HomeMy WebLinkAboutSPRING CREEK FARMS REZONING - 24-00C - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYPer City criteria, acceptable operating conditions can be achieved with
Spring Creek Farms Retail fully built. This applies to both the short- and
long-term time frames.
• The northbound left turn movement from Timberline Road to westbound
Buell Drive should be allowed. It will relieve critical traffic demands at the
Timberline Road — Drake Road intersection, result in reduced northbound
left turn delay, and facilitate improved overall intersection operations.
• The internal loop road between Timberline and Drake Roads should be built
to connector local street standards.
• City pedestrian level of service criteria will be satisfied except for the direct-
ness criterion between the residential area to the west of the railroad and
the site. This criterion cannot be reasonably accommodated.
• Current and future bicycle levels of service will exceed those required by
City standards. This site has access to both north -south and east -west on -
street bicycle lanes.
• The site is currently outside the Transfort service area; however, future
transit levels of service are expected to be acceptable since Timberline
Road is classified as a future high frequency transit corridor.
In summary, the transportation demands associated with Spring Creek Farms Retail
can be easily absorbed and accommodated by the existing and planned transporta-
tion system. With the identified auxiliary lane improvements, acceptable operating
conditions can be expected in the vicinity of this development through the long-term
time frame.
30
As indicated above, the Timberline Road — Drake Road intersection will experience
overall delay reductions of 0.7% and 4.0% during the long-term morning and after-
noon peak hours, respectively. This is considered very significant.
In summary, the three-quarter access at the Timberline Road — Buell Drive intersec-
tion will benefit northbound left turning vehicles, the northbound approach on Timber-
line Road, and the entire intersection. With the identified benefits, the three-quarter
access should be implemented.
XI. CONCLUSIONS
Based upon the analyses, investigations, and findings documented in earlier sections
of this report, the following can be concluded:
II. Current roadway operations in the area of Spring Creek Farms Retail are
acceptable during all peak hours.
• Site traffic associated with the Spring Creek Farms Retail development is
expected to be 96 morning peak hour trips, 291 afternoon peak hour trips,
and 2,990 trips per day. These trips are manageable.
I! In conjunction with this project, a southbound right turn lane on Timberline
Road at Buell Drive and a westbound left turn lane on Drake Road at Sage-
brush Drive will be needed -in the short-term under either access scenario.
Additionally, with a three-quarter access at the Timberline Road — Buell
Drive intersection, a northbound left turn lane will be needed at that inter-
section. Alternately, if Buell Drive is limited to right turns, a westbound right
turn lane on Drake Road at Sagebrush Drive will be needed. These im-
provements are shown on Figure 11.
I !� 29
By allowing left turns into the site at Buell Drive, some northbound left turns at the
Drake Road — Timberline Road intersection proceed straight across the intersection
rather than turning left. Since the northbound left -turn demand is currently over 400
vehicles per hour and this movement is only allowed as a protected turn, changes in
demand will directly impact vehicle delay. Consequently, northbound left turn delay
was evaluated. Short-term and long-term delay at the Timberline Road — Drake Road
intersection is compared below both without and with the three-quarter access at
Buell Drive.
NORTHBOUND LEFT
TURN DELAY COMPARISONS AT TIMBERLINE & DRAKE
Short -Term
Long -Term
AM Pk Hr
PM Pk Hr
AM Pk Hr
PM Pk Hr
wlo'/<
1 with 3%
w/o %
I with 3/<
wlo 3/
with 3/
w/o 3/<
with 3/
Delay (sec.)
45.9
45.3
47.0
45.7
68.9
1 65.7
76.2
63.6
Reduction in Delay with 3/
- 0.6
1.3
- 3.2
- 12.6
Reduction in Delay with 3/
- 1.3%
- 2.8%
- 4.6%
- 16.5%
As shown above, by allowing northbound left turns at Buell Drive, delay will be re-
duced for northbound left turning traffic at Drake Road. While modest in the short-
term, the long-term reduction in delay will be some 16'/2% during the afternoon peak
hour. This is considered a very significant reduction and a meaningful improvement.
The three-quarter access at Buell Drive will also benefit the Timberline Road — Drake
Road intersection overall. A delay comparison for the long-term is shown below.
LONG-TERM INTERSECTION DELAY COMPARISONS
AT TIMBERLINE & DRAKE
AM Pk Hr
PM Pk Hr
Delay (sec.) Without '/< access
41.0
44.9
Delay (sec.) With % access
40.7
43.1
Delay Reductions with 3/ access (sec.)
- 0.3
- 1.8
Delay Reductions with 3/ access (%)
- 0.7%
- 4.0%
IX. TRANSIT
A. Existing and Planned Conditions
IThe site is not currently served by Transfort since the nearest transit route is located
to the west along Lemay Avenue. Timberline Road however is designated as a future
C! high frequency transit corridor. With this designation, transit service and extended
service hours can be anticipated in concert with demand.
B. Levels of Service
I, With the high frequency transit corridor designation along Timberline Road, route ex-
tensions, efficient headways, fast travel times and long service hours can be antici-
pated in the future. This is expected to result in a future LOS "B" or better.
Accordingly, the City's LOS criteria will be satisfied at this location.
X. ALTERNATE ACCESS EVALUATION
The City has previously approved a right -in, right -out site access on Timberline Road
at Buell Drive. In discussions with the City, it was agreed that a three-quarter access
(right -in, right -out, and left -in) would be worthy of investigation. Consequently, alter-
nate analysis evaluations were conducted. This effort focused on operating condi-
tions, northbound left turn delay and overall intersection delay.
As indicated earlier in this study, an improved level of service will be realized for the
jnorthbound Timberline Road approach at Drake Road during the long-term afternoon
peak hour with the three-quarter access at Buell Drive. This is considered modest but
none the less, a beneficial improvement.
27
MIS M
bicycle wJ vvomsneei
level of service - connectivity
minimum actual proposed
base connectivity: I C I I A I I A
specific connections to priority sites: None
description of
destination area within 1,320'
including address
Nearby Residential Areas
destination area
classification
(see text)
Residential
* Further than 1,320 feet from the site.
B. Levels -of -Service
The City of Fort Collins multi -modal transportation Level -of -Service Manual (the Man-
ual) was used to assess both current and future pedestrian conditions. It was deter-
mined that access to the nearby residential areas should be investigated. Accord-
ingly, the analysis focused on the balance of Mansion Park, the neighborhoods to the
west of the railroad tracks, and the residential areas to the east of Timberline. An im-
pact area map is provided in Appendix F. This resulted in the finding that all City level
of service criteria will be satisfied except for the directness criterion for the residential
area to the west. This criterion cannot be reasonably satisfied given the presence of
the railroad tracks. A Pedestrian LOS Worksheet is provided on Table 1.
VIII. BICYCLE FACILITIES
A. Existing and Planned Conditions
Timberline Road and Drake Road currently have on -street bicycle lanes. These lanes
connect to established bicycle routes on other area roadways and off-street bicycle
trails. Excellent connectivity is therefore provided in both the north -south and east -
west directions. No off -site improvements are planned on the area bicycle system in
conjunction with this development.
B. 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, bicycles have direct access to
the bicycle lanes on both Timberline Road and Drake Road. This results in level of
service 'A' being realized both currently and in the future. The bicycle level of service
f worksheet is presented on Table 2.
24
Sagebrush Drive intersection are considered normal for stop sign controlled intersec-
tions along arterial streets. At non -peak hour times, improved conditions are ex-
pected.
E. Internal Streets
A review of traffic on the internal street system was undertaken. This resulted in the
determination that the north -south access road (Sagebrush Drive extended) and the
east -west access road (Buell Drive extended) should be built to connector local street
standards.
VII. PEDESTRIAN FACILITIES
A. Existing and Planned Improvements
The current sidewalk system is evolving as the various development parcels are built
and the City improves the area street system. Pedestrian facilities have been in-
stalled under previous editions of City design standards. The existing facilities are
comprised of both attached, detached and combined pedestrian/ bicycle trails. This
has resulted in varying designs; however, all facilities are in generally good condition.
The pedestrian system planned with Spring Creek Farms Retail will conform to cur-
rent City criteria. It will connect to the existing and planned external pedestrian sys-
tem via an internal pattern of sidewalks accommodating and complimenting the
integration of pedestrians into the site. Internal sidewalks will form an effective pedes-
trian circulation system with appropriate connections to adjacent facilities.
23
Drake
t m
N =
a `m
m a
as E
m
rn i`
NOTE: With a 3/4 access at Buell, a northbound
left -turn lane is needed on Timberline but
the westbound right -turn lane on Drake is
not needed at Sagebrush.
access
Figure 12
22 LONG-TERM ROADWAY GEOMETRY
As shown above, acceptable operations are expected with Spring Creek Farms Retail
fully built. Capacity sheets are in Appendix D.
D. Long -Term Operating Conditions
Operating conditions were calculated using total traffic which represents the long-term
time frame with Spring Creek Farms Retail fully built and the long-term roadway ge-
ometry presented in Figure 12. Levels of service are presented below.
LONG-TERM OPERATING CONDITIONS (With Project)
INTERSECTION
CONTROL
APPROACH/
MOVEMENT
LEVEL OF SERVICE
AM PK HR
PM PK HR
w/o 3/4
with 3/4
w/o 3/4
with 3/4
Timberline — Drake
Signal
EB'
D
D
D
D
WB*
D
D
D
D
NB*
D
D
D
C
SB'
D
D
D
D
Overall
D
D
D
D
Drake — Sagebrush
Stop
EB L
B
B
B
B
WBL
B
B
B
B
NB LT
F
F
F
F
NB
B
B
B
B
SB LT
D
D
F
F
SBR
B
B
1 B J
B
Timberline — Buell
Stop
EB RT
B
B
A
A
NB LT
--
B
--
C
All traffic movements operate at LOS 'E' or better
As shown above, all intersections are expected to operate acceptably with this devel-
opment. Capacity worksheets are in Appendix E. Conditions at the Drake Road —
21
Drake
t d
a `m
m a
E
R
� i—
NOTE: With a 3/4 access at Buell, a northbound
left -turn lane is needed on Timberline but
the westbound right -turn lane on Drake is
not needed at Sagebrush.
ess
Figure 11
20 SHORT-TERM ROADWAY GEOMETRY
B. Other Roadway Improvements
Timberline Road traffic is expected to grow to the point where three through lanes
may be needed in each direction. This need is not site related but is attributable to
future growth in background traffic. For analysis purposes, two lanes in each direction
were assumed available in the long-term with full recognition that Timberline Road is
expected to have three lanes in each direction sometime in the future.
C. Short -Term Operating Conditions
Operating conditions with Spring Creek Farms Retail fully operational were assessed
using short-term roadway geometry from Figure 11 and total traffic from Figure 9.
Resultant traffic levels of service are shown below for both access scenarios.
SHORT-TERM OPERATING CONDITIONS (With Project)
INTERSECTION
CONTROL
APPROACH/
MOVEMENT
LEVEL OF SERVICE
AM PK HR
PM PK HR
w/o 3/4
with 3/4
w/o 3/4
with 3/4
Timberline — Drake
Signal
EB*
D
D
D
D
WB*
D
D
D
D
NB*
C
C
C
C
SB*
C
C
C
C
Overall
C
C
C
C
Drake — Sagebrush
Stop
EB L
A
A
A
A
WBL
A
A
A
A
NB LT
D
D
D
D
NB
B
B
B
B
SBLT
C
C
D
D
SIB
B
B
B
B
Timberline — Buell
Stop
EB RT
A
A
B
B
NB LT
--
C
--
D
* All traffic movements operate at LOS `E' or better
19
Drake
\NJ
0
N
O
lif LO
O
O
N �
NEI
Buell
35/50
1�
0
LO
i
r
s
N
7
a
m
rn
R
0
o Co
O Ln
LO Z o
�— 30160 (15/30)
CO N
1 M
� 200/160
� Z N
♦— 955/1175
o
— 285/265
.i
10/5
1
150/110
20/80
1
440/280 --�4
1
1240/1230 —As-0M
Z
225/335—►
o 0 0
15/40
LO Z N
630/685
CN
CD rn
CD
'ITN
CO V
O
W O
CO R
L
d
LO O
CD
C
V
L
d
E
h
LEGEND: AM/PM Peak Hour (AM/PM Pk Hr with 3/4 at Buell)
N = Nominal
Figure 10
NOTE: Rounded to nearest 5 vehicles. LONG-TERM TOTAL TRAFFIC -
Drake
MCI
LO
00
N
Lr) r
� O
L0 O
r 00
Buell
15/45 —),
0
I
Lo
r
L
y
7
J?
d
f0
N
LO
LO V
Lo O
Z_
25/55 (10/15)lzr
N O
N r O
�
120/90
Z r
4— 715/835
�— m
10/5
I � �
35/170
15/20 1
1�/20
�
15/45
1
325/220 --,�i
870/785 — ►
o Z LO
125/120+
o
15/40
,` O z N
470/510
N 0
O
v \
O LO N
O Ln
V O
O LO
LO m
L
C
O
r
i
d
L
H
LEGEND: AM/PM Peak Hour (AM/PM Pk Hr with 3/4 at Buell)
N = Nominal
Figure 9
NOTE: Rounded to nearest 5 vehicles.
, _ SHORT-TERM TOTAL TRAFFIC
Drake
Buell
C)
N
M
O C)
N C)
N
CD
,4)l
20/5 ---o
1�-- 40/20
r
LO o
oLO
N I
LO
N
N
O
N
zLO
I�—
5/5
t-- 955/1175
10/5
O
u] (O C)
O M CD
LO 00 o n
°)
1
k200/160
4--- 280/260
150/110
5/35 --JA
11) 1 �
430/235
1
220/330 —►
1240/1230 ---- 0-
o z
Cl) Z
620/675
o 0 N
15/40 --),
N
o
fO
o-) , co
m v
d
c
m
a
E
i=
LEGEND: AM/PM Peak Hour
N = Nominal
Figure 8
NOTE: Rounded to nearest
5 vehicles.
LONG-TERM BACKGROUND TRAFFIC
4C
With the planned extension of Drake Road and a connection to Harmony Road, a
shifting of traffic patterns is expected. This will result in fewer turns at the Timberline
Road — Drake Road intersection. Since no adjustments have been made to reflect
this change, a conservative estimate is presented. Long-term peak hour background
traffic is shown on Figure 8.
VI. TRAFFIC IMPACTS
In order to assess operating conditions with Spring Creek Farms Retail fully occupied,
capacity analyses were conducted at key intersections. Total traffic (background traf-
fic combined with site traffic) was developed. Short-term total traffic is shown on Fig-
ure 9 with long-term total traffic shown on Figure 10. Estimates both without and with
a three-quarter access at the Timberline Road — Buell Drive intersection are provided.
Prior to commencing with analyses, short- and long-term traffic estimates were re-
viewed. This review focused on the need to provide additional auxiliary lanes. The
results of this review are discussed in the following sections.
A. Auxiliary Lane Requirements
Short-term traffic was reviewed at key intersections under both access scenarios.
This review determined that an eastbound left turn lane on Drake Road at Sagebrush
Drive and a southbound right turn lane on Timberline Road at Buell Drive will be
needed with either access scenario. Additionally, with a three — quarter access at
Buell Drive a northbound left turn lane will be needed at this intersection. Alternately,
if the Buell Drive connection to Timberline Road is limited to right turns, a right turn
lane will be need on Drake Road at Sagebrush Drive.
No additional improvements will be needed in the long-term.
15
Drake
870/785 —►
15/40
00
00
N
N
O
O
W
40/20
Buell
1�
00
o�
CNo
N O LO
N LO
�
v o^ 25
— 120/90
4-- 715/835
LO
CO `r)
4-- 130/161
10/5
.i 1
15/20
O
120/115�
o
o L � o
M ,
460/500
L0 M ;
O
to N
O
in
in O N'
u) V
q O
I
LEGEND: AM/PM Peak Hour
N = Nominal
d
C
d
L
U
a
NOTE: Rounded to nearest 5 vehicles.
Figure 7
SHORT-TERM BACKGROUND TRAFFIC
4 A
V. FUTURE CONDITIONS
IA. Roadway Improvements
E Significant roadway improvements have recently been completed at the Timberline
Road — Drake Road intersection. Additional improvements to Timberline Road are
planned by the City to the north of the site.
IFollow-on major improvements are also anticipated over the long-term. These include
widening Timberline road to major arterial standards and the expansion of the area
street system to the east.
B. Short -Term Background Traffic
Background traffic was developed using an annual growth rate in the range of 2 per-
cent on the arterial street system. This factor was applied to existing traffic to ap-
proximate short-term conditions. Additionally, traffic from the Sidehill development
was considered.
Short-term conditions reflect the year 2010. By this time, Spring Creek Farms Retail
will be fully built. Short-term background traffic is shown on Figure 7.
C. Long -Term Background Traffic
Long-term background traffic was developed using a growth factor of 2 percent on
Timberline and Drake Roads. Additionally, traffic was added to reflect buildout of the
remaining area within Mansion Park.
13
Drake
E
h
LEGEND: AM/PM Peak Hour (AM/PM Pk Hr with 3/4 at Buell)
N = Nominal
\NV
NOTE: Rounded to nearest 5 vehicles.
19
Figure 6
SITE TRAFFIC
Drake
I NO
Figure 5
SITE TRAFFIC DISTRIBUTION
11
B. Site Traffic
Site traffic was estimated using Institute of Transportation Engineers (ITE) publication,
"Trip Generation, 7th Edition", a nationally recognized reference. Vehicle trips asso-
ciated with Spring Creek Farms Retail are indicated below.
Land Use
Size
Daily
AM Peak Hour
PM Peak Hour
Rate
Trips
Rate
In
Out
Rate
In
Out
Bank
3 windows
411.17
1,233
19.38
34
24
51.08
76
76
Drugstore
13,650 SF
88.16
1,203
2.66
21
15
8.62
58
60
Specialty Retail
20,000 SF
44.32
886
0.65
7
6
2.71
24
30
Sub -Total
3,322
62
45
158
166
10% Internal Trips
(332)
(6)
(5)
(16)
(17)
TOTAL
, z
2,990
, .56
40
142
149'
As shown above, Spring Creek Farms Retail will generate 96 morning peak hour trips,
291 afternoon peak hour trips, and 2,990 trips per day.
C. Trip Distribution
Trip distribution is a function of the origin and destination of site users and the avail-
able roadway system. In this case, all site traffic must use either Timberline or Drake
Roads to access the site. Site traffic distribution to area streets was developed using
patterns consistent with the earlier study on this site. Patterns will likely fluctuate over
time; however, it is considered a reasonable approximation through the long-term time
frame. Site traffic distributions are shown on Figure 5. In the long-term, Drake Road
is expected to turn south (east of Timberline Road) and connect to Horsetooth Road.
This will tend to reduce the amount of turning traffic. Morning and afternoon site peak
hour traffic is shown on Figure 6. Site traffic with the Timberline Road — Buell Drive
intersection being a three — quarter access is also shown.
Ire
E
I I
SAGEBRUSH DRIVE
a
011
i
PROPOSED
WALGREENS
! : Iw2Im
i - 711PM13",
i
i Q i
Y
I
I
Gcrwnow
m
a
z
z
In
m
D
D
P
m
r TIMBERLINE ROAD
Y I
lLT-
_'_ - �t l 11111 l
Is
SAGEBRUSH
DRIVE `-
CENTRE STREET
_ nnunn
- r i
A
Figure 4
CONCEPT PLAN
71.
U'I N
O �
N O
No m
�111/83
4-- 649/754
CO IT
4-- 119/148
8l7
�
1 `�
11 /16
�
16,200
4, 500
Drake
790/708
287/157-
I
13/40 -�
rn
109/104—lo-
00 r o
N N
416/453 ---
0�
O
M
LEGEND: AM/PM Peak Hour
Daily
U-
Figure 3
CURRENT PEAK HOUR TRAFFIC
7
C. Existing Traffic
Weekday morning and afternoon peak hour traffic counts were obtained from the City.
This information is presented on Figure 3 with count sheets available in Appendix B.
D. Existing Traffic Operations
Highway Capacity Manual procedures were used to quantify current intersection oper-
ations. Resultant levels of service (LOS) are indicated below for both morning and
afternoon peak hour conditions at key intersections. Traffic from Figure 3 was loaded
onto the current roadway geometry shown on Figure 2. It should be noted that capac-
ity analyses were conducted only to the level necessary to determine compliance with
City criteria and were not `tweaked' to determine the highest attainable conditions.
Consequently, improved operations may be realized.
CURRENT OPERATING CONDITIONS
INTERSECTION
CONTROL
APPROACH/
MOVEMENT
LEVEL OF SERVICE
AM PK HR
PM PK HR
Timberline — Drake
Signal
EB
D
D
WB
D
D
NB
C
C
SIB
C
C
Overall
C
C
Drake — Sagebrush
Stop
WB L
A
A
NB L
C
C
NB
B
B
AI
1
1
Drake noP
r
N
3
m
�
i
.fl
m
rn
N
a
E
Figure 2
CURRENT ROADWAY GEOMETRY
5
III. EXISTING CONDITIONS
A. Existing Road Network
Spring Creek Farms Retail is bordered by Timberline Road on the east and Drake
Road on the south. It extends from Sagebrush Drive east to Timberline Road and
north along Timberline Road to Buell Drive (extended).
Timberline Road is a major arterial roadway with two lanes in each direction with aux-
iliary lanes at key intersections. North of Drake Road, it tapers to one lane in each
direction. Bicycle lanes exist along Timberline Road.
Drake Road is an east — west arterial roadway that currently has two lanes in each
direction with bicycle lanes adjacent to the site. It carries an arterial roadway classifi-
cation to the west of Timberline Road and a minor arterial designation to the east of
Timberline Road. The Drake Road — Timberline Road intersection is under traffic sig-
nal control and has the full array of auxiliary lanes.
The speed limit on both Timberline and Drake Roads is 40 miles per hour. Current
effective roadway geometry and controls are presented on Figure 2.
B. Surrounding Land Uses
The Spring Creek Farms Retail site is currently vacant. Residential developments
currently exist to the south and west with a large part of the surrounding area transi-
tioning from a rural to an urban area. Sidehill is located to the east of the site with
Rigden Farms located catty -corner to the southeast.
Id
II. AGENCY DISCUSSIONS
Prior to undertaking this study, a scoping session was held with Eric Bracke, City Traf-
fic Engineer. During that discussion, study contents, critical items, and assumptions
used in this study were determined. Key items of agreement and direction are identi-
fied below.
• A full assessment of pedestrian, bicycle, and transit levels of service needs
to be conducted.
• The Timberline Road — Drake Road, Timberline Road — Buell Drive, and
Drake Road — Sagebrush Drive intersections require evaluation. Weekday
morning and afternoon peak hour conditions should be investigated.
• An assessment of existing conditions, short-term future conditions and long-
term future conditions is appropriate. Short- and long-term conditions rep-
resenting both background and total traffic should be investigated.
• Site traffic should be distributed similarly to the distribution used in the
Mansion Park Transportation Impact Study.
• Regional growth on adjacent streets of 2 percent per year is reasonable to
estimate future background traffic.
• Mr. Bracke asked that the Sidehill and the balance of the Mansion Park de-
velopments be considered in this study.
; • A three-quarter access at the Buell Drive — Timberline Road intersection
was discussed with the City. It was agreed that an alternate access evalua-
tion would be prepared for.City review.
The above items are included or addressed in the following sections of this report.
The Transportation Impact Study, Base Assumptions, and Pedestrian Analyses work-
sheets are provided in Appendix A.
3
I
r
.a won � N' ti � ,. zr�•�;
SITE.
42
Collins
J. f
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i
Copyright 01988.2004 Microsoft Corp. and/or its supplier. All rights reserved. hRD:/MMw.microsoR.comistreetsl
Figure 1
2 VICINITY MAP
INTRODUCTION
Spring Creek Farms Retail is a retail development in the northwest corner of the Tim-
berline Road — Drake Road intersection in Fort Collins, Colorado. It will have a bank,
a drug store, and specialty retail uses when fully developed. The site is part of a
parcel formerly referred to as Mansion Park. This document focuses on the retail
area fronting Drake and Timberline Roads. A vicinity map is presented on Figure 1.
This transportation impact study follows the established guidelines for such studies as
are applicable and appropriate to the proposed project. The following key steps were
undertaken as part of this study.
• Obtain current traffic and roadway data in the immediate area of the site.
• Evaluate current operations to establish base conditions.
• Determine site generated traffic volumes and distribute this traffic to the
nearby street system.
• Estimate roadway traffic volumes for future conditions.
• Evaluate operations with Spring Creek Farms Retail fully operational under
existing and future conditions.
• Inventory, evaluate, and assess the pedestrian, bicycle, and transit net-
works serving the site.
Identify deficiencies and recommend measures to mitigate the impact of
site generated traffic and enhance the alternate travel mode systems as
appropriate.
Key areas of investigation are documented in the following sections of this transporta-
tion impact study.
List of Tables
Table 1 Pedestrian LOS Worksheet.......................................................................25
Table2 Bicycle LOS Worksheet.............................................................................26
List of Figures
Figure1 Vicinity Map................................................................................................2
Figure 2 Existing Roadway Geometry ......................................................................5
Figure 3 Recent Peak Hour Traffic...........................................................................7
Figure4 Concept Plan..............................................................................................9
Figure 5 Site Traffic Distribution.............................................................................11
Figure6 Site Traffic................................................................................................12
Figure 7 Short -Term Background Traffic......................................................... :...... 14
Figure 8 Long -Term Background Traffic.................................................................16
Figure 9 Short -Term Total Traffic...........................................................................17
Figure 10 Long -Term Total Traffic............................................................................18
Figure 11 Short -Term Roadway Geometry ..............................................................20
Figure 12 Long -Term Roadway Geometry ...............................................................22
Table of Contents
I. INTRODUCTION..................................................................................................1
II. AGENCY DISCUSSIONS....................................................................................3
III. EXISTING CONDITIONS.....................................................................................4
A. Existing Road Network..................................................................................
4
B. Surrounding Land Uses.................................................................................4
C. Existing Traffic...............................................................................................6
D. Existing Traffic Operations............................................................................6
E. Accident History .............................................................................................8
IV. DEVELOPMENT ISSUES....................................................................................8
A. Project Description........................................................................................8
B. Site Traffic...................................................................................................10
C. Trip Distribution...........................................................................................10
V. FUTURE CONDITIONS.....................................................................................13
A. Roadway Improvements..............................................................................13
B. Short -Term Background Traffic...................................................................13
C. Long -Term Background Traffic....................................................................13
VI. TRAFFIC IMPACTS...........................................................................................15
A. Auxiliary Lane Requirements.......................................................................15
B. Other Roadway Improvements....................................................................19
C. Short -Term Operating Conditions................................................................19
D.' Long -Term Operating Conditions................................................................21
E. Internal Streets............................................................................................23
VI1. PEDESTRIAN FACILITIES................................................................................23
A. Existing and Planned Improvements............................................................23
B. Levels-of-Service.........................................................................................24
VIII. BICYCLE FACILITIES........................................................................................24
A. Existing and Planned Conditions.................................................................24
B. Levels of Service......................................................................................... 24
IX. TRANSIT......................................................................................................:.....27
A. Existing and Planned Conditions.................................................................27
B. Levels of Service......................................................................................... 27
X. ALTERNATE ACCESS EVALUATION...............................................................27
XI. CONCLUSIONS.................................................................................................29
Transportation Impact Study
SPRING CREEK FARMS RETAIL
Fort Collins, Colorado
Prepared For:
SC Commercial
3165 E. Floyd Drive
Denver, CO 80210
Prepared By:
Eugene G. Coppola P.E.
P. O. Box 260027
Littleton, CO 80163
303-792-2450
January 3, 2006 ;D
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Per City standards, overall level of service 'E' or better is defined as acceptable for
signalized intersections within activity centers/mixed use districts. In this case, this
criterion applies to the Drake Road — Timberline Road intersection which falls within a
designated future activity center. Minor street approaches at arterial street intersec-
tions are allowed to operate at level of service 'F'. This is considered normal in an
urban area. Capacity worksheets are in Appendix C.
E. Accident History
Given recent major roadway improvements adjacent to and near the Spring Creek
Farms Retail site, historical accident data is considered obsolete. Since all improve-
ments were built to current standards, the accident outlook is excellent.
IV. DEVELOPMENT ISSUES
A. Project Description
Spring Creek Farms Retail is a mixed -use development with a bank having three
drive -up windows, a 13,650 square foot drugstore, and some 20,000 square feet of
specialty retail space. Construction is expected to start as soon as possible with
buildout over the next 3 — 4 years.
Site access is planned via an internal street system with accesses to both Timberline
Road and Drake Road. The accesses align with Buell Drive, east of Timberline Road,
and Sagebrush Drive, south of Drake Road. The access to Drake was previously
approved as full movement with the Timberline Road access approved as a right -in,
right -out access. A concept plan for this development is presented on Figure 4.
project location classification: Activity Center
N
01
a
description of applicable
destination area within 1,320'
including address
Area within Mansion Park
Residential west of railroad
Residential east of
Timberline
Residential south of Drake
TABLE 1
Pedestrian LOS Worksheet
destination area
classification
Residential
Residential
Residential
Residential
IF-
FIN;
FORM
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