HomeMy WebLinkAboutMASON STREET MOTEL - PDP/FDP - 7-98 - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDY1
Transportation Impact Study
MOTEL 6
Fort Collins, Colorado
Prepared For:
William Wexford
c/o Hattman Associates
145 W. Swallow
Ft. Collins, CO 80525
Prepared By:
Eugene G. Coppola P.E.
P. O. Box 260027
Littleton, CO 80163-0027
303-792-2450
November 28; 1997
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28/118/91
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Horsetooth
Creger
Olive Garden
Boardwalk
Figure 3
CURRENT PEAK HOUR TRAFFIC
C. Trip Distribution
Trip distribution is a function of the origin and destination of site users, their work and
shopping trips, and the available roadway system. In this case, all site traffic must
use Mason Street to access the site. Site traffic distributions are shown on Figure 5.
These distributions reflect current roadway patterns adjusted for business, shopping,
and food service attractions located within a reasonable distance of the site.
IV. FUTURE CONDITIONS
A. Roadway Improvements
No significant roadway improvements are planned in the area of the site in the short-
term. If improvements are realized in the next few years, they are expected to be
striping changes and traffic signal timing and phasing modifications.
B. Background Traffic Volumes
Background traffic volumes were developed using an annual growth rate of 2.00
percent per year on the City street system. This factor was applied to existing traffic
volumes to approximate short-term conditions which reflect the year 1999.
By this time, the Motel 6 development will be fully operational for about one year.
Short-term background traffic volumes are shown on Figure 6. Traffic volumes are
expected to remain compatible with current roadway classifications.
N.
8. All investigated roadways currently carry and will continue to carry traffic
volumes compatible with their respective classifications.
9. There is virtually no difference between operating levels of service for back-
ground and total traffic volume estimates under any of the investigated time
frames. This indicates the Motel 6 development will not adversely impact
the nearby street system.
10. Bicycle, and pedestrian operations are expected to remain acceptable.
Transit operations are expected to operate acceptably as planned improve-
ments are realized.
In summary, the existing transportation system can easily accommodate and absorb
the proposed development. This is verified by the fact that acceptable operating
conditions can be expected in the area of the Motel 6 for the foreseeable future.
I
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11
I
17
1
I
dor. With the planned transit corridor, transit will be easily accessible, have increased
frequency of service and extended service hours. This will result in minimal, if any,
walk time to access transit, significantly less wait time for transfers, and improved
travel time factors. With these improvements, level of service 'A' is expected in the
future. Work sheets are presented in Appendix F.
IX. CONCLUSIONS
Based upon the investigations, analyses, and findings documented in earlier sections
rof this report, the following can be concluded:
1. Current automobile operations in the area of the Motel 6 site are acceptable.
I, 2. Pedestrian and bicycle operations are currently acceptable.
3. Transit operations are currently unacceptable due to walk times to bus
'- stops, 30 minute service, and relatively lengthy transfer times.
I, 4. Motel 6 will generate 29 morning peak hour trips, 26 afternoon peak hour
trips and 440 trips per day under weekday conditions. During the Saturday
peak hour,' 32 site trips can be expected.
' 5. Site traffic is considered minor.
6. Design of the Motel 6 site will permit safe and efficient access by auto-
mobiles, bicycles, and pedestrians.
1 7. Auxiliary lanes are not needed at the site access to Mason Street.
16
B. Planned Improvements
Historically, the City has asked that developments adjacent to the Burlington Northern
right-of-way set aside an area of the site for a possible future pedestrian/bicycle
connection from Mason Street to the Burlington Northern right-of-way. When and if
this connection is needed depends on the realization of the Burlington Northern trans-
portation corridor and its interface with nearby areas. Realistically, it appears that the
connection may be hampered by the wetlands; however, this and other issues are
best resolved during the preliminary design phase.
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. Since no bus stop abuts the site, a walk time
was assumed to access the transit system. Bus travel times and transfer times were
extracted from the current Transfort bus schedule brochure. Auto travel time as-
sumed a 20 mile per hour travel speed on the City street system and a park and walk
time of 5 minutes. Current travel times for bus and auto traffic were estimated at 127
minutes and 54 minutes respectively resulting in a travel time factor of 2.35. Given
the 13 hour service schedule, the current 30 minute service, and a travel time factor
over 2.0, the current transit level of service is 'E'.
It is expected that weekday service hours will be extended to at least 18 hours per
day and the frequency of service will be in the 10 minute range in conjunction with the
enhanced travel corridor designation for the Burlington Northern transportation corri-
15
I
W—W mpg =—W— mm- W—W IW M—M ate, all•r ILMI ®i ii MI MI
0
0-1
specific connections to priority sites:
description of
destination area within 1,320'
Restaurants along College
Avenue
Shopping along College
Avenue
TABLE 2
Bicycle LOS Worksheet
level of service - connectivity
minimum actual proposed
base connectivity: C g g
destination area
classification
(see text)
Other
Other
C B B
C B B
B. Planned Improvements
In the future, the Burlington Northern multi -modal corridor will greatly enhance the
area's transportation system. It will abut the site on the west and result in improved
levels of service.
C. Levels of Service
The City of Fort Collins defines level of service based upon connectivity of the site to
existing and planned bicycle facilities. In this instance, the site abuts existing bicycle
lanes on Mason Street which connect to an existing bicycle route on several east -
west streets. This results in level of service'B' being realized both currently and in
the future. The bicycle level of service work sheet is presented on Table 2.
VIII. TRANSIT
A. Existing Conditions
Transit stops are currently located in the vicinity of the College Avenue - Boardwalk
Drive intersection. This location is served by bus route 1 which provides 30 minute
service from 6:20 A.M. to 7:17 P.M. The current peak load factor as provided by
Transfort is 0.70 for a representative weekday peak hour. Bus route 6 is also avail-
able and runs along Horsetooth Road. It provides 60 minute service and operates
from 6:15 A.M. to 7:10 P.M. Current bus stops are located at the Horsetooth Road -
Mason Street intersection.
0
14
W
project location classification: Other
ID
IO
ID
LU,
description of applicable
destination area within 1,320'
including address
Restaurants along College
Avenue
Shopping along College
Avenue
TABLE 1
PEDESTRIAN LOS WORKSHEET
destination area
classification
Other
Other
level of service (minimum bt
directness I I continuity
My
actual
minimum
actual
on project location classification
street
crossings
visual
interest &
amenities
security
C
C
C
B
C
B
B
C
B
C
C
C
B
C
B
B
C
B
I
drastically expand and enhance the area transportation system and result in signifi-
cant improvements. The ability to access the corridor from sites along Mason Street
is being reviewed by the City as development occurs. While access to the corridor
may be difficult due to wetlands issues, it should be considered during the preliminary
design phase. If deemed acceptable, an area between adjacent developments best
serves this purpose.
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 "other area" classification. This classification provides
the basis for determining minimum level of service criteria. Five factors were
assessed under current and future conditions. The pedestrian routes identified by the
City are oriented to College Avenue in general rather than individual destinations.
Based upon the investigations into current and future pedestrian levels of service, it
appears that acceptable levels of service are currently being experienced and will
continue in the future. The pedestrian level of service work sheet is presented on
Table 1.
VII. BICYCLE FACILITIES
A. Existing Conditions
The Motel 6 is bordered on the east by Mason Street which has on -street bicycle
lanes. These lanes connect to established bicycle routes on Horsetooth Road,
Boardwalk Drive, and Troutman Parkway. Excellent connectivity is therefore provided
in both the north -south and east -west directions.
13
service are consistent at all intersections whether or not Motel 6 is developed. Ca-
pacity sheets are in Appendix E.
VI. PEDESTRIAN FACILITIES
A. Existing Conditions
The existing sidewalk system was field reviewed within 1,320 feet of the Motel 6 site.
City identified destinations/activity centers were also investigated. The area to the
west of the Burlington Northern rail corridor was not considered given the physical
restrictions and safety concerns related to crossing the tracks.
Pedestrian facilities have been installed under previous editions of City design stan-
dards. This has resulted in varying sidewalk widths and locations; however, all
facilities were determined in generally good condition. Pedestrian ramps are avail-
able at all intersections. Sidewalk currently exists along the west side of Mason
1 Street adjacent to the site. There is no sidewalk along the undeveloped areas of
Mason Street to the south of the site.
IB. Planned Improvements
' The pedestrian system internal to the site will serve the motel and provide direct
connections to the existing sidewalk along Mason Street. These improvements will
maximize porosity with established pedestrian routes serving the local area.
The Burlington Northern transportation corridor is planned to be a future multi -
modal transportation corridor. It is expected to include pedestrian, bicycle, bus, rail,
and other transportation amenities. While not precisely defined, the corridor will
1 12
SHORT-TERM TOTAL TRAFFIC OPERATING CONDITIONS
INTERSECTION
CONTROL
MOVEMENT
LEVEL OF SERVICE
Wkdy
AM
Wkdy
PM
Sat.
Noon
Mason - Boardwalk
Stop
WB LT
B
F
D
WB RT
A
B
B
SB LT
A
B
B
Mason - Olive Garden
Stop
EB LT/TH/RT
B
C
D
WB LT/TH/RT
A
D
C
NB LT
A
A
B
SB LT
A
A
B
Mason - Creger
Stop
EB LT/TH/RT
B
D
D
WB LT/TH
B
E
F
WB RT
A
B
B
NB LT
A
A
B
SB LT
A
B
B
;
Overall..
A:
Mason - Horsetooth
Signal
EB
B
C
E
WB
B
C
C
NB
B
D
E
SB
C
D
F
As shown above, acceptable operations are expected under all traffic volume scenar-
ios with the existing roadway geometry. Of importance is the fact that overall levels of
Drive
L 0/42
01780
,�- 2/232
0/101
-J,
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4/459 -�
O
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0/2 —►
0/2 -74
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CO co N
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m o o
0/0
0/1
Site Drive
9/9
?
0/0 —►
I
11/11
co r` N
cfl�o
0
Legend: Sitelrotal
m n
g
SORCIJ
♦
1/96
0/40
rn M
r._ v
m o
in
r_
0
�o
Horsetooth
Creger
Olive Garden
Boardwalk
Figure 12
SHORT-TERM TOTAL TRAFFIC
Saturday Noon
N R
O O
0/59
0/655 —►
6/421
Drive
r
Q CIO 0 0
Site Drive
6/6
0/0 —►
5/5
O
r O
LO
Legend: Site/Total
k—. 0/52
4-- 0/995
2/149
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, DNi cCDD
Lo I o
It N
"— 0/32
4--0/1
1(— 0/46
I
LOLOrn
Q N \
cO
�- 0/4
0/0
j- 0/7
- 2/125
- 0/58
Horsetooth
Creger
Olive Garden
Boardwalk
Figure 11
SHORT-TERM TOTAL TRAFFIC
PM Peak Hour
0156 -
0/916
5/238 --,V
Drive
012
0/1
0/1
N
M O
Site Drive
Legend: Site/Total
k— 0/49
4—0/393
,�— 2/79
I
425 M
L 0/10
4-0/1
0/20
— 0/0
— 0/0
— 0/0
k— 1/25
1(— 1/25.
Horsetooth
Creger
Olive Garden
Boardwalk
Figure 10
SHORT-TERM TOTAL TRAFFIC
AM Peak Hour
SHORT-TERM BACKGROUND TRAFFIC OPERATING CONDITIONS
INTERSECTION
CONTROL
MOVEMENT
LEVEL OF SERVICE
Wkdy
AM
Wkdy
PM
Sat.
Noon
Mason - Boardwalk
Stop
WB LT
B
E
D
WB RT
A
B
B
SB LT
A
B
B
WB LT/RT
A
C
C
Mason - Olive Garden
Stop
SB LT
A
A
B
uu
';i7J"M_NM'.K.--2T
k
Mason - Creger
Stop
EB LT/TH/RT
B
D
D
WB LT/TH
B
E
F
WB RT
A
B
B
NB LT
A
A
B
SB LT
A
A
B
EB
B
v�""
C
ir
N, &
E
Mason - Horsetooth
Signal
WB
B
C
C
NB
B
C
E
SB
C
D I
F
I
To assess operating conditions with Motel 6 fully operational, current roadway geom-
etry and the traffic volumes shown on Figures 10, 11, and 12 were evaluated. Resul-
tant levels of service are on the page following the above referenced figures.
10
C. Short -Term Operating Conditions
Operating conditions were assessed using background and total traffic volume esti-
mates. Total traffic includes full development of the motel. Using the background
traffic volumes shown on Figure 6 and current roadway geometry, baseline conditions
were established. Background levels of service (without Motel 6) were calculated.
This resulted in the operating conditions indicated on the following page.
0
EXISTING TOTAL TRAFFIC OPERATING CONDITIONS
INTERSECTION
CONTROL
MOVEMENT
LEVEL OF SERVICE
Wkdy
AM
Wkdy
PM
Sat.
Noon
Mason - Boardwalk
Stop
WB LT
B
E
D
WB RT
A
B
B
SB LT
A
B
B
m,j
EU-1-Ae 111
Mason - Olive Garden
Stop
EB LT/TH/RT
B
C
D
WB LT/TH/RT
A
C
C
NB LT
A
A
B
SB LT
A
A
A
V r9111
A
Mason - Creger
Stop
EB LT/TH/RT
B
D
D
WB LT/TH
B
E
F
WB RT
A
B
B
NB LT
A
A
B
SB LT
A
A
B
Oy6ra
7, 7
�-F
,j
Mason - Horsetooth
Signal
ISB
EB
B
C
E
WB
B
C
C
NB
B
C
D
C
D
E
Overall
D
Based upon City criteria operating conditions will be acceptable with the Motel 6
development fully operational and operating conditions will be virtually identical to
current conditions. Capacity work sheets are in Appendix C.
8
Drive
Site Drive
Legend: Siterrotal
0 0 0
0/40
1
•— o/7s0
21223
0/97 -J'
I
0/810 —►
4/439
Ln
M Go m
zt C N
CD M
CO
CA V
fh e
k—
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I
4-0/1
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0/3 - 4
0/2 1,
0/2
Co
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N N O
O � �
O
L 0/3
4-0/0
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o Ln
T N
1
'- 1/92
0/38
1�
V
IT
1W O
in
0
rn
m
2
Horsetooth
Creger
Olive Garden
Boardwalk
Figure 9
EXISTING TOTAL TRAFFIC
Saturday Noon
r
r
r
r
r
r
r
Drive
r
r
r
1
Site Drive
r
r
r
r
Legend: Sitelrotal
r
r
1
Cl
0 0 0
0/57 -
0/630 -
6/405 -
u
0
o�
oa
on co
6/6
0/0 -
5/5 -�
k- 0/50
4-- 0/956
2/143
t Horsetooth
I
0)co(0
Q N
k- 0/31
4-0/1
0/44
�n r` o
o
0/4
0/0
0/7
2/120
0/56
Creger
Olive Garden
- Boardwalk
Figure 8
EXISTING TOTAL TRAFFIC
PM Peak Hour
r
r
i
I
i
Drive
I
I
I
Site Drive
I
I
I
Legend: Site/Total
I
I
co co to
S S S
0/47
f-- 0/386
i
2/76
0/54
0/881
5/230
Ul) rn co
N CO
V O m
co
r
or,o
LO/10
�— 0/1
i
0/19
0/2 1
0/1 —►
I
0/1�
ono
rn
N
O o
0/0
r �a
0/0
0/0
D
co
co
N
O� N
I
1�
rLO
to
_ M
0
0
m
2
Horsetooth
Creger
Olive Garden
Boardwalk
Figure 7
EXISTING TOTAL TRAFFIC
AM Peak Hour
V. TRAFFIC IMPACTS
In order to assess operating conditions with the Motel 6 fully operational, capacity
analyses were conducted at all intersections and the site access point. 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 discussed in the
�. following section.
A. Auxiliary Lane Requirements
rThe Motel 6 access was reviewed to determine if auxiliary lanes are needed on the
basis of morning and afternoon peak hour traffic volumes. The evaluation revealed
that auxiliary lanes are not appropriate at this location. This finding is consistent with
other treatments along Mason Street.
13. Existing Total Traffic Conditions
Capacity analyses were conducted to assess existing total traffic conditions at the
previously investigated intersections and the site driveway. Operating levels of
service were calculated using current roadway geometry, existing traffic controls and
the traffic volumes presented in Figures 7, 8, and 9. The following levels of service
can be expected in 1997 if the Motel 6 was fully operational. They represent the
hypothetical time frame when site traffic would cause its greatest impact and, there-
fore, the worst case.
Drive
O N O
O In O
(NO Se t17
M N izz
N
k— 49/52/42
4— 393/995/780
74/141/221
56/59/101
R
1
916/655/842
233/415/452
a m
IV N
rn
Un a
o m
<
u M ,
N
O coO
a
fM N
O N C
Cl) M c
10/32/8
4— 1/1/3
r +
20/46/41
N
r
O
n
O
Se N N
� o
l�
IRS
I
N c
Un rn
vI
n
zt
Legend: AM/PM/Saturday Noon I c
Lo se
NOTE: Rounded to nearest 5 vehicles o LO
U)
m
0/4/3
0/7/1
24/123/95
25/58/40
Horsetooth
Creger
Olive Garden
Boardwalk
Figure 6
SHORT-TERM BACKGROUND TRAFFIC
z
1 2/2/2
5/6/4 —),
se
00
n
�!
u
Site Drive
7/6/9 -�
11/5/11
k
Legend: AM/PM/Saturday Noon
NOM = Nominal
jr— NOM
r
k— 1/2/1
1
LO
M
U)
0
U)
ca
Horsetooth
Creger
Boardwalk
Figure 5
SITE TRAFFIC DISTRIBUTION
--------------------------------------------
f
,
BOARDWALK DR.
Figure 4
CONCEPT PLAN
III. DEVELOPMENT ISSUES
tA. Project Description
Motel 6 will be a single building with about 54 rooms. Site access is proposed via a
single driveway which will align with the Olive Garden driveway on the east side of
tMason Street. A concept plan for Motel 6 is presented on Figure 4.
Construction is expected to begin in 1998 with completion in the same year.
1 B. Site Traffic
Site traffic was estimated using Institute of Transportation Engineers (ITE) publica-
tion, "Trip Generation, 5th Edition", a nationally recognized reference. The motel
classification was selected for use. The following trips are expected with the Motel 6
development. They indicate conditions with the motel fully occupied and, therefore,
present worse case conditions.
g '.
Daily
h�'ArMPeakzHou
PM Peak
HourSatPeak°Hour+
Rate
�fnIEDps.�
� +i
Landilise
: HSize
,
Rateln=Qut
Rated
,M
; Out
Rate ,
to
Out
Motel
64 rooms
10.19
440
0.66
11 18
0.60
15
11
0.74
12
20
' Weekday
As shown above, the motel is expected to generate 29 morning peak hour trips, 26
afternoon peak hour trips, and 440 trips per day under weekday conditions. During
Saturday peak hour conditions, 32 site trips can be expected. It should be noted that,
tin the interest of a conservative analysis, site traffic was assumed constant. No
reductions were taken to reflect an increase in pedestrian and transit trips to and from
the site.
5
investigated intersections. Traffic volumes presented on Figure 3 were loaded onto
current roadway geometry which is shown on Figure 2.
EXISTING OPERATING CONDITIONS
INTERSECTION
CONTROL
MOVEMENT
LEVEL OF SERVICE
Wkdy
AM
Wkdy
PM
Sat.
Noon
Mason - Boardwalk
Stop
WB LT
B
E
D
WB RT
A
B
B
SB LT
A
B
A
V,Overafl
1
A
d
f
Mason - Olive Garden
Stop
WB LT/RT
A
C
C
SB LT
A
A
A
i
r
Mason - Creger
Stop
EB LT/TH/RT
B
D
D
WB LT/TH
B
E
F
WB RT
A
B
B
NB LT
A
A
B
SB LT
A
A
B
Overall x
A ' 1
A
A
Mason - Horsetooth
Signal
EB
B
C
E
WB
B
C
C
NB
B
C
D
SB
C
D
E
Per City standards, all locations operate acceptably while specific movements and
approaches are at capacity. Capacity work sheets are in Appendix B.
4
1
1
1
1
I
1
1
1
1
1
1
1
1
1
1
r
r
r
Drive ---
NOTE: Functional lanes are shown.
c
0
m
m
2
Horsetooth
Creger
Boardwalk
Figure 2
EXISTING FUNCTIONAL ROADWAY GEOMETRY
of 25,000 vehicles per day. The Horsetooth Road - Mason Street intersection is
under traffic signal control.
The area streets carry traffic volumes consistent with their current roadway classifi-
cations. Functional roadway geometry and traffic controls are shown on Figure 2.
B. Surrounding Land Uses
The site is currently vacant. The Ramada Suites Hotel abuts the site to the south
while Harms Sound Labs is adjacent to the site to the north. The Olive Garden
restaurant is directly across Mason Street to the east. The site is considered an in -fill
development.
C. Existing Traffic Conditions
1 Morning and afternoon weekday and Saturday noon peak hour traffic counts were
conducted at the Horsetooth Road, Creger Drive, and Boardwalk Drive intersections
Iwith Mason Street. The Mason Street access to the Olive Garden restaurant was
also counted during these time frames. Turning movement counts are presented on
Figure 3. Directional imbalances were noted during these peak hour periods. A
significant amount of cut -through traffic was observed at the Mason Street - Horse -
tooth Road intersection. This involved eastbound right turning traffic cutting through
the bowling alley parking lot to access Mason Street.
D. Existing Traffic Operations
Highway Capacity Manual procedures were used to quantify current intersection oper-
ations. Resultant peak hour levels of service (LOS) are indicated below for the
3
parameters were defined at that time. Transportation impact study base assumptions
and pedestrian analyses work sheets from that meeting are available in Appendix A.
II. EXISTING CONDITIONS
A. Existing Road Network
The Motel 6 site is located north of Boardwalk Drive along the west side of Mason
Street. The site is bordered on the north by Harms Sound Labs, on the west by the
Burlington Northern railroad, on the east by Mason Street and on the south by the
Ramada Suites Hotel. It lies directly west of the Olive Garden restaurant.
Mason Street is a north -south minor arterial roadway having two lanes (one in each
direction) and bicycle lanes along both sides. It extends from north of Horsetooth
Road to south of Harmony Road and connects to other arterial streets. Recent daily
traffic on Mason Street is in the range 8,000 - 9,000 vehicles per day. The posted
speed limit is 30 miles per hour.
Boardwalk Drive is a three lane east -west roadway extending from Mason Street to
the east of College Avenue. It has bicycle lanes along both sides of the street and is
under stop sign control at Mason Street.
Creger Drive is a two lane roadway extending between Mason Street and College
Avenue. At College Avenue, eastbound traffic is required to turn right. Creger Drive
is under stop sign control at Mason Street and, while not striped, the westbound
approach functions as two -lanes.
Horsetooth Road is an east -west arterial roadway with two through lanes in each
direction and a center left turn lane. Daily traffic on Horsetooth Road is in the range
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Figure 1
VICINITY IMAP
I. INTRODUCTION
A Motel 6 is planned just north of Boardwalk Drive along Mason Street in Fort Collins,
Colorado. It will be situated north of the Ramada Suites Hotel across from the Olive
Garden restaurant. 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 short-term conditions.
► Evaluate operations with the Motel 6 fully operational under existing and
short-term 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.
The City of Fort Collins defined the parameters of this study in a scoping meeting
held on November 12, 1997. At that meeting, the Mason Street - Boardwalk Drive,
Mason Street - Creger Drive, and Mason Street - Horsetooth Road intersections were
k1l
identified as requiring investigation in addition to the site access point. Other study
I. INTRODUCTION........TABLE ...... OF ... CONTENTS .................................1
II. EXISTING CONDITIONS ........................................... 2
A. Existing Road Network ........................................ 2
B. Surrounding Land Uses.......................................3
C. Existing Traffic Conditions ..................................... 3
D. Existing Traffic Operations ..................................... 3
III. DEVELOPMENT ISSUES ..........................................
5
A. Project Description ...........................................
5
B. Site Traffic.................................................5
C. Trip Distribution ..............................................
6
IV. FUTURE CONDITIONS ..................
6
A. Roadway Improvements ..................
. .................... 6
B. Background Traffic Volumes ...................................
6
V. TRAFFIC IMPACTS ...............................................
7
A. Auxiliary Lane Requirements ...................................
7
B. Existing Total Traffic Conditions .................................
7
C. Short -Term Operating Conditions ...............................
9
VI. PEDESTRIAN FACILITIES ...............; .........................
12
A. Existing Conditions ..........................................
12
B. Planned Improvements ......................................
12
C. Levels of Service ...........................................
13
VII. BICYCLE FACILITIES ............................................
13
A. Existing Conditions ...........................................
13
B. Planned Improvements :.....................................
14
C. Levels of Service ...........................................14
Vill. TRANSIT.....................................................14
A. Existing Conditions ..........................................
14
B. Planned Improvements ........:.............................
15
IX. CONCLUSIONS.................................................16