of Service
' The City of Fort Collins defines level of service based upon connectivity of the site to
Iexisting and planned bicycle facilities. In this instance, the site abuts existing bicycle
lanes on Swallow Road, which connect to bicycle lanes on McClelland Drive. This
results in level of service 'A' being realized both currently and in the future. The
bicycle level of service work sheet is presented on Table 2.
X. TRANSIT
' A. Existing Conditions
Transit stops are currently located in the vicinity of the College Avenue — Swallow
rRoad intersection. Bus route 1 provides 30-minute service to this location. Service is
available from 6:24 A.M. to 7:18 P.M., which is about 13 hours per day. The current
peak load factor is less than 1.20 for a representative weekday peak hour.
C
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Pedestrian facilities have been installed under several editions of City design stan-
dards. This has resulted in varying sidewalk widths and locations; however, all facili-
ties were determined in generally good condition. Pedestrian ramps are available at
all intersections with the exception of those currently adjacent to the Dellenbach
property. Vegetation overgrowth has limited the effective width of the available
sidewalks. Traffic signals facilitate crossing on College Avenue at key intersections.
B. Planned Improvements
The planned pedestrian system adjacent to the Dellenbach development will be
relocated and brought into conformance with current City criteria. Additionally, the
external pedestrian system will accommodate and compliment the integration of
pedestrians into the site. These improvements will maximize porosity both within the
site and with the established pedestrian routes serving the local area.
C. Levels -of -Service
The City of Fort Collins multi -modal transportation Level -of -Service Manual (the
Manual) was used to assess both current and future pedestrian conditions. It was
determined that the site fits the "activity corridor" classification. This is attributed to
the proximity of the site to College Avenue. These classifications provide the basis for
determining minimum level of service criteria. Five factors were assessed under
current and future conditions. Based upon the investigations into current and future
pedestrian levels of service, it appears that acceptable levels of service are currently
being experienced with one exception, that being, the lack of pedestrian ramps along
the sidewalk system adjacent to the east side of the site. This will be improved in
conjunction with the Dellenbach project. The current and proposed pedestrian level of
service worksheet is presented on Table 1.
1
23
1
1
I
1
1
1
1
1
1
1
1
1
1
1
1
1
SHORT-TERM TOTAL TRAFFIC OPERATING CONDITIONS
INTERSECTION
CONTROL
MOVEMENT
LEVEL OF SERVICE
WKDY
PM
SAT
PM
College Avenue — Swallow Road
Signal
EB
C
C
WB
C
D
NB
C
C
SIB
C
D
:Overall
C
C:°
College Ave. — Right Turn Access
Stop
EB RT
B
B
Overall
A
A
College Avenue — Foothills Pkwy
Signal
EB
C
D
WB
D
D
NB
C
D
SIB
C
C
Overall`=-
C =
-C
As shown above, acceptable operations are expected under all traffic volume sce-
narios with the existing roadway geometry. Capacity sheets are in Appendix E.
VIII. PEDESTRIAN FACILITIES
A. Existing Conditions
The existing sidewalk system was field reviewed within 1,320 feet of the Dellenbach
Subaru site. Particular attention was given to trips to the various commercial entities
along the College Avenue corridor.
I
22
P
I
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1
SHORT-TERM BACKGROUND TRAFFIC OPERATING CONDITIONS
INTERSECTION
CONTROL
MOVEMENT
LEVEL OF SERVICE
WKDY
PM
SAT
PM
College Avenue — Swallow Road
Signal
EB
C
C
WB
C
C
NB
C
C
SB
C
D
QVerall
C
College Avenue — Foothills Pkwy
Signal
EB
C
D
WB
D
D
NB
C
D
SB
C
C
Overall
'C: "
C . •:, ;
ICapacity worksheets are presented in Appendix D.
Operating conditions with Dellenbach Subaru fully operational were assessed using
current roadway geometry and the traffic volumes shown on Figure 9. Resultant
levels of service are shown below.
I
I
I
I
21
I
I
I
I
I
I
I
I
EXISTING TOTAL TRAFFIC OPERATING CONDITIONS
INTERSECTION
CONTROL
MOVEMENT
LEVEL OF SERVICE
WKDY
PM
SAT
PM
College Avenue — Swallow Road
Signal
EB
C
C
WB
C
C
NB
B
C
SB
C
C
Overall
,C
C
College Avenue — Foothills Pkwy
Signal
EB
C
D
WB
D
D
NB
B
D
SB
C
C
Overall
C
'D,'
This represents the worse case from a site traffic impact standpoint. It was deter-
mined that operating conditions will be acceptable with the Dellenbach Subaru project
developed and that operating conditions at both intersections will be virtually identical
to current conditions. Capacity worksheets are presented in Appendix C.
C. Short -Term Operating Conditions
Operating conditions were assessed with background traffic and with total traffic.
Total traffic includes full development of the Dellenbach project. Using traffic volumes
from Figure 7 and current roadway geometry, baseline conditions were established.
'
Background levels of service (without Dellenbach Subaru) were calculated at both the
Foothills Parkway and Swallow Road intersections with College Avenue. This re-
sulted in the operating conditions indicated below.
I
1 20
I
I
A. Auxiliary Lane Requirements
As shown on Figure 6, traffic associated with Dellenbach Subaru will typically add 5 or
fewer vehicles per hour at each access to the adjacent street system. This is consid-
ered insignificant and not worthy of further consideration.
The proposed right turn access to and from College Avenue is consistent with the
Access Control Plan for this section of College Avenue. Design issues related to that
access will be discussed later in this report.
r
IB. Existing Total Traffic Conditions
Capacity analyses were conducted to assess existing total traffic conditions at the
College Avenue — Swallow Road and Foothills Parkway — College Avenue intersec-
tions. Total traffic includes background traffic supplemented by buildout site traffic.
Operating levels of service were calculated using the existing roadway geometry (as
shown on Figure 3), existing traffic controls, and the traffic volumes presented on
Figure 8. These procedures indicate the following levels of service could be expected
jin
1998 if the Subaru development was built and fully occupied.
I
1
I
1 19
Swallow
Access
Foothills
LEGEND: Weekday PM/Saturday PM
NOTE: Rounded to Nearest 5 Vehicles.
0
�
o
N CO
LO
Se US
o r� L
185/250
I305/160
i
150/135
85/100 --/4
260/220 —►
220/205 —),
l
45/20 —),
0
LO
rn o
N
p)0�
O 0
60/70 1
50/55
75/80
0
U
190/230
— 50170
j— 170/345
9
Not To Scale
Figure 9
SHORT-TERM (2003)
TOTAL TRAFFIC
18
o
M
O O
Se
in LO M
— 165/225
Not To Scale
co
1
�— 270/135
140/125
Swallow
95/95
—�4
1
230/200 0
175/180
m Mro C
� Co
N L
co
co
N
0
U
O
LO
r-LO
LO O0 M
_,0)
rn
u' o
N
170/205
40/55
150/305
♦
Foothills
50/40
1
40/60
65170
tz 00 M
M"o
Lf)rn
M
LEGEND: Weekday PM/Saturday PM
NOTE: Rounded to Nearest 5 Vehicles. Figure 8
EXISTING TOTAL TRAFFIC
17
Ln
�o
N CO
r- L
185/255
Not To Scale
00
1
— 320/175
1
35/120
Swallow
85/100 `4
1
260/295 0
140/175
CD 0
Q N
0
Oo6,
Nco
CD
O
N
I
0
U
to
N
O O
N
S L
o co
190/230
50/65
♦
t� 170/345
Foothills
60/70 4
1
50/55 0
70/80
Ec? o v
Lo
(NU.)
LEGEND: Weekday PM/Saturday PM
Figure 7
NOTE: Rounded to Nearest 5 Vehicles.
SHORT-TERM (2003)
BACKGROUND TRAFFIC
16
B. Background Traffic Volumes
'
Background traffic volumes were developed using an annual growth rate of 2 — 3
percent per year. This factor was applied to existing traffic volumes to approximate
short-term conditions.
Short-term conditions reflect the year 2003. By this time, the Dellenbach Subaru
project will be fully operational for about three or four years. Short-term background
traffic volumes are shown on Figure 7. These volumes reflect the proposed changes
to the frontage road, however, have not been revised downward to reflect less traffic
generated by the Subaru dealership over the current restaurant use. This reduction
approximates the expansion of the other Dellenbach dealerships, which has been
previously approved and is about to commence.
Two traffic volume estimates were developed which include site -generated traffic.
They are: 1) existing total traffic (existing plus site traffic) and 2) short-term total
traffic. These estimates are shown on Figures 8 and 9 for the existing total traffic and
short-term total traffic scenarios.
VII.TRAFFIC IMPACTS
In order to assess operating conditions with the modified street system and the Del-
lenbach Subaru development fully operational, capacity analyses were conducted at
�.
the College Avenue — Swallow Road and Foothills Parkway — College Avenue inter-
sections. Prior to performing the analyses, the site access was reviewed from a traffic
volume and turning movement standpoint. Where deemed necessary, warrants were
applied to assess the need for additional lanes. The results of this review are dis-
cussed in the following section.
1 15
[1
i
11
E]
I
i
I
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pj
i
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nom = Nominal
1 NOTE: Rounded to Nearest 5 Vehicles.
Figure 6
SITE TRAFFIC
1 14
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r-a
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t
I
Figure 5
SITE TRAFFIC DISTRIBUTION
13
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11
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I
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As shown above, the existing use is generating 43 weekday afternoon peak hour
trips, 80 Saturday peak hour trips, and 521 trips per day.
A comparison of the existing and proposed land uses indicates that Dellenbach
Subaru will generate 15 fewer weekday afternoon peak hour trips, 50 fewer Saturday
peak hour trips, and 146 fewer trips per day.
C. Trip Distribution
Trip distribution is a function of the origin and destination of site users and the avail-
able roadway system. In this case, site traffic must use McClelland Drive, Swallow
Road or College Avenue to access the site. Approximate site traffic distributions are
shown on Figure 5. Weekday and Saturday afternoon peak hour traffic resulting from
the distribution is presented on Figure 6.
VI. FUTURE CONDITIONS
A. Roadway Improvements
No significant roadway improvements are planned in the area of the site in the short-
term. When and if improvements are made is largely speculative and cannot be
reasonably estimated. For analysis purposes, any widening is assumed to occur well
beyond the time frame considered in this study.
12
� unto +,
ndvans HaveN3113a
�sn
. .._.._....._._......... _•_... ......... _._,._------- _�...._. .... _...........__._._. a
College Avenue
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11
plished via internal drive aisles. Site access for the Dellenbach dealerships is pro-
posed via the right turn access to College Avenue and full movement driveways to
Swallow Road (240 feet west of College) and McClelland Drive (at a previously
' approved location). These access points are all intended for public use. A concept
plan is presented on Figure 4.
1
1
11
B. Site Traffic
Site traffic was estimated using Institute of Transportation Engineers (ITE) publication,
"Trip Generation, 6th Edition", a nationally recognized reference. The new car sales
land use category was selected. This category is identical to the proposed develop-
ment. Resultant trips associated with the Dellenbach Subaru project are as indicated
below.
Weekday
PM Peak Hour
Saturday Peak Hour
Land Use
Size
Rate
Trips
Rate
In
Out
Rate
In
Out
New Car Sales
10,000 S.F.
37.50
375
2.80
11
17
2.97
15
15
As shown above, the Dellenbach Subaru development is expected to generate 28
weekday afternoon peak hour trips, 30 Saturday peak hour trips, and 375 trips per
day. These trips are considered minor.
Since the site is currently being used to accommodate a Round -the -Corner restau-
rant, traffic associated with the current use was calculated using ITE trip generation
rates. Current site traffic is shown below:
Weekday
PM Peak Hour
Saturday Peak Hour
Land Use
Size
Rate
Trips
Rate
In
Out
Rate
In
Out
Restaurant
4,000 S.F.
130.34
521
10.86
26
17
20.00
50
30
I
10
EXISTING OPERATING CONDITONS
INTERSECTION
CONTROL
MOVEMENT
LEVEL OF SERVICE
WKDY
PM
SAT
PM
College Avenue — Swallow Road
Signal
EB
C
C
WB
C
C
NB
B
C
SB
C
C
Overall
C
C
College Avenue — Foothills Pkwy
Signal
EB
C
D
WB
D
D
NB
B
D
SB
C
C
Overall;
C
D
Per City standards, overall level of service 'E' is defined as acceptable for arterial
streets. As shown above, all intersections currently operate at level of service 'D' or
better during peak hour periods. Capacity work sheets are in Appendix B.
V. DEVELOPMENT ISSUES
A. Project Description
Dellenbach Subaru will be a 10,000 square foot building with service, parts, office,
and showroom space. It will be built as soon as practical with completion expected by
1999.
The Subaru facility will interface with the other dealerships and provide compatible
and consistent internal circulation to and through each area. This will be accom-
Foothills Parkway
® Raised Median
Figure 3
CURRENT ROADWAY GEOMETRY
A
O
rn�
r- LO �
164/224
Not To Scale
y
281/155
i
120/104
Swallow
75/89
I
1
232/196 --►
125/153 —),
M CV) C
r r
N co
r �
M
r
v
O
r- co
r 0)
LO COLO
N m o
k -- 168/204
42/57
152/306
♦
Foothills
51/41�
41/59
64/72
e CO rn
C14\ (M
� O
O
O
Cf)
r
LEGEND: Weekday PM/Saturday PM
Figure 2
EXISTING TRAFFIC
7
Ci
1
I
I
1
traffic via an internal circulation system connecting the various Dellenbach dealer-
ships. McClelland Drive is expected to provide secondary site access. This arterial
roadway currently serves some 7,500 vehicles per day.
B. Surrounding Land Uses
The Dellenbach Subaru site is currently occupied by a Round -the -Corner restaurant.
Other land uses surrounding the site are primarily commercial as is typical along this
section of College Avenue. NAPA auto parts abuts the site to the west, however,
cross access between the two sites is physically restricted.
C. Existing Traffic Conditions
Weekday afternoon and Saturday afternoon peak hour traffic counts were conducted
at key intersections as part of the Frontage Road Abandonment Study. This informa-
tion is presented on Figure 2. It represents conditions with the Frontage Road par-
tially abandoned from Swallow Road to the south. The distribution of Frontage Road
traffic to the adjacent street system is reflected. Observation has indicated that
frontage road traffic is mostly comprised of vehicles using the frontage road in lieu of
College Avenue. Adjustments have been made to reflect these patterns.
D. Existing Traffic Operations
Highway Capacity Manual procedures were used to quantify current intersection oper-
ations. Resultant levels of service (LOS) are indicated below for both weekday and
Saturday peak hour conditions at the Foothills Parkway and Swallow Road intersec-
tions with College Avenue. Traffic volumes from Figure 2 were loaded onto the
current roadway geometry shown on Figure 3.
C.
IV. EXISTING CONDITIONS
A. Existing Road Network
The Subaru site is located in the southwest corner of the College Avenue — Swallow
Road intersection. The site is bordered on the east by College Avenue Frontage
Road and on the north by Swallow Road. The Dellenbach complex extends to
McClelland Drive.
College Avenue is an arterial roadway having three lanes in each direction. It is the
major north -south arterial roadway in the City of Fort Collins, extends significant
distances in both directions, and intersects other arterial streets. Recent daily traffic
on College Avenue is in the range of 45,000 vehicles per day. The posted speed limit
is 40 miles per hour. It typically has auxiliary lanes at all key intersections.
Swallow Road is an east -west roadway that currently has one lane, a bicycle lane,
and parking in each direction. It is a two-lane collector roadway according to the City
of Fort Collins Master Street Plan. Swallow Road carries an estimated 11,000 —
12,000 vehicles per day, west of College Avenue. The posted speed limit is 25 miles
per hour.
The College Avenue — Swallow Road intersection is currently under traffic signal
control. Pedestrian phasing is available across all legs of this intersection.
Foothills Parkway is an east -west street serving the area to the south of the site. It
extends short distances east and west of College Avenue with its primary purposes
being the provision of access to Foothills Mall to the east of College Avenue and to
the other businesses to the west of College Avenue.
McClelland Drive is a minor arterial roadway, which abuts the Dellenbach property on
the west. While it does not directly abut the Subaru site, it will be available to Subaru
G�
I
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[1
III. AGENCY DISCUSSIONS
Prior to undertaking this study, a scoping session was held with Eric Bracke. During
that discussion, it was determined that an abbreviated transportation impact study
was appropriate. Key items of agreement and direction are identified below.
• The Frontage Road Abandonment Study should be folded into the Trans-
portation Impact Study (TIS) and the TIS should build upon and refine that
study.
• A full assessment of pedestrian, bicycle, and transit levels of service needs
to be conducted since these items were not addressed in the Frontage
Road Abandonment Study.
• The College Avenue — Swallow Road, College Avenue — right turn access
and College Avenue — Foothills Parkway intersections should be investi-
gated. Weekday afternoon peak hour and Saturday afternoon peak hour
conditions should be investigated. Other intersections and access points
are considered negligible.
• An assessment of existing and future short-term conditions is appropriate.
The short-term was identified as five years into the future or 2003. No long-
term analysis was deemed necessary.
• Traffic growth on College Avenue in the range of 2 — 3 percent per year is
reasonable.
The above items are included or addressed in the following sections of this report.
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II. PROJECT BACKGROUND
The relocation of Dellenbach Subaru is the latest effort to consolidate and upgrade
the dealerships under the Dellenbach umbrella in the southwest corner of the Swallow
Road — College Avenue intersection. The first step in this process was an exploratory
effort to assess the City and CDOT's reactions to the proposed abandonment of the
College Avenue west frontage road. A study was conducted to assess the transpor-
tation impacts of the abandonment. Two abandonment scenarios were assessed:
the first being abandonment of the frontage road from the Dellenbach property to
Swallow Road and the other being elimination of the frontage road between Swallow
Road and Foothills Parkway. Businesses having access to the frontage road are
Round -the -Corner restaurant, the Dellenbach dealerships, and First Bank. In con-
junction with the abandonment of the frontage road, right turn in and out access to
College Avenue was pursued.
The abandonment study was presented to the City and CDOT in December 1997.
Both the City and CDOT responded favorably to the abandonment proposals and the
right turn access to College Avenue. Based upon this response, an effort to purchase
the Round -the -Corner restaurant was initiated. The current development proposal
replaces the restaurant with Dellenbach Subaru. As part of the plan, the frontage
road will be abandoned between Swallow Road and the access to College Avenue.
South of this point, it is expected to remain a public road until such time that develop-
ment or re -development occurs on the First Bank site. At that time, First Bank may or
may not request abandonment.
A copy of the body of the Frontage Road Abandonment Study is presented in Appen-
dix A.
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SITE
SWALLOW ROAD
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Figure 1
VICINITY MAP
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I. INTRODUCTION
Dellenbach Subaru is an automobile dealership planned in the southwest corner of
the College Avenue and Swallow Road intersection in Fort Collins, Colorado. A
vicinity map is presented on Figure 1.
This transportation impact study follows the established guidelines for such studies as
are applicable and appropriate to the proposed project. The following key steps were
undertaken as part of this study.
• Obtain current traffic and roadway data in the immediate area of the site.
• Evaluate current operations to establish base conditions.
• Determine site generated traffic volumes and distribute this traffic to the
nearby street system.
• Estimate roadway traffic volumes for future conditions.
• Evaluate operations with Dellenbach Subaru fully operational under existing
and future conditions.
• Inventory, evaluate, and assess the pedestrian, bicycle, and transit net-
works serving the site.
• Identify deficiencies and recommend measures to mitigate the impact of
site generated traffic and enhance the alternate travel mode systems as
appropriate.
Key areas of investigation are documented in the following sections of this transporta-
tion impact study.
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List of Tables
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Table 1
Pedestrian LOS Worksheet........................................................................24
Table 2
Bicycle LOS Worksheet..............................................................................26
Table3
Transit Worksheet......................................................................................
28
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List of Figures
Figure1
Vicinity Map...............................................................................................2
Figure 2
Current Peak Hour Traffic.........................................................................
7
Figure 3
Current Roadway Geometry ......................................................................8
Figure4
Concept Plan...........................................................................................11
Figure 5
Site Traffic Distribution............................................................................13
Figure6
Site Traffic...............................................................................................14
Figure 7
Short -Term Background Traffic...............................................................16
Figure 8
Existing Total Traffic................................................................................17
Figure 9
Short -Term Total Traffic..........................................................................18
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XI.
A.
B.
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C.
D.
XII.
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DESIGNISSUES................................................................................................29
Access Control Plan........................................................................................
29
1998 Access Code..........................................................................................
29
CurrentConditions...........................................................................................30
Discussion.......................................................................................................
31
CONCLUSIONS..............................................................................................
31
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Table of Contents
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List
of Tables................................................................................................................6
I.
INTRODUCTION...................................................................................................1
II.
PROJECT BACKGROUND...................................................................................3
III.
AGENCY DISCUSSIONS.....................................................................................4
IV.
EXISTING CONDITIONS......................................................................................5
A.
B.
Existing Road Network......................................................................................
Surrounding Land Uses
5
.....................................................................................6
C.
V.
Existing Traffic Conditions.................................................................................6
DEVELOPMENT ISSUES
.....................................................................................9
A.
Project Description............................................................................................
9
B.
Site Traffic.......................................................................................................10
C.
Trip Distribution...............................................................................................12
VI.
FUTURE CONDITIONS......................................................................................12
A.
Roadway Improvements..................................................................................12
B.
Background Traffic Volumes...........................................................................15
VII.
TRAFFIC IMPACTS........................................................................................15
A.
Auxiliary Lane Requirements...........................................................................19
B.
Existing Total Traffic Conditions......................................................................19
C.
Short -Term Operating Conditions....................................................................20
VIII.
PEDESTRIAN FACILITIES.............................................................................22
A.
Existing Conditions..........................................................................................22
B.
Planned Improvements....................................................................................23
C.
Levels-of-Service.............................................................................................23
IX.
BICYCLE FACILITIES.........................................................................................25
A.
Existing Conditions..........................................................................................25
B.
Levels of Service.............................................................................................
25
X.
TRANSIT.............................................................................................................25
A.
Existing Conditions..........................................................................................25
B.
Planned Improvements....................................................................................27
C.
Levels of Service.............................................................................................
27
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Transportation Impact Study
DELLENBACH SUBARU
Fort Collins, Colorado
Prepared For:
Dellenbach Subaru
c/o The Architects Studio
117 E. Mountain Avenue
Fort Collins, CO 80534
Prepared By:
Eugene G. Coppola
P. O. Box 260027
Littleton, CO 80127
303-792-2450
August 14, 1998