HomeMy WebLinkAboutCIVIC CENTER PARKING STRUCTURE - PDP - 35-98 - SUBMITTAL DOCUMENTS - ROUND 2 - TRAFFIC STUDYCHERRY
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FUTURE CIVIC
CENTER PROJECT
LOCATIONS
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TABLE 2 (continued)
ESTIMATED TRIP GENERATION
Larimer County Projects
no
� m1 m a m
AM Peak Hour
Noon Peak Hour
PM Peak Hour
Land Use
Units
ITE
ADT
In
Out
Tot
In
Out
Tot
In
Out
Tot
Code
Larimer Cty
290emp
730,
2,616
199
30
229
95
95
190
118
262
380
Justice Center
+vistor
733
542
45
5
50
28
28
56
19
43
62
Total
3,158
244
35
279
123
123
246
137
305
442
Larimer Cty
500emp
730,
2,299
173
25
198
28
28
56
107
239
346
Old
-existng
733
Courthouse
Office at
25 KSF
710
275
34
5
39
8
8
16
6
31
37
Mtn/Howes
Retail at
5 KSF
820
146
2
2
4
3
3
6
6
7
13
Mtn/Howes
Sub Total
5,878
453
67
520
162
162
324
256
582
838
Larimer County
Saint Joseph's School
Land Use
Units
ITE
ADT
AM Peak Hour
Noon Peak Hour
PM Peak Hour
In
Out
Tot
In
Out
Tot
In
Out
Tot
Code
Saint Joseph's
136 std
242
68
68
136
5
5
10
8
11
19
School
15 staff
30
15
0
15
0
2
2
1
1
2
Total
272
83
68
151
5
7
12
9
12
21
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Security The pedestrian level of service guideline indicate that to achieve a LOS of B,
there should be good lighting levels and unobstructed lines of sight. Most of
' the study area has very good lighting and pedestrians are clearly visible to
opposing motorist. However, the following areas do not achieve this LOS B
standard.
- College Avenue and Olive Street, the landscaped median area did pose a
slight obstruction of pedestrians during the evening. Maintenance of the low
growing shrubs within the median to a minimum height would improve visibility.
- College Avenue and LaPorte Avenue, the landscaped median area does not
provide good visibility.
- College Avenue and Cherry Street, the lighting levels at this intersection are
limited. The lights are not located directly at the intersection and therefore the
visibility of pedestrians is poor. Relocation of the lights or a combination of
signal pole and light fixture are measures which could improve the lighting
levels.
- Mason Street and Magnolia Street, this location has two lights however they
are both located on the south side of Magnolia Street and therefore lighting
levels on the north side are limited.
- Howes Street and Cherry Street, this location currently has only one light and
it does not provide good lighting levels.
- Howes Street and Maple Street, the location currently has only one light and
it does not provide good lighting levels.
The Pedestrian LOS Worksheets are provided in Appendix F. As indicated in the worksheets,
the gaps in the sidewalk system result in a poor level of service with regards to continuity.
As mentioned above the street crossing could be performed at signalized intersections or stop -
controlled intersections. However, additional crosswalks might be necessary to accommodate
pedestrians.
IBICYCLE LEVEL OF SERVICE
i� There are bicycle facilities within the study area. The City of Fort Collins, as stated in their
Muitimodai Level of Service Manual, requires that downtown areas achieve a minimum level
of service for bicycle facilities of B. There are some areas where the existing bicycle facilities
do not satisfy this goal due to the following: discontinuous sections, narrow travel lanes, and
lanes adjacent to diagonal parking. These areas are described below:
- On the east side of Mason Street between Oak Street and Mountain Avenue, the
bicycle lane is discontinuous due to the on -street diagonal parking. One Mason Street,
the bike lane is reoriented to the west side of Mason Street from Oak to Cherry.
36
IX. CONCLUSIONS
This study assessed the potential impacts of developing several projects within the Civic
Center area of downtown Fort Collins, Colorado. As a result of the analysis, the following
conclusions were drawn:
' The potential impacts of the proposed project were evaluated at the following intersections:
College Avenue at Cherry/Willow Streets, College Avenue and Maple/Jefferson Streets,
College Avenue and LaPorte Avenue, College Avenue and Mountain Avenue, College Avenue
' and Olive Street, College Avenue and Magnolia Street, Mason Street and Cherry Street, Mason
Street at Maple Street, Mason Street and LaPorte Avenue, Mason Street and Mountain
Avenue, Mason Street and Oak Street, Mason Street and Olive Street, Mason Street and
' Magnolia Street, Howes Street and Cherry Street, Howes Street and Maple Street, Howes
Street and LaPorte Avenue, Howes Street and Mountain Avenue, Howes Street and Oak
Street, Howes Street and Olive Street, and Howes Street at Magnolia Street.
' The traffic impact analyses were performed for existing conditions and the long range future,
representing Year 2018. Future background traffic conditions without the project and total
traffic conditions, with completion of the proposed project, were evaluated.
Under existing conditions each of the study intersections are currently operating at an
acceptable level of service with the exception of selected movements at College/Magnolia and
Mason/Magnolia. At College/Magnolia, during the noon peak hour, the northbound left -turn
experiences long delays, as noted in Table 1, with the addition of a left -turn phase, this
intersection would operate at acceptable levels. At the Mason/Magnolia intersection the
eastbound left-turn/through movements experience long delays during the noon peak hour.
The overall intersection operations during the noon peak hour are acceptable.
After completion of the proposed Civic Center projects, an improvement plan was prepared
to address the potential impacts of the proposed projects. The plan includes improvement
measures to address vehicular traffic, pedestrians, and bicyclist. Suggested design guidelines
are also provided for each of the Civic Center projects. The recommended improvements are
presented in Chapter VIII.
An analysis of the future parking demand and supply in the study area was performed. This
analysis was based upon previous parking studies and estimates of parking demand for each
of the proposed Civic Center projects. Based upon the results of this analysis, several of the
Civic Center projects, specifically the library and the additional government related building,
must satisfy their respective parking demands. With the addition of the 905 space Civic
Center Parking Structure, it is estimated that there will be a deficit of approximately 138
parking spaces surrounding the Civic Center projects.
56
DESIGN GUIDELINES FOR THE TRANSIT CENTER
' The pedestrian flows to and from the transit center should be focused at the
intersections of Mason Street at LaPorte Avenue and Maple Street. Between these to
' intersections landscaping buffers or other feature would be beneficial to discourage
midblock crossings. This design should also consider the need of Kiss-n-Ride patrons
whom will need access from the drop-off area along Mason Street to the buses.
DESIGN GUIDELINES FOR THE CURRENT COURTHOUSE
' Currently several individuals were observed crossing Mountain Avenue at mid -block
from the current courthouse north to other county offices. As the Civic Center projects
' are completed, traffic on Mountain Avenue will increase, and demand for parking will
be greater. The area surrounding current courthouse should be designed to focus
pedestrians to the intersections of Mountain at Howes and Mason Streets.
' Location of bicycle storage should consider ramps from the bicycle lanes on Howes
Street.
DESIGN GUIDELINES FOR THE LIBRARY AND OTHER GOVERNMENT OFFICE BUILDING
' The parking demand created by these projects must be accommodated on -site. The
Civic Center Parking Structure does not have capacity to support these two facilities.
' Similar to the other proposed projects, a strong link for both pedestrian traffic and
bicycle traffic should be incorporated into the design of the Library and the additional
government office building.
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1
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REMINGTON
COLLEGE
lura*911,111
4
HOWES
40Z
NO SCALE
PROPOSED MAGNOLIA STREET STRIPING
54
Figure 15
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COLLEGE
MASON
HOWES
MELDRUM
40Z
NO SCALE
PROPOSED MOUNTAIN AVENUE STRIPING
53
Figure 14
___j
COLLEGE
MASON
HOWES
MELDRUM
4 Z
NO SCALE
PROPOSED LAPORTE AVENUE STRIPING
52
Figure 13
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Provide east/west bicycle facilities on the following roadways: LaPorte Avenue
between College Avenue and Meldrum Street, Mountain Avenue between Meldrum
Street and Mason Street, and Magnolia Street between Remington and Howes Street.
The proposed LaPorte Avenue plan is depicted on Figure 13, Mountain Avenue on
Figure 14, and Magnolia Street on Figure 15. These east/west bicycle facilities will
require restriping of these roadways and parking removal.
DESIGN GUIDELINES FOR THE CIVIC CENTER PARKING STRUCTURE
The design of the 905 space Civic Center Parking Structure should take into account the
following guidelines.
The pedestrians exiting/entering the structure and traveling to the west should be
focused to the intersection of Mason Street at LaPorte Avenue. If a large amount of
pedestrian activity is focused at the proposed Mason Street access, this could lead to
a high level of mid -block crossings.
The location of bicycle lockers should be near the intersection of Mason Street at
LaPorte Avenue. A cyclist should be able to access the structure at this location, with
a curb ramp, rather than sharing access at the vehicular driveways.
The two proposed access driveways, one from Mason Street and one from LaPorte
Avenue should be designed for full access.
DESIGN GUIDELINES FOR THE JUSTICE CENTER
Pedestrian access to the Justice Center must be focused at the intersection of Mason
Street and LaPorte Avenue. This design will minimize the desire of pedestrians to cross
Mason Street at a midblock location.
Bicycle access to the Justice Center should be designed such that bike stands and
other storage areas are located in areas which are easy for cyclist to access from
Maso.n and Howes Street and LaPorte Avenue, and minimize potential for
bicycle/pedestrian conflicts.
DESIGN GUIDELINES FOR THE CITY OF FORT COLLINS BUILDING
The primary pedestrian access should be located at the intersection of Mason Street
and LaPorte Avenue. Other pedestrian access north of LaPorte Avenue should be
carefully designed such that midblock crossings to the future Transit Center are
minimized.
Bicycle access should provide easy access to both Mason Street and LaPorte Avenue.
The potential for bicycle/pedestrian conflict should be minimized.
51
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NO SCALE
MOUNTAIN
OAK
OLIVE
ZTACI.`r•111".
PROPOSED MASON STREET STRIPING Figure 12B
50
CHERRY
MAPLE
4
LAPORTE
u
MOUNTAIN
OAK -L
PROPOSED MASON STREET STRIPING
49
N
NO SCALE
Figure 12A
` BICYCLE FACILITY IMPROVEMENTS
The following improvements are suggested to facilitate bicycle traffic within the study area.
The striping and width along Mason Street should be modified as shown on Figures
12A and 1213. This plan would allow for a continuous bicycle lane on the east side of
Mason Street within the entire study area. This plan also allows for bicycle lanes on
both sides of the roadway between Mountain Avenue and Cherry Street.
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On Mountain Avenue, install a pedestrian refuge area for pedestrians crossing Mountain
at Mason Street on both sides and at Howes Street on the east side.
rImproved railroad crossing at the three intersections noted above. This improvement
would require the installation of a rubberized or concrete crossing and should be
coordinated with the design of the enhanced crosswalks.
On Mason Street between Cherry Street and Maple Street, a sidewalk should be
' constructed on both sides of the roadway.
On Howes Street the existing sidewalks should be improved to satisfy standards
between Cherry and Mason Streets.
On Maple Street between College Avenue and Howes Street construct sidewalks on
' the north side.
Improve pedestrian walkways which are indicated as not meeting the LOS standards
for visual interest and amenity by adding street trees or other landscaping, weeding
overgrown areas, and utilizing a more appealing fencing material or using landscaping
as screening at the following locations:
'
- Mason Street between Cherry Street and LaPorte Avenue
- Howes Street between Cherry Street and Maple Street
- Cherry Street between Howes Street and College Avenue
- Maple Street between Howes Street and College Avenue
- LaPorte Avenue on the northside between Howes and Mason Streets
- Mountain Avenue on the northside between Howes and Mason Streets (adjacent to
parking lots)
Improve the current security levels which do not satisfy the LOS standards set forth
by the City of Fort Collins for the downtown area. The security LOS B standard
requires good lighting levels and unobstructed lines of sight. The following
intersections require improvements to achieve this standard:
t-
College Avenue and Olive Street - improve visibility by lowering height of center
median landscaping.
College Avenue and LaPorte Avenue - improve visibility within the center median by
eliminating excess and overgrown landscaping.
- College Avenue and Cherry Street - improve lighting at intersection by relocating
existing lights closer to the intersection.
Mason Street and Magnolia Street - improve lighting on the north side by adding an
additional light.
'
- Howes Street and Cherry Street - add a light to this intersection.
- Howes Street and Maple Street - add a light to this intersection.
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Vill. RECOMMENDATIONS
A plan of proposed improvements required to maintain acceptable levels of service for the
transportation system surrounding the Civic Center projects was developed. These
recommended improvements include the transportation areas previously identified in this study
namely to improve vehicular, pedestrian, and bicycle operations within the study area. In
addition, where appropriate, development guidelines are set forth for each of the Civic Center
projects to guide site development such that it supports the recommended improvements and
enhances the flow of each of the transportation modes.
IMPROVEMENTS RELATED TO VEHICULAR TRAFFIC OPERATIONS
' The following improvements are suggested to maintain acceptable intersection operations at
the study intersections.
After completion of the proposed Justice Center and the City of Fort Collins building,
lengthen the northbound left -turn lane on College Avenue at LaPorte Avenue from it's
current 50 feet to 100 feet. This will require the removal of 3 parking spaces.
After completion of the proposed Civic Center projects, additional of a northbound left -
turn phase at the intersection of College Avenue and Maple/Jefferson.
In the long range future, signalization of Mason Street at Maple Street.
In the long range future, signalization of Mason Street at Magnolia Street.
As a part of the proposed Parking Structure, a westbound left -turn lane should be
installed at the LaPorte Avenue entrance. This lane should be installed within the
existing median. The median should be extended to the west adjacent to the left -turn
lane. The lane should be 150 feet in length.
PEDESTRIAN FACILITY IMPROVEMENTS
Several improvements are suggested to provide acceptable levels of service for pedestrians
visiting the proposed projects.
- Install marked pedestrian crosswalks at Mason Street and Cherry Street, Howes Street
at Cherry Street, and Howes Street at Maple Street.
' - Enhanced crosswalks should be installed at Mason Street and LaPorte Avenue, Mason
Street and Mountain Avenue, and Mason Street at Maple Avenue. These enhance
crosswalks could be achieved with stamped colored concrete boarders with striping in
the center on colored concrete. Special consideration should be given to the area
where the railroad exists.
' 46
IPARKING DEFICIT
A comparison of the future total new parking demand of 1,543 spaces and the supply of 703
parking spaces indicates a future deficit of 840 parking spaces. It is apparent from this
analysis that several of the proposed projects must be required to provide parking for their
projected demand on -site. This conclusion is consistent with the findings presented within
the Downtown Parking Plan and those within the Downtown Civic Center Master Plan,
prepared by Balloffet and Associates Inc. and Calthorpe Associates, July 1996. The
Downtown Civic center Master Plan called for approximately 7 parking structures to
accommodate the future Civic Center projects.
As stated earlier in the description of each project, it was assumed that the proposed library
and government related office building would each satisfy their parking demand by supplying
parking on -site or near the project site. If these two projects were to satisfy their parking
demands, the total new demand for each of the remaining Civic Center projects included in
this study would be for 870 spaces, as indicated in Table 6. The estimated supply of 698
spaces would then result in a deficiency of 167 parking spaces.
It is important to note that each of the above referenced studies also include other strategies
which are needed and should be implemented to address the future parking demand. These
include such actions as bicycle lockers in the proposed transit center to serve bicycle
commuters, implementation of the TDM tools outlined in the City's Congestion Management
Plan, expansion of controlled access parking facility and hourly payment system to reduce the
amount of under -used parking supply, and establishment of a transportation monitoring
program for Downtown to monitor effectiveness of the measures undertaken as part of the
ICongestion Management plan.
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TABLE 7
AVAILABLE PARKING SUPPLY
DISTRICTS 2,3,6
District
Existing
Capacity
(spaces)
Maximum
Usable Supply
(spaces)
Current
Peak Demand
(spaces)
Available
Supply
(spaces)
2
769
654
454 (59% utilization)
200
3
346
294
263 (76% utilization)
31
6
937
796
684 (73% utilization)
112
Total
343
Notes:
Maximum Usable Supply = 85 percent of the Existing Capacity
Current Peak Demand = Number of spaces utilized during the peak hour of downtown
parking demand at 1:00 PM.
Available Supply = Maximum Usable Supply - Current Peak Demand.
TABLE 8
FUTURE PARKING SUPPLY
Parking Area 77
Number of Spaces
Available from Current Supply
(Districts 2,3,6)
343
905 Sp Civic Center Pk Struc
905
Minus LaPorte Lot
-234
Minus Block 31 Lot
-361
Total Available
310
Justice Center Parking Lot
50
Justice Center Secured Parking
Negligible
TOTAL
703
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DOWNTOWN PARKING DISTRICTS Figure 11
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Future private development within the Civic Center area was not accounted for in these
parking demand estimates shown in Table 6.
As shown in Table 6, it is estimated that the total parking demand within the Civic Center due
to the proposed projects would be 2,067 spaces. Of this 1,543 spaces represents the total
new demand for parking.
FUTURE PARKING SUPPLY
The future supply of parking available within the Civic Center area is comprised of the
' following: on -street parking which is currently not fully utilized, off-street parking which would
be available to employees and visitors within the Civic Center which is not currently fully
utilized, the 310 new spaces available from the proposed 905 space Civic Center Parking
Structure, the 50 space parking lot located within the Justice Center project, and some
secured parking under the Justice Center for judges and inmate bus transport.
Data from the Downtown Parking Plan was analyzed to determine the unused capacity
available within an area surrounding the proposed Civic Center projects. The parking plan
divided the downtown area into districts. Based upon the location of the Civic Center
projects, it was determined that Districts 2, 3, and 6, shown on Figure 11, would represent
districts which would be in an acceptable walking distance from the projects (two blocks
maximum). The parking plan study investigated peak parking demand within the downtown
area. The results of this are provided in Table 7.
1' Table 7 indicates the current capacity of each district (both on -street and off-street parking),
the maximum usable capacity, the current peak demand, and the resulting available supply.
' The maximum usable capacity represents 85 percent of the actual capacity. The 85 percent
maximum represents a threshold at which parking facilities have been observed to function
optimally. The current peak demand is the existing demand for parking within the district
during the peak parking time within the downtown area which occurred at 1:00 PM. The
available supply represents the difference between the maximum usable capacity and the
current peak demand. As indicated in Table 7, within the districts adjacent to the Civic Center
project, approximately 343 parking spaces are currently available. It should be noted that the
r on -street and off-street parking available within parking Districts 2, 3, and 6 would not be
exclusively available to the Civic Center projects and will also serve other future growth of
smaller projects within the study area.
Table 8 presents the parking which is currently available and planned for the future to serve
the proposed projects. A total of 703 parking spaces would be available to serve new parking
demand.
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The increase of 75 visitor parking spaces was estimated based upon the total projected
visitor demand of 298 spaces representing a 20 to 25 percent increase over existing
visitor demand. The total parking demand for the Justice Center is estimated to be
545 spaces with 152 to serve the new parking demand.
Larimer County has plans to utilize the current Courthouse to accommodate future staff
within the Civic Center. In the long range future, it is estimated that the Current
Courthouse will house approximately 500 employees, of which 100 are currently
�. within the Civic Center area. Based upon the parking demand factors utilized for the
employee parking demand, this would generate at total parking need for 425 parking
spaces, 340 spaces representing the new demand. Based upon previous traffic studies
prepared for Larimer County, it was estimated that the future total parking need for
visitors would be 71 spaces with a new demand of 40 spaces. The total parking
demand is projected at 496 spaces with a total new demand of 380 spaces.
The office/retail building proposed at the northeast corner of Howes Street at Mountain
Avenue was estimated to generate a demand for 55 spaces for the offices and 11
spaces for the retial use. This was determined based upon the adjusted parking
demand rates for offices (2.2 spaces/1,000 square feet) and retail use (2.1
spaces/1,000 square feet) provided in the Downtown Parking Plan.
The proposed Library is planned at 100,000 square feet. Based upon estimates
provided by Library staff, it was estimated that a total of approximately 460 spaces,
400 for visitors and 60 for staff. This would all represent a new demand for parking
in the Civic Center area.
The proposed transit center was estimated to generate a new parking demand for 40
spaces, 15 spaces for employees and 25 spaces for park-n-ride vehicles. There could
be additional demand for parking as a result of Airporter services operating from the
' transit center (services which provide transport to DIA of which some patrons may
desire to leave a vehicle).
The additional government related building located north of Maple Street between
Mason and Howes Streets would generate a new parking demand in the Civic Center.
It is anticipated that this building would generate a demand similar to the City of Fort
Collins office building which would result in a total demand for 213 parking spaces.
The proposed expansion of the Saint Joseph's school would result in a need for
additional parking for staff and visitors. It was assumed that this need would be
satisfied on -site. There will also be an increase in short term parking for parents to
drop-off and pick-up students. This activity would have to be accommodated adjacent
to the school. The City of Fort Collins is currently investigating the feasibility to assist
in accommodating this need on Howes Street. The City is also considering the use of
the proposed 50 space parking lot, which is a part of the Justice Center project, for
use by the Saint Joseph's church and school functions which do not occur during peak
business hours.
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TABLE 6
ESTIMATED PARKING DEMAND
CIVIC CENTER PROJECTS
Total Parking
New Parking
Cumulative Total
Civic Center Projects
Spaces
Spaces
New Parking Sp
City of Fort Collins
156 emp
145 emp
Office Building
57 visitor
53 visitor
183 employees
213 total
198 total
198
Larimer County
247 emp
77 emp
Justice Center
298 visitor
75 visitor
290 employees
545 total
152 total
350
Old Courthouse
425 emp
340 emp
500 employees
71 visitor
40 visitor
496 total
380 total
730
Office/Retail Building
55 office
55 office
at Howes/Mountain
11 retail
11 retail
66 total
66 total
796
Transit Center
15 emp
15 emp
25 park-n-ride
25 park-n-ride
40 total
40 total
836
Civic Center Pk Struc
Retail
34 retail
34 retail
870
Library
60 emp
60 emp
400 visitor
400 visitor
460 total
460 total
1,330
Government Office
156 emp
156 emp
Building
57 visitor
57 visitor
213 total
213 total
1,543
Private Development
0
1 0
1,534
TOTAL
2,067
1 1,543
Notes:
Total Parking = The estimated total parking demand of the proposed use.
New Parking = The new parking demand which accounts for employees and visitors
whom are currently in the Civic Center.
EEO
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# VII. PARKING
The previous chapters of the transportation study have addressed impacts regarding vehicular,
pedestrian, and bicycle traffic. The parking demand related to the proposed Civic Center
projects is also a key element. This chapter will estimate the parking demand of each of the
projects, analyze the current and future parking supply, and determine if any of the proposed
projects should be required to provide parking "on -site".
PARKING DEMAND
The proposed Civic Center projects will generate additional parking demand in the downtown
area of Fort Collins. Each of the proposed projects were analyzed to determine the net gain
in parking they would generate. A summary of the parking demand is presented in Table 6.
The proposed City of Fort Collins office building is planned to accommodate 183 staff,
of which 170 staff would be new to the Civic Center. Based upon data within the
Downtown Parking Plan, prepared by BRW, September 1996, it was estimated that the
parking demand for employees is approximately 0.85 spaces/employee for employee
parking, and 0.31 spaces/employee for visitor parking. Use of these parking demand
rates would result in: 156 employee and 57 visitor total parking demand (this includes
some employees which are currently located within the Civic Center), and a new
parking demand for 145 employee spaces and 53 visitor spaces. The total parking
demand for the City of Fort Collins office building would be 213 spaces. The new
parking demand is estimated at 198 spaces.
The new proposed 905 space Civic Center Parking Structure will not generate a parking
demand. However, it should be noted that the LaPorte Lot currently occupies the area
where the proposed parking structure is to be located. The LaPorte Lot currently
provides 234 parking spaces to the downtown area. Based on data in the Downtown
Parking Plan, this lot is currently highly utilized and the permit spaces are all sold each
month. Additionally, the proposed Justice Center is located in an area currently
occupied by the Block 31 parking lot. This lot currently provides 361 parking spaces
which are also highly utilized. The true net gain in parking as a result of construction
of the 905 space parking structure is 310 spaces (905 - 234 - 361 = 310 spaces).
The proposed Civic Center Parking Structure will have approximately 16,000 square
feet of retail use. The parking demand for this retail use was estimated at 34 spaces.
This was determined based upon the adjusted parking demand rates for retail use of
2.1 spaces/1,000 square feet as provided in the Downtown Parking Plan.
- The Larimer County Justice Center is planned to accommodate 290 employees in the
long range future. After initial completion of the Justice Center, approximately 200
employees would be relocated from the Current Courthouse to the new center. It was
estimated based upon the previous parking demand rates that the Justice Center would
generate a total future demand for 247 employee parking spaces and 298 visitor
parking spaces. Of this the new or increase in parking demand would be for 77
employee parking spaces (90 x 0.85) and 75 visitor parking spaces.
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TABLE 5
EAST/WEST BICYCLE FACILITY EVALUATION
Aft. am air a0 "i
Parking Demand
Roadway Section
Parking Loss
Adjacent
Future
Meldrum to
Howes to
Mason to
College to
(spaces)
Private
Intersection
Howes
Mason
College
Remngton
Parking
LOS
LaPorte -
South Side = 18
Howes Mason
College to Meldrum
North Side = 0
Low
High/Med
AM = B B
Total = 18
Noon = B B
PM = C C
Mountain -
South Side = 0
Howes Mason
Meldrum to Mason
North Side = 7
Med/Low
High
AM = B B
Total = 7
Noon = B B
PM = B B
Mountain -
South Side = 16
Mason to Remington
North Side = 14
High
High/Med
Total = 30
Olive -
South Side = 30
Head -in Pk on
Howes to Remington
North Side = 18
High/Low
High/Med
Low
north side bet
Total = 48
Remington/College
Magnolia -
South Side = 13
Diagonal Pk on
Howes to Remington
North Side = 24
Low
Low
Low
south side bet
Total = 37
College/Mason
I
On LaPorte Avenue, a designated bicycle route, a vehicle and bicyclist do not have the
ability to operate adjacent to one another due to narrow lane widths.
On Mountain Avenue, there is a bicycle lane west of Meldrum. This discontinuity is
present between Meldrum Street and Riverside Avenue.
On Oak Street, a designated bicycle route, there is diagonal parking on both sides of
the street.
The Poudre River Trail, which is adjacent to the northern and eastern sides of the study
area, does not have an adequate connection from its' access points at Lincoln Avenue
and Linden Street. From Lincoln Avenue, there are no bicycle facilities west to the
study area along Mountain Avenue. From Linden Street there are bicycle lanes on
Linden Street north of Jefferson however, from the intersection of Linden/Jefferson
there are no designated facilities.
The ability of bicycle traffic to access the proposed projects is acceptable along the
north/south corridors with the exception along Mason Street noted above. East/west service
is discontinuous and puts bicyclist adjacent to on -street diagonal parking. Several of the
east/west roadways were evaluated to determine their potential as east/west corridors which
would provide direct connections to Mason and Howes Streets. The results of this evaluation
are provided on Table 5. The evaluation considered several criteria. The number of parking
spaces which would be removed if diagonal parking were converted to parallel parking was
determined. The existing parking demand was determined based upon data from the
Downtown Parking Plan. If vehicular traffic lanes would require removal or other changes the
future levels of service were determined. Table 5 also indicates where there is diagonal or
head -in parking adjacent to the roadway, which is on private property and therefore would not
be modified. Based upon the data provided in Table 5, it is recommended that bicycle lanes
be added to LaPorte Avenue between Meldrum Street and College Avenue, on Mountain
Avenue between Meldrum Street and Mason Street, and on Magnolia Street between
,'I Remington Street and Howes Street. The Bicycle LOS Worksheet is provided in Appendix G.
TRANSIT LEVEL OF SERVICE
The current transit level of service is determined based upon the following data related : hours
of weekday service, headways, a travel time factor of 2.0, and a peak load factor of less than
1.2. Based upon the criteria set forth by the City of Fort Collins, the project site is located
within an area defined as the "mixed use centers and commercial corridors". Currently the
level of service is acceptable for the study area. The City of Fort Collins has plans to improve
It service in this area with development of the proposed transit center and the potential use of
Mason Street as a priority transit corridor.
0
11
37
along Cherry Street there are no pedestrian facilities on the south side of
Cherry Street between Howes Street and College Avenue.
- adjacent to Maple Streetthere are sections of sidewalk missing adjacent to the
north side of Maple Street between Howes Street and College Avenue. The
visual characteristics and amenities are very limited.
Street
Crossing The following intersections have no marked pedestrian crossings: on Mason
Street at the intersections with Cherry and Maple Streets, on Howes Street at
the intersections of Cherry and Maple Streets. At the intersections of Mountain
Avenue at both Howes and Mason Streets there is no pedestrian refuge area
located within the median. Currently, the proposed 905 space Civic Center
Parking Structure is being designed. There will be an exit for pedestrians at a
midblock location on Mason Street between LaPorte and Mountain Avenues.
As a result of this design, it should be stressed that the west side of Mason
Street, which is being developed as the Justice Center, should not have a major
' pedestrian access located in alignment with the midblock access to the parking
structure. Midblock pedestrian crossings could not be accommodated across
Mason Street primarily due to the railroad which is located within the center of
Mason. The design of buildings on the west side of Mason Street should focus
pedestrian flows to the signalized crossings at LaPorte Avenue and Mountain
Avenue. The traffic analysis mentioned the need for future signalization of
Mason/Maple and Mason/Magnolia, this might be further warranted due to
future pedestrian flows in the area.
Visual Interest
and Amenity There are several sections within the study area which are not visually
appealing and would not satisfy the goals of the level of service criteria for LOS
A. This is primarily due to these sections being undeveloped with vacant
adjacent land use. Each of these sections is described below.
- along Mason Street between Cherry Street and LaPorte Avenue.
- on Howes Street between Cherry Street and Maple Street.
- adjacent to Cherry Street between College Avenue and Howes Street.
- on the north side of Maple Street between College Avenue and Mason Street.
- on the north side of LaPorte Avenue between Howes and Mason Streets, there
is a section of sidewalk which is adjacent to blank walls and a chain link fence.
- on the north side of Mountain Avenue between Howes and Mason Streets,
there is a parking lot which is currently designed with some spaces which might
cause motorists to back into the sidewalk area. Within this same block, the
parking lot near Howes Street is not designed with amenities or visual features
adjacent to the sidewalk.
�' 35
' INTERSECTION IMPROVEMENTS
In order to maintain acceptable levels of service at the study intersections, the following
improvements would be necessary:
At College/Maple/Jefferson, a northbound left -turn phase would be required.
At Howes/LaPorte, a westbound left -turn phase would be required.
' PEDESTRIAN LEVEL OF SERVICE
' Pedestrian circulation within the study area is good and currently the City of Fort Collins has
long range plans for improvements on College Avenue and Mason Street. The City evaluates
pedestrian circulation based upon the following criteria: directness, continuity, street
' crossings, visual interest and amenity, and security. The pedestrian level of service was
evaluated based upon the criteria set forth in the CityofFort Collins Muitimodai Transportation
Level of Service Manual, March 28, 1997. The Civic Center area is located within a
Pedestrian District area, which sets the level of service threshold at LOS A (with the exception
' of street crossings and security which have a threshold of LOS B): There are some segments
within the study area which do not meet the goals set forth for pedestrian levels of service.
Each of these is discussed below.
' Directness Due to the location of the Civic Center projects within the downtown grid
system, the goal of LOS A is satisfied. As each individual site plan is designed,
directness from the site to the external pedestrian system will need evaluation.
Continuity There are gaps in some areas of the sidewalk system within the study area.
' These areas would result in a LOS D. The following areas currently have gaps:
' - along Mason Street between Cherry Street and Maple Street, there is no
sidewalk on the west side of the roadway. On the east side, the sidewalk ends
with a Type III barricade at the location where the railroad crosses the sidewalk
' as it reorients to the northeast.
- on Mason Street between Maple Street and LaPorte Avenue, there is no
' sidewalk on the west side.
- on Howes Street there are very limited pedestrian facilities on the east side
' between Cherry and Maple Streets. This section of Howes Street does not
satisfy the visual and amenities goals of the pedestrian level of service
standards.
' -the pedestrian/ADA ramps are missing atthe southeast and southwest corners
of Howes/Cherry.
' on Howes Street the sidewalk is missing on the eastside north of the City's
Parks & Recreation building up to Maple.
' 34
1
I
1
1
1
1
1
1
1
i
1
1
1
11
1
1
1
1
1
TABLE 4
INTERSECTION PEAK HOUR LEVELS OF SERVICE
LONG RANGE TOTAL TRAFFIC CONDITIONS
Level of Service
AM
Noon
PM
Intersection
College/Cherry/Willow
D
D
D
Collage/Maple/Jefferson
B
C
C
College/LaPorte
B
B
C
College/Mountain
B
B
B
College/Olive
B
B
B
College/Magnolia
C
B
D
Mason/Cherry
NB
D
C
C
NB
C
B
C
NB
B
B
B
SB L/R
E
C
D
EB L
A
A
A
Overall
A
A
A
Mason/Maple
EB L/T
B
C
F
WB T/R
B
C
F
NB
A
A
A
Overall
A
B
F
Mason/LaPorte
B
B
C
Mason/Mountain
B
B
B
Mason/Oak
B
B
B
Mason/Olive
B
B
B
Mason/Magnolia
ES L/T
F
F
F
WBT
C
D
C
WBR
B
B
A
NB
A
A
A
Overall
C
F
F
Howes/Cherry
WB LT
B
A
A
Overall
B
A
A
Howes/Maple
EB T/R
A
A
A
WB L/T
B
B
C
SBL
A
A
A
Overall
A
B
B
Howes/LaPorte
B
B
C
Howes/Mountain
B
B
B
Howes/Oak
B
B
B
Howes/Olive
B
B
B
Howes/Magnolia
B
B
B
33
1
'
TABLE 3
INTERSECTION PEAK HOUR LEVELS OF SERVICE
LONG RANGE BACKGROUND TRAFFIC CONDITIONS
'
Level of Service
Intersection
AM
Noon
PM
College/Cherry/Willow
C
C
D
r..ue..o/Manln/Jmforenn
R
B
C
College/LaPorte
B
B
B
College/Mountain
B
B
B
College/Olive
B
B
B
College/Magnolia
B
B
C
Mason/Cherry
NB L
C
C
C
NET
C
B
C
NB R
B
B
B
SB L/R
E
C
C
EB L
A
A
A
Overall
A
A
A
Mason/Maple
EB L/T
A
B
B
WB T/R
A
B
B
NB L
A
A
A
Overall
A
A
A
Mason/LaPorte
B
B
B
Mason/Mountain
B
B
8
Mason/Oak
B
B
B
Mason/Olive
B
B
B
Mason/Magnolia
EB L/T
C
F
E
WB T
C
C
C
WS R
A
A
A
NB L
A
A
A
Overall
B
F
C
Howes/Cherry
WB LT
B
A
A
Overall
B
A
A
Howes/Maple
EB T/R
A
A
A
WB L/T
B
B
B
SB L
A
A
A
Overall
A
A
A
Howes/LaPorte
B
B
B
Howes/Mountain
B
B
B
Howes/Oak
B
B
B
Howes/Olive
B
B
6
Howes/Magnolia
B
B
B
32
VI. TRAFFIC IMPACT ANALYSIS
The previous chapters described the development of future traffic forecasts both with and
' without the proposed projects. Intersection capacity analyses are described in this chapter
for both scenarios to assess the potential impact of the proposed project -generated traffic on
the local street system. The level of service is also determined for pedestrians, bicycles, and
' transit.
' BACKGROUND TRAFFIC ANALYSIS
The peak hour background traffic volumes for long range conditions, illustrated on Figures 8A
and 813, were analyzed to determine the intersection delay and corresponding level of service.
' The level of service worksheets are provided in Appendix D. Table 3 summarizes these
results. As indicated in Table 3, the traffic movements at each of the study intersections are
projected to operate at an acceptable levels of service under future long range background
traffic conditions with the following exception: at the intersection of Mason/Magnolia the
eastbound left -turn and through movements will experience long delays. This condition
currently exists. A measure to decrease delays for these movements would be signalization.
A review of the projected long range background traffic volume data indicate that it is not
expected that this intersection would satisfy the peak hour traffic signal warrant.
TOTAL TRAFFIC ANALYSIS
' The long range peak hour traffic volumes for total traffic conditions (after completion of the
proposed Civic Center projects), were analyzed to determine the intersection delay and
corresponding level of service. The level of service worksheets are provided in Appendix E.
Table 4 summarizes these results.
The level of service analysis shown in Table 4 indicates that the study intersections are
' projected to operate at acceptable levels of service with the exception of: the
eastbound/westbound movements at Mason/Maple, and the eastbound left -turn and through
movements at Mason/Magnolia. At both of these intersections, the future total long range
' peak hour traffic volumes are approaching satisfaction of the peak hour signal warrants.
Signalization of these two locations should also be considered due to the anticipated increase
in pedestrian activity within the Civic Center.
' It should be noted that at two of the signalized intersections, the overall intersection is
projected to operate at acceptable levels of service, individual traffic movements are projected
' to experience long delays. This is projected to occur at: College/Mountain for the eastbound
and westbound left -turns during the afternoon peak hour, and at College/Magnolia for the
northbound left -turn during the morning peak hour.
' 31
�I
K
0
N
NO SCALE
-� 200/275/335
'
LAPORTE 330/150/185
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355/400/490
'
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'
Legend:
AM/Noon/PM
Rounded to the Nearest
5 Vehicles.
'
LONG RANGE TOTAL TRAFFIC
CIVIC CENTER PARKING STRUCTURE
'
DRIVEWAY VOLUMES
Figure 10
W
I
C
A
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MOUNTAIN
Lo
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n Ln o
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Legend:
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Rounded to the Nearest
LONG RANGE 5 Vehicles.
TOTAL TRAFFIC Figure 9B
a
3
1
m
A
m
1�
O
O
\O
1
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CHERRY
�- 235/275/425
285/190/210
�J
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'
43 LO
33
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it
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30 30 40
/ /
85/120/185 -
42
32
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LAPORTE
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445/305/335
170/75/90 -�
0
360/29545 40
0 -y
1
41 C>
31
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MOUNTAIN
160/220/320
75/150/140
1
340/270/330
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80 0 80
340/270 320 -+-
'
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Z
3
LONG RANGE
TOTAL TRAFFIC
M O^
\O �
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t
o
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O
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l
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120/130/190
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130/255/350
'
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Ln
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W
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28
Legend:
AM/Noon/PM
Rounded to the Nearest
5 Vehicles.
N
NO SCALE
Figure 9A
I
V. FUTURE TOTAL TRAFFIC PROJECTIONS
The future total traffic projections reflect future traffic conditions with the traffic from the
proposed Civic Center projects.
' TOTAL TRAFFIC
The total traffic for long range conditions was developed by: adding traffic from the proposed
project to the background traffic for Year 2018. The resulting peak hour total traffic
projections are shown on Figures 9A and 9B for the overall study intersections. The future
total peak hour traffic at the proposed driveways to the Civic Center Parking Structure are
' depicted on Figure 10.
i
i
' 27
1
A
N
NO SC,
AOUNTAIN
LO
00
o
60/80/45
50
OAK /� + i,
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LONG RANGE
BACKGROUND TRAFFIC
c
O
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Legend:
AM/Noon/PM
Rounded to the Nearest
5 Vehicles.
+LE
Figure 813
26
mQ
y
Im
0
O M
M Ol
45
�- 235/275/420
�'
5/1
45//65 100
CHERRY
275/190/210
,) L — 3�15/50%40
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'
330/255/270 -
5/5/5 - }
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}
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to n n
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43
33
23
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' BACKGROUND TRAFFIC
Legend:
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Rounded to the Nearest
5 Vehicles.
A&
N
NO SCALE
Figure 8A
25
r
IV. FUTURE BACKGROUND TRAFFIC PROJECTIONS
In order to properly evaluate the potential impact of the proposed projects within the Civic
Center on the transportation system, future traffic volumes were first estimated for the study
area without the project. These future forecasts reflect the growth that is expected from
overall development in and around the City of Fort Collins and within the downtown area.
BACKGROUND TRAFFIC
The growth reflected in the long range background traffic is based on areawide growth and
development within the City of Fort Collins and the downtown area in the next 20 years.
Based upon historical traffic growth from the Colorado Department of Transportation and
information from the North Front Range Regional Transportation Plan, October 1994, it was
determined that traffic on College Avenue within the study area is expected to has increased
by approximately 1 .5 percent per year. This would result in a total growth of approximately
30 percent over the next twenty years. Information contained within the Downtown Parking
Plan, prepared by BRW, September 1996, indicated that the employment in the downtown
area of the City of Fort Collins would increase by approximately 13 percent over the next
twenty years.
Utilizing the above growth data, the traffic volumes at each of the study intersections was
increased by 13 percent to reflect growth in the downtown area without the proposed Civic
Center projects. Through traffic on College Avenue was increased by 20 percent and an
additional 10 percent of growth on College Avenue was shifted to the Howes/Mason Street
one-way couplet system.
The peak hour background traffic for future long range conditions is depicted on Figures 8A
' and 8B. As mentioned above this was developed by factoring existing traffic to account for
overall growth within the City of Fort Collins and the downtown area.
I
24
I
A
4
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MOUNTAIN
W
N In
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Legend:
AM/Noon/PM
.LE
FUTURE CIVIC CENTER PROJECTS TRAFFIC
23
Figure 7B
o
1
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J&
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NO SCALE
FUTURE CIVIC CENTER PROJECTS TRAFFIC
22
Figure 7A
m m
w m s m m m m
TABLE 2 (continued)
ESTIMATED TRIP GENERATION
Total All Projects
Land Use
ADT
AM Peak Hour
Noon Peak Hour
PM Peak Hour
In
Out
Tot
In
Out
Tot
In
Out
Tot
City of Fort Collins
9,560
344
77
421
323
323
646
420
590
1,010
Larimer County
5,878
453
67
520
162
162
324
256
582
838
St. Joesph's School
272
83
68
151
5
7
12
9
12
21
TOTAL ALL PROJECTS
15,710
880
212
1,092
1 490
492
982
1 685
1 1,184
1,869
TABLE 2
ESTIMATED TRIP GENERATION
City of Fort Collins Projects
AM Peak Hour
Noon Peak Hour
PM Peak Hour
Land Use
Units
ITE
ADT
In
Out
Tot
In
Out
Tot
In
Out
Tot
Code
City of FC
170
730
1,533
115
18
133
55
55
110
69
153
222
Building
Emp
733
Govern
190
730
1,714
131
19
150
63
63
126
77
172
249
Building
Emp
733
Library
100
590
5,400
76
30
106
182
182
364
237
218
455
KSF
Office at
7.4
710
81
10
2
12
5
5
10
2
9
11
Transit Ctr
KSF
Retail at
3.4
820
146
2
2
4
3
3
6
6
7
13
Transit Ctr
KSF
Retail at
16
820
686
10
6
16
15
15
30
29
31
60
Pk Struc
KSF
Sub -Total
9,560
344
77
421
323
323
646
420
590
1,010
City of
Fort Collins
I
IIII. PROJECT TRAFFIC PROJECTIONS
I
Development of traffic projections for the proposed Civic Center projects involved the
following steps: estimation of trip generation, development of a trip distribution, and
assignment of traffic onto the roadway system.
' TRIP GENERATION
Standard traffic generation characteristics compiled by the Institute of Transportation
' Engineers in their report entitled Trip Generation, 6th edition, 1997, were utilized to develop
trip generation estimates for the proposed projects. The trip generation characteristics of the
proposed expansion to the Saint Joseph's School were determined based upon a traffic study
of another private school in Fort Collins. The estimated trip generation is shown in Table 2.
A vehicle trip is defined as a one-way vehicle movement from a point of origin to a point of
destination.
It should be noted that the proposed Civic Center Parking Structure will not generate trips
itself, with the exception of the proposed retail use. The trips which currently occur at the
' LaPorte Lot and the Block 31 lot and will be destined for the Civic Center Parking Structure
were accounted for in the existing traffic data.
eTRIP DISTRIBUTION
The overall directional distribution of the site -generated traffic was determined based on the
location of the site within the City of Fort Collins, the existing traffic patterns, and the
proposed land use. The trip distribution used in the traffic analysis is as follows:
,'. - Approximately 15 percent to the north.
- Approximately 10-15 percent to the east.
Approximately 55-60 percent to the south.
Approximately 15 percent to the west.
' TRAFFIC ASSIGNMENT
Traffic assignment is how the generated and distributed trips are expected to be loaded on the
roadway network. The site -generated trip assignments are shown on Figures 7A and 7B.
18
I
ITRANSIT SERVICE
The study area has extensive transit service. The North Transit Center is currently located
within the parking area at the southeast corner of LaPorte Avenue and Mason Street. The
following routes serve the study area: Route 1, Route 4, Route 5, Route 8, and Route 9. It
should be noted that Transfort is now offering evening service which serves the downtown
area. Each of these routes is briefly described below:
Route 1 provides service from the Front Range Community College and the South
'. Transit Center to downtown, the North Transit Center, and CSU. Route 1 provides 30
minute headways and service is provided for 12 hours during the weekday.
' Route 4 provides 30 minute one way service from the North Transit Center to Taft Hill,
City Park and into the CSU Transit Center. This route returns to the North Transit
Center on Mason Street. Service is provided for 12 hours during the weekday.
' - Route 5 provides service from the Square to the Foothill Fashion Mall, Poudre Valley
Hospital, Greyhound Bus Station, the downtown Library, and downtown Fort Collins.
The headway is 60 minutes and service is provided for 12 hours during the weekday.
Route 8 provides 30 minute service from the North Transit Center to The Mission,
Social Services, and Poudre Valley Mobile Home Park. It returns to the North Transit
Center using College Avenue. Service is provided for 12 hours during the weekday.
Route 9 is a 60 minute service from EPIC to Poudre Valley Hospital, downtown, and
to the intersection of Vine Drive at Overland Trail. This route operates for 12 hours per
day.
I
1'
17
I
!' BICYCLE FACILITIES
There are bicycle facilities within the study area. Each of the following roadways
accommodate bicycle facilities.
' Mason St There is a shared bicycle and parking lane on both sides of Mason Street within
south of Oak Street. North of Oak Street bicycle lanes are present on the west
side of Mason Street. Bicyclists are directed to the west side of the roadway
in at Oak Street. It should also be noted that there is a section of Mason Street
between Cherry and Maple Streets where the railroad tracks cross the bicycle
lane. There are several signs and pavement markings which warn the bicyclist
of this condition. Currently, it is the intent of the City of Fort Collins to provide
bicycle lanes on the east side of Mason Street land both the east and west
sides where feasible and necessary). These plans will be discussed in detail in
subsequent sections of this report.
Howes St
There is a shared bicycle and parking lane on both sides of Howes Street within
the study area.
Cherry St
There is a shared bicycle and parking lane on Cherry Street west of Howes
Street. East of this is an exclusive bike lane.
LaPorte
LaPorte Avenue is a designated bicycle route from College Avenue west to Taft
Hill Road. Within the study area, the travel lanes are narrow such that a
bicyclist cannot ride adjacent to vehicular traffic.
Mountain
Mountain Avenue has bicycle lanes to the west of Meldrum Street. This
roadway has been identified in previous studies as a potential east/west
connection into downtown. However, due to the existing on -street diagonal
parking, the bicycle lanes currently terminate at Meldrum.
Oak St
Oak Street has designated bicycle lanes to the west of Howes Street. East of
this location it is a bicycle route. However, it should be noted that diagonal
parking exists on both sides of Oak Street east of Howes Street to College
Avenue.
Poudre River
Trail The Poudre River Trail exists to the east of the study area. Connections to the
study area could be made at Lincoln Avenue, Linden Street, or Mason/Cherry.
The Lincoln Avenue connection would require bicyclist to utilize Mountain
Avenue which has no bicycle facilities east of Meldrum and has diagonal
parking on both sides. The Linden Street connection would require use of
Walnut Street which has diagonal parking on both sides and LaPorte Avenue.
The connection of the bicycle trail to the intersection of Mason/Cherry would
allow for use of an off-street bicycle facility to the study area.
1 16
I
I
I
Mason St. Between Cherry Street and Maple Street, there is no sidewalk on the west side
of the roadway. On the east side, the sidewalk ends with a Type III barricade
at the location where the railroad crosses the sidewalk as it reorients to the
northeast. This section of Mason Street does not satisfy the visual and
amenities goals of the pedestrian level of service standards.
Between Maple Street and LaPorte Avenue, there is no sidewalk on the west
side. This block does not satisfy the visual and amenities goals of the
pedestrian level of service standards.
There are no marked pedestrian crossings at the intersections with Cherry and
Maple Streets.
Howes St There are limited pedestrian facilities on the east side between Cherry and
Maple Streets. This section of Howes Street does not satisfy the visual and
amenities goals of the pedestrian level of service standards.
There are no marked crosswalks at the intersections of Cherry and Maple
Streets. Additionally, there are no pedestrian/ADA ramps at the southwest and
southeast corners of Howes Street at Cherry Street.
Cherry St. There are no pedestrian facilities on the south side of Cherry Street between
' Howes Street and College Avenue. Within this same section, the visual goals
and amenities are below the acceptable pedestrian level of service standards.
Maple St. There are no sidewalks adjacent to the north side of Maple Street between
Howes Street and College Avenue. The visual characteristics and amenities are
very limited.
There are no marked crosswalks at the intersections of Maple Street at Mason
and Howes Streets.
LaPorte On the north side of LaPorte Avenue between Howes and Mason Streets, there
is a section of sidewalk which is adjacent to blank walls and a chain link fence.
This section does not meet the visual interest and amenity level of service
standards.
Mountain On the north side of Mountain Avenue between Howes and Mason Streets,
there is a parking lot which is currently designed with some spaces which might
cause motorists to back into the sidewalk area. Within this same block, the
parking lot near Howes Street is not designed with amenities or visual features
adjacent to the sidewalk.
1'
1 15
I
r
1
0
I
i]
I
I�
1
I
I
I
1 Notes:
TABLE 1
INTERSECTION PEAK HOUR LEVELS OF SERVICE
EXISTING TRAFFIC CONDITIONS
Level of Service
AM
Noon
PM
Intersection
College/Cherry/Willow
B
B
B
College/Maple/Jefferson
B
B
B
College/LaPorte
B
B
8
College/Mountain
B
B
B
College/Olive
B
B
B
College/Magnolia
B
F (1)
B
Mason/Cherry
NB
C
B
C
NET
B
B
B
NB R
A
A
A
SB L/R
B
B
C
EBL
A
A
A
Overall
A
A
A
Mason/Maple
EB L/T
A
B
B
WB T/R
A
B
B
NB L
A
A
A
Overall
A
A
A
Mason/LaPorte
B
B
B
Mason/Mountain
B
B
B
Mason/Oak
B
B
B
Mason/Olive
B
B
B
Mason/Magnolia
EB L/T
C
E
C
WBT
B
C
B
WB R
A
A
A
NB
A
A
A
Overall
A
C
B
Howes/Cherry
WB LT
A
A
A
Overall
A
A
A
Howes/Maple
ES T/R
A
A
A
WB L/T
B
B
B
SB L
A
A
A
Overall
A
A
A
Howes/LaPorte
B
B
B
Howes/Mountain
B
B
B
Howes/Oak
B
B
B
Howes/Olive
B
B
1 B
Howes/Magnolia
B
B
I B
(1) The northbound left -turn has a LOS F with delays greater than 999 seconds. With a left -turn phase for this movement, the overall
intersection LOS is B.
14
' INTERSECTION LEVEL OF SERVICE METHODOLOGY
' Level of service (LOS) is a qualitative measure used to describe the conditions of traffic flow,
ranging from excellent conditions at LOS A to overloaded conditions at LOS F. Level of
service definitions are provided in Appendix B. Typically, the standard for minimum acceptable
' LOS is D. The Signalized and Unsignalized Intersection Analysis techniques, as published in
the Highway Capacity Manual by the Transportation Research Board in 1994, were used to
analyze the study intersections for each of the traffic scenarios. The capacity worksheets for
' existing conditions are provided in Appendix C. These techniques allow for the determination
of the intersection level of service based on congestion and delay of each traffic movement.
' EXISTING PEAK HOUR LEVELS OF SERVICE
' Table 1 summarizes the existing weekday morning, noon, and afternoon peak hour level of
service at the study intersections. Under actual, existing conditions, the study intersections
are operating at an acceptable level of service during the peak hours, with the exception of
selected movements at College/Magnolia and Mason/Magnolia. At College/Magnolia, during
' the noon peak hour, the northbound left -turn experiences long delays, as noted in Table 1,
with the addition of a left -turn phase, this intersection would operate at acceptable levels. At
the Mason/Magnolia intersection the eastbound left-turn/through movements experience long
' delays during the noon peak hour. The overall intersection operations during the noon peak
hour are acceptable.
PEDESTRIAN FACILITIES
' Most of the study area currently has facilities to accommodate pedestrian flows. With the
study area being in downtown Fort Collins, pedestrian circulation and levels of service are
expected to be at the highest standards. The pedestrian facilities within a 1 /4 mile of the
' study area were examined. The pedestrian facilities adjacent to College Avenue have been
the focus of long range planning efforts and improvements are outlined in the Downtown Fort
Collins'Genera/lmprovementDistrict Capital Improvement Program which is administered by
the City's Advance Planning department. Additionally, the City of Fort Collins currently has
a study underway to address the Mason Street corridor which includes pedestrian facilities.
The Mason Street Corridor projects includes funds for design of pedestrian improvements
' along Mason in the downtown area however, construction funds for any of these
improvements have not been identified.
The evaluation of existing pedestrian facilities was focused on the study area west of College
Avenue, east of Howes Street, south of Cherry Street, and north of Oak Street. Within the
focused study area the following conditions were found to exist. The existing sidewalks vary
in location from being directly attached to the curb and gutter to being detached with a
parkway separation between the roadway and the sidewalk. The width of the sidewalks are
approximately 5 feet or greater. There are marked pedestrian crossings at all the intersections,
with the exceptions noted below. The signalized intersections operate with pedestrian recall
' to serve a pedestrian walk phase during each signal cycle. The sections of roadway which
have gaps within the pedestrian network and other deficiencies are listed below.
13
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1998 PEAK HOUR
' BICYCLE COUNTS
12
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AM/Noon/PM
A&
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NO SCALE
Figure 6
CHE
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1998 PEAK HOUR
PEDESTRIAN COUNTS
J
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A&
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Figure 5
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Figure 4B
io
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TRAFFIC COUNTS
Figure
4A
9
I
Maple Street is a two-lane east/west street which serves the northern areas of downtown and
residential uses to the west. There is on -street parking allowed on both sides. Within the
' block of Maple Street between College Avenue and Mason Street, diagonal parking is allowed.
At College Avenue, Maple Street becomes Jefferson Street/Riverside Avenue which serves
as a truck route through the City of Fort Collins. There are no bicycle facilities present of
' Maple Street.
LaPorte Avenue is a four -lane east/west arterial roadway which serves the northeastern areas
' of Fort Collins. This facility provides vehicular access the existing City Hall and pedestrian
access to Saint Joseph's School. Several of the proposed projects would be located adjacent
to LaPorte Avenue. To the east of College Avenue, LaPorte Avenue becomes Walnut Street
' which serves the Old Town area of downtown. The speed limit is posted at 25 mph. On -
street parking is allowed. Bicycle facilities on LaPorte Avenue vary from on -street lanes and
a shared bike route to the west of the study area to the absence of bicycle lanes east of
' Meldrum Street.
Mountain Avenue is a four -lane east/west arterial. This facility serves the existing Larimer
' County Courthouse, downtown businesses, and residential uses to the west. On -street
diagonal parking is allowed on both sides and in the center between College Avenue and
Mason Street, and on the north side/center area between Mason and Howes Streets. Parallel
on -street parking is allowed within the remainder of the study area. There are on -street
' bicycle lanes west of Howes Street however no bicycle facilities are present east of Howes
Street. The speed limit is posted at 25 mph.
' Oak Street is a two-lane east/west roadway with on -street diagonal parking between College
Avenue and Howes Street. Oak Street is discontinuous at College Avenue where it becomes
a plaza on the west side of College. A pedestrian signal is located at Oak/College to
' accommodate pedestrian flows across College Avenue. Diagonal parking is allowed on both
sides of Oak Street between College Avenue and Howes Street. Parallel on -street parking is
allowed in the remaining areas. Oak Street is a designated bike route west of Howes Street,
while east of Howes Street no bicycle facilities currently exist.
Olive Street is a two-lane east/west street which serves the downtown Fort Collins Post
Office, other commercial and business uses, and residential areas to the west. On -street
parking is allowed with diagonal parking between College Avenue and Howes Street. No
bicycle facilities are present on Olive Street.
' Magnolia Street is a two-lane east/west road which serves the southern areas of the study
area. On -street parking is allowed with diagonal parking between College Avenue and Howes
' Street. No bicycle facilities are present on Magnolia Street.
EXISTING INTERSECTION PEAK HOUR TRAFFIC VOLUMES
' Morning, noon, and afternoon peak hour traffic counts were conducted at each of the study
intersections during June 1998. The existing peak hour traffic is depicted on Figures 4A and
' 4B. The count data is provided in Appendix A. During the data collection effort, data was
also collected regarding pedestrian and bicycle flows across the intersections. The existing
pedestrian data is depicted on Figure 5 and the bicycle data on Figure 6.
' 8
11. EXISTING CONDITIONS
A comprehensive data collection effort was undertaken to develop a detailed description of
' the existing conditions within and near the study area. The assessment of conditions relevant
to this study include land use, streets, traffic volumes, traffic operating conditions on the
street system, pedestrian facilities, bicycle facilities, and transit service.
' EXISTING STREET SYSTEM
' College Avenue is a north/south arterial street and a State Highway (US 287). Within the
study area, College Avenue is a four lane facility with diagonal parking on both sides and
' within the center of the roadway. It provides access to the downtown area of Fort Collins and
also accommodates through traffic. Each of the study intersections on College Avenue is
signalized. The signals provide for pedestrian crossing during each cycle (referred to as
pedestrian recall). The speed limit is posted at 25 mph. Based upon observations and
' conversations with the City Traffic Engineer, any capacity constraint on College Avenue is not
due to the signals but rather the adjacent parking and pedestrian activity.
' Mason Street is a one-way northbound facility which begins at Myrtle Street and terminates
at Cherry Street. This roadway provides for two travel lanes and accommodates a railroad
down the center of the street. Parallel parking is provided on both sides of Mason Street
' throughout the study area. The exception is a section of the east side of Mason Street within
the block between Mountain Avenue and Oak Street, where diagonal parking is allowed.
There is a shared on -street parking and bike facility along Mason Street with the exception of
the section with diagonal parking. The speed limit is posted at 25 mph. The intersections of
Mason Street at: LaPorte Avenue, Mountain Avenue, Oak Street, and Olive Street, are all
signalized. The stop -controlled on Mason Street are at: Cherry Street, Maple Street, and
' Magnolia Street. The adjacent land use is predominantly commercial and office. Several of
the proposed projects are located directly adjacent to Mason Street.
' Howes Street is a one-way southbound facility which begins at Cherry Street and terminates
at Myrtle Street. Howes Street provides three travel lanes with a shared bike and parking lane
on each side of the roadway. Each of the study intersection on Howes Street are signalized
' with the exception of Cherry and Maple Streets which are stop -controlled. The speed limit is
posted at 25 mph. The adjacent land use is a combination of governmental, limited
residential, school, commercial, and office.
Cherry Street is a two-lane east/west collector street on the northern edge of the study area.
Cherry Street continues west of the study area to Shields Street. East of College Avenue,
' Cherry is renamed Willow Street and reoriented in a northwest direction. Willow Street
terminates at Linden Street. There are on -street bike lanes. The adjacent land use includes
some commercial uses, vacant parcels, and residential areas west of Howes Street. The
speed limit is posted at 25 mph.
7
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1 STUDY INTERSECTIONS
Figure 3
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1
Background Traffic -Year 2018 - Future traffic conditions for Year 2018 will be
determined. The Year 2018 traffic projections will be determined by accounting
for overall future growth in the study area and for traffic generated by proposed
projects within the vicinity of the project site.
Project Generated Traffic -The traffic generated by the proposed project will be
determined.
Total Traffic - Year 2018 - This is an analysis of future traffic conditions with
traffic expected to be generated by the proposed project added to the
Background Traffic forecasts. The impacts of the proposed project on future
traffic operating conditions can then be identified.
The following intersections, shown on Figure 3, were identified to be analyzed for the
scenarios above:
1. College Avenue at Cherry/Willow Sts
3. College Avenue and LaPorte Avenue
5. College Avenue and Olive Street
7. Mason Street and Cherry Street
9. Mason Street and LaPorte Avenue
11. Mason Street and Oak Street
13. Mason Street and Magnolia Street
15. Howes Street and Maple Street
17. Howes Street and Mountain Avenue
19. Howes Street and Olive Street
ORGANIZATION OF REPORT
2. College Avenue and Maple/Jefferson Streets
4. College Avenue and Mountain Avenue
6. College Avenue and Magnolia Street
8. Mason Street at Maple Street
10. Mason Street and Mountain Avenue
12. Mason Street and Olive Street
14. Howes Street and Cherry Street
16. Howes Street and LaPorte Avenue
18. Howes Street and Oak Street
20. Howes Street and Magnolia Street
' The remainder of this report is divided into six parts. Chapter II presents an analysis of the
existing street system and traffic conditions for each of the study intersections. Forecasts of
long range future background traffic are provided in Chapter III. Traffic projections for the
' proposed project are discussed in Chapter IV. Chapter V presents the long range total traffic
projections. The future intersection operating conditions are presented in Chapter VI. Chapter
VII provides an analysis of the future parking characteristics within the Civic Center area. The
' proposed recommendations for improvements to the transportation system are presented in
Chapter VIII. Chapter IX provides a summary of the study results. Appendices are provided
in a separate bound document.
I
5
The City of Fort Collins is proposing to relocate the existing library, located east of
downtown, to the Civic Center. The library would be located directly south of Maple
Street and north of the proposed City of Fort Collins office building. It is planned that
the library would be designed for 100,000 square feet. Based upon analysis of the
future parking needs within the study area, it was determined that parking for the
proposed library would have to be accommodated on -site. The 905 space Civic Center
Parking Structure would not have capacity to serve the library.
' A transit center is proposed directly east of Mason Street, between Maple Street and
LaPorte Avenue. The center would accommodate bus service to and from the
downtown area, and would provide a northern connection to the future transit corridor
located long Mason Street from downtown south to Harmony Road. It is anticipated
that individuals using the center as a point of origin (their starting point) would be
' primarily kiss-n-ride users whom are dropped -off at the transit center and individuals
walking/biking to the center. A large amount of on -site parking for park-n-ride users
is not planned for. The transit center area is also planned to provide for approximately
6,400 square feet of office and retail space.
' An additional government related office building could be located north of the proposed
library, north of Maple Street between Howes and Mason Streets. This building is not
currently being designed. However, it is assumed that parking for this future building
would be provided on -site.
' Saint Joseph's school, currently located west of Howes Street, between LaPorte and
Mountain Avenues, is planning to expand their school by adding approximately 136
students. Most of the students to the school will be dropped -off and picked -up.
Students are currently dropped -off from 7:45 to 8:30 in the morning a picked -up at the
3:15 afternoon dismissal. There is before and after school care from 6:30 to 8:30 AM
and 3:15 to 6:00 PM.
' Each of these projects was included in the transportation analysis.
' STUDY SCOPE
' The scope for this study was developed in conjunction with the Fort Collins Transportation
Engineering staff. The base assumptions, technical methodologies and geographic coverage
of the study were all identified as part of the study approach.
' The study is directed at the analysis of potential project -generated traffic impacts along the
existing and future street system. The following traffic scenarios are analyzed in the study:
' - Existing Conditions - The analysis of existing traffic conditions is intended to
provide a basis for the remainder of the study. The existing conditions analysis
includes an assessment of traffic volumes and operating conditions atthe study
' intersections.
1 4
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STUDY AREA
2
Figure 1
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I. INTRODUCTION
This report documents the findings of atraffic study conducted to evaluate the potential traffic
impacts and circulation needs of several future public development projects in the Civic Center
area of downtown Fort Collins. This transportation study will address the long range future
transportation system needs in the Civic Center with development of: the Larimer County
Justice Center, a new City of Fort Collins office building, relocation of the Library to the Civic
Center, the proposed 905 space parking structure, a transit center, additional private offices
' and retail use, and an additional future government office building. The study area is depicted
on Figure 1.
1 PROJECT DESCRIPTION
' The project is a combination of several future developments within the Civic Center area of
downtown Fort Collins. Each of these projects is in differing stages of planning. The most
recent available data was utilized for the transportation study. However, if the future projects
are modified, the impacts upon the transportation system should be re-evaluated. The location
of each of the proposed projects is depicted on Figure 2. The parking demand characteristics
of each project is discussed in Chapter VII.
The proposed City of Fort Collins office building will be located north of LaPorte
Avenue between Mason Street and Howes Street. This City building is planned to
accommodate approximately 183 staff. Parking supply for this building would be
' supplied by the proposed 905 space parking structure.
A 905 space Civic Center Parking Structure is planned where the current surface
parking lot is directly east of Mason Street between LaPorte and Mountain Avenues.
This lot would be utilized by the City of Fort Collins building, the Larimer County
Justice Center and other Larimer County staff in the existing courthouse building, and
by visitors and other employees in the downtown area. Access to the parking
structure would be from Mason Street, LaPorte Avenue, and the north/south alley
which currently exist on the eastern side of the site.
r- The proposed Larimer County Justice Center will be located directly south of LaPorte
Avenue between Mason and Howes Streets. It is anticipated that in the long range
future this facility could employ up to 290 staff. In the short range future it is
anticipated that approximately 200 employees would be located at the Justice Center.
Parking for the Justice Center will be provided by the proposed 905 space parking
structure. Some secured parking will also be provided on -site for Larimer County
enforcement personnel and judges.
' An office/retail building is also proposed on the same block as the Justice Center, at
the northeast corner of Howes Street and Mountain Avenue. This building is in a very
preliminary state of planning. It was assumed that 25,000 square feet of office use
and 5,000 square feet of ground floor retial uses would be included in this site.
Parking for this building would be provided in the proposed 905 space Civic Center
Parking Structure and accommodated by some adjacent on -street parking spaces.
' 1
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A
B
C
D
E
F
G
APPENDIX
(Separate Document)
Traffic Count Data
Level of Service Definitions
Current Traffic Level of Service Analyses
Background Traffic Level of Service Analyses
Total Traffic Level of Service Analyses
Pedestrian Level of Service Analyses
Bicycle Level of Service Analyses
LIST OF FIGURES
Figure
Page
1.
Study Area ....................................................
2
2.
Project Locations ............................................
3
3.
Study Intersections
6
.........................................
4A.
1998 Peak Hour Traffic Counts ........................
9
r4B.
1998 Peak Hour Traffic Counts
10
........................
5.
1998 Peak Hour Pedestrian Counts ...................
11
6.
1998 Peak Hour Bicycle Counts ........................
12
7A.
Future Project Traffic .......................................
22
7B.
Future Project Traffic .......................................
23
'
8A.
Long Range Background Traffic ........................
25
8B.
Long Range Background Traffic ........................
26
'
9A.
Long Range Total Traffic .................................
28
9B.
Long Range Total Traffic .................................
29
10,
Parking Structure Driveway Volumes .................
30
1 1 .
Parking Districts .............................................
43
12A.
Proposed Mason Street Striping .......................
49
12B.
Proposed Mason Street Striping .......................
50
13.
Proposed LaPorte Avenue Striping
52
.....................
14.
Proposed Mountain Avenue Striping ...................
53
15.
Proposed Magnolia Street Striping ....................
54
Table
LIST OF TABLES
Page
1.
Intersection Peak Hour Levels of Service
Existing Traffic Conditions ...............................
14
2.
Estimated Trip Generation .................................
19,20,21
3.
Intersection Peak Hour Levels of Service
Long Range Background Peak Hour Traffic
r4.
Conditions.....................................................
Intersection Peak Hour Levels of Service
32
Long Range Total Traffic Conditions ...................
33
5.
East/West Bicycle Facility Evaluations ................
38
6.
Estimated Parking Demand -Civic Center Projects ..
40
'
7.
Available Parking Supply -Districts 2,3,6 .............
44
8.
Future Parking Supply ......................................
44
I
TABLE OF CONTENTS
Page
I.
Introduction .................................................
1
Project Description ........................................
1
StudyScope ................................................
4
Organization of Report ...................................
5
IL
Existing Conditions ........................................
7
Existing Street System ...................................
Existing Intersection Peak Hour Traffic Volumes ..
7
8
Intersection Level of Service ............................
13
Existing Peak Hour Levels of Service ................
13
Pedestrian Facilities .......................................
Bicycle Facilities ...........................................
13
16
Transit Service .............................................
17
'
Ill.
Project Traffic Projections ...............................
Trip Generation .............................................
18
18
Trip Distribution ...........................................
18
Trip Assignment ...........................................
18
IV.
Future Background Traffic Projections ..............
24
Background Traffic ........................................
24
V.
Future Total Traffic Projections ........................
27
Total Traffic ..................................................
27
VI.
Traffic Impact Analysis ...................................
Background Traffic Analysis ............................
31
31
Total Traffic Analysis .....................................
31
Intersection Improvements ..............................
34
Pedestrian Level of Service .............................
Bicycle Level of Service .................................
34
36
Transit Level of Service .................................
37
VI1.
Parking.......................................................
39
Parking Demand ...........................................
39
Future Parking Supply ...................................
42
Vill.
Parking Deficit .............................................
Recommendations ...........................................
45
46
Improvements Related to Vehicular Traffic
'
Operations ...................................................
Pedestrian Facility Improvements .....................
46
46
Bicycle Facility Improvements .........................
48
Design Guidelines for the Civic Center
Parking Structure .........................................
51
Design Guidelines for the Justice Center ..........
51
Design Guidelines for the City of Fort Collins
Building......................................................
51
Design Guidelines for the Transit Center ...........
55
Design Guidelines for the Current Courthouse ....
55
Design Guidelines for the Library and other
IX.
Government Office Building ............................
Conclusions ..................................................
55
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CIVIC CENTER PROJECTS
TRANSPORTATION IMPACT STUDY
FORT COLLINS, COLORADO
September, 1998
Prepared for:
Fort Collins Facilities Division
117 North Mason Street
Fort Collins, Colorado 80521
Prepared by:
MATTHEW J. DELICH, P.E./RUTH ROLLINS, P.E.
2272 Glen Haven Drive
Loveland, Colorado 80538
Phone: 970-669-2061
Fax: 970-669-5034