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HomeMy WebLinkAboutJOHNSON FARM - REZONE - 24-00 - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYJ In summary, the transportation demands associated with Spring Creek Farm are considered manageable. They can be absorbed and accommodated by the trans- portation system planned in conjunction with other nearby development and the City's Street Oversizing Program. With these improvements, acceptable operating condi- tions can be expected in the vicinity of this development through the long-term time frame. 38 X. CONCLUSIONS Based upon the analyses, investigations, and findings documented in earlier sections of this report, the following can be concluded: • Current roadway operations in the area of Spring Creek Farm are accept- able during all peak hour periods per City definitions. • Site traffic associated with the Spring Creek Farm development is expected to be 497 morning peak hour trips, 543 afternoon peak hour trips, and 5,113 trips per day. These trips are considered manageable. • The impact of site traffic is moderate since overall intersection levels of service remain relatively constant whether or not Spring Creek Farm is de- veloped. This is directly attributable to the vigorous growth anticipated in background traffic due to other development activity. • Per City criteria, acceptable traffic operations can be achieved with the identified roadway features and Spring Creek Farm fully built. This applies to both the short- and long-term time frames. • Internal to the Spring Creek Farm site, the north -south roadway and the north access road should be built to connector standards. All other internal streets should be designated as local streets. • City pedestrian level of service criteria will be satisified with this develop- ment. • 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. • Future transit operations are expected to achieve level of service 'Bcondi- tions. This level of service satisfies City standards. 37 c1r) @ � cc k/ 22 R 7/ w � E >m E E &�gqg� 2 wE$EEEE ®�R co 2S / < \ L ©_«e$/$ E xa@E�E 02 NN > CLj5 2 < m#� w \_ o § k�/{ �«moo � k(§tc/ \=e§4 LL®?0 00LO0 36 � § --o— « �7 ] cn U- m � k £ �n---- / � R � _ "a / 2 �$00C § 7$<2/mJ f ƒ� —� > � $$�� _ 2. `(-0kr q § $kE'�S%/ $�kou LO v & it . $0 'o—a o co I cr Cc U- ; m ; »L'e\ e LL- �cc 2-J 00M I»wƒ ■ With the high frequency transit corridor designation along Timberline Road, route extensions, improved headways, faster travel times and longer service hours can be anticipated in the future. This is expected to result in at least a future LOS "B" as shown on Table 3. Accordingly, the City's LOS criteria will be satisfied for this activity center. 35 IX. TRANSIT A. Existing Conditions The nearest transit stops are currently located in the northeast and southwest comers of the Timberline Road — Drake Road intersection. Bus route 10 provides 60-minute service to this location. Service originates at the CSU Transit Center and travels to and from the Fort Collins High School. Service is available from 6:18 A.M. to 6:40 P.M., which is about 12%z hours per day. The current peak load factor is less than 1.20 for a representative weekday peak hour. B. Planned Improvements Timberline Road is designated as a high frequency transit corridor. With this desig- nation, improved transit service and extended service hours can be anticipated. It is expected to easily satisfy future demands. C. Levels of Service Using the criteria presented in the Manual, current and future transit levels of service were determined. Current travel time factors were determined for both transit and automobile trips to Fort Collins High School, Foothills Fashion Mail, the CSU Transit Center, and the downtown area as defined in the Manual. Automobile travel times were estimated using an average speed of 20 miles per hour plus a total park and walk time of 5 minutes. Bus travel times, and transfer times were reviewed using the current Transfort bus schedule. 34 N v U) O QCL Q Q Q O CL C - CO U Z 0 � m U c U E CO) Y L_ 0 C0 O m _j c - Ol U m U U_IA W m � Cp Z N .N. .y O co w N C O V m C C V LL V t� U CD N aoao W � � p� W x O U C � S O co C L .. C O O m (n W •p. 7 0 W Ea E �Na � Z O N M p r m °o d O W W U - � � � C C � W N m O f- C 7 LL m � m 33 0 Vill. BICYCLE FACILITIES A. Existing 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. B. Planned Improvements No off -site improvements are planned on the area bicycle system in conjunction with this development. Internally, however, a system of bicycle lanes will be available as well as direct bicycle connections from the site to,adjacent facilities. These facilities will be upgraded with the widening of the adjacent street. 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, bicycles will have direct con- nections 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 worksheet is presented on Table 2. 32 z g m Q m Q c 0 U v:. .y N A U C O i. l0 U O U m N E! cl m m m Q c O 'O N N 16 a E E .E it d N O 07 E eo m E �� `° 2 WW2 E ccCc C O A :.i N N l6 U C O N O U N O a � ❑ ❑ a I�OIIIIIIII�IIIIII�IIIIN I�IIIIINIIYIIIIIIIIIIY m � •- c c o U U � C N > •> � w N N U Q Q O N - M ~ �Np N U C N _ 7 � @ C C 7 � U N � C li C � v � E d � m V c 31 0 z m m m m ¢ m U¢ U m C 0 Y U w N f0 U C O i+ t0 U O U N C 0 N N m m m m ¢ m U¢ C.) ¢ c E U am O E E E b d E m E c E Fx W° E E E cl C O l0 U N N u C O O U N O l6 ` C m 0 C C O O d N'�' y c y O O O N H 'O c y U — O N N M � in.a r � � v 3 23 m O N m O to a C 3 E A W C O N C l Y L Y y N � lL y Y p O Y InN Gl 30 B. Planned Improvements The pedestrian system planned with Spring Creek Farm will conform to current City criteria. It will connect to the existing and planned external pedestrian system via an internal pattern of sidewalks accommodating and complimenting the integration of pedestrians into the site. On -site amenities will consist of a number of connections to the railroad right-of-way and the existing trail in this corridor. The City is also planning to build both Timberline Road and Drake Road to arterial standards in 2001. This will include the pedestrian features which will connect to the currently available system of sidewalks and trails. Internal sidewalks will form an effective pedestrian circulation system with connections to adjacent facilities. 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 only nearby residential attractions and Fort Collins High School should be investigated. Walking distance to Laurel Elementary School and Lasher Junior High School were determined to be about one and one-half miles. This is significantly greater than the one -mile threshold set by the Manual. Accordingly,' the analysis focused on neighborhood to neighborhood pedestrian activity, the Rigden Farms commercial area, access to the high school and on -site attractions. This resulted in the finding that the City's level of service criteria will be fully satisfied. The Pedestrian LOS Worksheet is available on Table 1. 29 As shown above, all intersections are expected to operate acceptably with this devel- opment. Also of note is the fact that Spring Creek Farm will not cause a reduction in the overall level.of service at any intersection. Capacity worksheets are in Appendix G. E. Internal Streets A review of traffic on the internal street system was undertaken. This resulted in the determination that the north -south road and the north access should be built to con- nector standards. All other streets should be considered local streets. VII. PEDESTRIAN FACILITIES A. Existing Conditions The existing sidewalk system was field reviewed within 1,320 feet of the�Spring Creek Farm site. Sidewalks currently exist along the west side of Timberline Road. Along Drake Road, they are available from the railroad tracks to the west; however, are lacking along the site frontage. Pedestrian facilities have been installed under several editions of City design -stan- dards. They are comprised of both attached, detached and combined pedestrian/ bicycle trails. This has resulted in varying designs; however, all facilities were deter- mined to be in generally good condition. 28 Operating conditions were calculated for total traffic. This represents the long-term time frame with Spring Creek Farm fully built. Levels of service are presented below for key intersections. LONG-TERM TOTAL OPERATIONS (With Project) INTERSECTION CONTROL APPROACH/ MOVEMENT LEVEL OF SERVICE AM PK HR PM PK FIR Timberline — Drake Signal EB D D WB D E NB D D SB C E Overall D D Timberline/Drake — Typical Access Stop Mainline LT B C Side Street LT E F Side Street RT C C Overall A A Timberline — North Access Stop N 9 LT B C EB LT E F EB RT C C Overall A A Timberline — Prospect Signal EB D E WB D E NB D F SB E F Overall D E 27 North Access Center Access N m South Access U Q to CD 4- 0 - 0 0 t t I I �11 0 �1 * Not warranted if Timberline is built to 3 lanes in each direction. Prospect 0 0 Drake t t� 411 � m c m E _ ~ Figure 12 26 LONG-TERM ROADWAY GEOMETRY D. Long -Term Operating Conditions Long-term operations were assessed from both a background traffic and total traffic standpoint. Operating conditions are presented on the following table for conditions without the Spring Creek Farm development. As indicated, with the long-term road- way geometry and controls shown on Figure 12, acceptable conditions can be ex- pected. It should be noted, however, that operating conditions are nearing the threshold where consideration should be given to widening Timberline Road to six lanes. This improvement is consistent with the City's Master Street Plan. LONG-TERM BACKGROUND OPERATIONS (Without Project) INTERSECTION CONTROL APPROACH/ MOVEMENT LEVEL OF SERVICE AM PK HR PM, PK HR Timberline — Drake Signal EB D D WB D E NB D D SB C E Overall D D Timberline — Prospect Signal EB D E WB D E NB D F SB E F Overall D E Capacity worksheets are in Appendix F. 25 0 I SHORT-TERM TOTAL OPERATIONS (With Project) 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 SB D D Overall C C Timberline/Drake — Typical Access Stop Mainline LT A.• B Side Street LT C'." D Side Street RT B:'' B Overall A A Timberline — North Access Stop NB LT B B . EB LT D D EB RT B C Overall A A Timberline — Prospect Signal EB D D WB D- D NB C C SB D D Overall D D As shown above, acceptable operations are expected under all traffic volume sce- narios with the existing roadway geometry. Of particular importance is the fact that all overall intersection levels of service remain constant whether or not this development is built. Capacity sheets are in Appendix E. 24 - stop sign controlled intersections, intersection LOS E is acceptable. These thresholds will. be used for the balance of this study given the anticipated level of development activity in the short-term and beyond. In mixed use districts, operating conditions may fall below the indicated level of service Capacity worksheets are presented in Appendix D. Operating conditions with Spring Creek Farm fully operational were assessed using the short-term roadway geometry and the traffic volumes shown on Figure 9. Resul- tant total traffic levels of service are shown below. 23 North Access Center Access N South Access U U Q N G1 ff- O O �1 0 �1 Prospect Drake ~ Figure 11 22 SHORT-TERM ROADWAY GEOMETRY C.. Short -Term Operating Conditions Short-term operating conditions were assessed with both background traffic and total traffic. Total traffic includes full development of Spring Creek Farm. Background levels of service (without Spring Creek Farm) were calculated at all key intersections. This investigation used the traffic volumes shown on Figure 7 and the short-term roadway geometry shown on Figure 11. This geometry is consistent with the roadway features identified in the Rigden Farms traffic study. It resulted in the operating conditions presented below which indicate acceptable conditions. SHORT-TERM BACKGROUND OPERATIONS (Without Project) 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 SB C C Overall C C Timberline — Prospect Signal EB D D WB D D NB C C SB D D Overall D D For evaluation purposes, the standard arterial level of service at arterial intersections within activity centers is level of service (LOS) 'E'. This applies to the study area in the area of the Timberline Road — Drake Road intersection. At arterial/local street 21 North Access Center Access h 950 South Access — Q N 0 o 0 CO i � 5/5 875/1160 60/901 1180/1200 —110- LEGEND: AM/PM Dail NOTE: Rounded to nearest 5 vehicles.. o Lo N C 0 60/110 830/1310 130/515 125/130 0 r 1305/1020 --► Ln 0 0 360/525 -� COoC4o M N N O M O to O M O h � �l 15/501 30/90 0 0 0 r O O M r r �1 30/151 40/20 --), 0 0 Co to N M to �-- .� 1 30/15 1 35/20 ---4 In Co 0 C'4 N n CO Vy I Lno �'$ 4m 0 CO CO r M, vLo o .- N CO I 0 O 0 rn 225/230 4-- 225/280 tr(—110/125 Prospect Drake 430/255 1 250/355 --► coo 5051595 M o voo CD C Z m E F Figure 10 20 LONG-TERM TOTAL TRAFFIC North Access Center Access South Access U Q N O n LO k— 5/5 4' 575/765 60/901 890/570 --► LEGEND: AM/PM Eiil NOTE: Rounded to nearest 5 vehides. � _�Ln o k(0 to-- 45/80 co M 640/1010 105/390 95/100 I 1005/785 --► LO LO o 280/410 -� m � N O O CO Cl) N r` < O N N LO 0) M, Prospect a o O r. Ln M 125/155 ♦- 110/160 ,�— 20/10 Drake 355/150 1 110/100 —00 LO Q LO 430/325 C o' ov c_ m .c E i= Figure 9 19 SHORT-TERM TOTAL TRAFFIC 15/50 --)1 30/90 ---41 0 04 N O .- � �l O M � Of �l 30/15 1 40/20 --), 0 (0 N O O N O) O O) 30/15 1 35/20Lf) LO -� N m M M r�COa �1r... combined with site traffic) was developed. Short-term total traffic_ is shown on Figure 9 with long-term total traffic shown on Figure 10. Prior to commencing the analysis, short- and long-term traffic volumes were reviewed. This review focused on the need to provide additional through lanes, auxiliary lanes, and/or an upgrade in traffic con- trol. The results of this review are discussed in the following sections. A. Auxiliary Lane Requirements Short-term traffic movements at key intersections were reviewed. This review found that the appropriate turn lanes are either currently available or will be provided when area roadways are built to City standards. Per arterial street standards, .center left turn lanes will be available when Timberline Road and Drake Road are improved in 2001. No other auxiliary lanes were deemed needed in the short-term... Long-term traffic volumes were also reviewed to determine what auxiliary lanes, if any, might be needed. With a four -lane Timberline Road, a southbound right turn lane may be warranted at the north access to Timberline Road in conjunction with the office/warehouse part of Spring Creek Farm. This assumes the anticipated site traffic and background traffic materializes. With a six -lane Timberline Road, this auxiliary lane is not warranted. Worksheets are in Appendix C. B. Other Roadway Improvements Timberline Road traffic is expected to grow to the point where three through lanes may be needed in both directions. This need is not site related but is attributable to vigorous growth in background traffic. For analysis purposes, two lanes were as- sumed available in the long-term with recognition that Timberline Road might be approaching thresholds requiring three through lanes in each direction. 18 ." 00 r N N C O 60/110 c co O 4— 1130/1310 �* j- 105/485 125/130 V) 1 r 1305/1020 --► 0090 N N M 345/505 g � N 0 0 0 o rn rn �rnv 0 Lo o N LO 220/225 4- 225/280 4J L — 110/125 Prospect Drake 405/245 --4 1 r 250/355 —► 0 0 0 5051595 0 o 00 en of 01 m C LEGEND: AM/PM E_ Figure 8 NOTE: Rounded to nearest 5 vehicles. 17 LONG-TERM BACKGROUND TRAFFIC u� o � rn 45180 640/1010 80/360 Prospect 95/100 1 V) 1 1005/785 --► o u� o 265/390 -� m Co S00 Cl) o N tom' 00 h I-- N CC O Go Cl) 120/150 Coo o `IO 110/160 1 y 20/10 Drake 330/140 '� 1 110/100 00 u� 430/325 M6 102 c 0 .- 00 Cl)rn m c LEGEND: AM/PM E i= Figure 7 NOTE: Rounded to nearest 5 vehicles. 16 SHORT-TERM BACKGROUND TRAFFIC B. Short -Term Background Traffic Volumes Background traffic was developed using an annual growth rate in the range of 2 percent per year on the arterial street system. This factor was applied to existing traffic volumes to approximate short-term conditions. Additionally, the initial phase of Rigden Farms was assumed built with some 5,300 trips per day added to reflect that area of development. Other developments included in the Rigden Farms traffic study were carried into the short-term conditions for Spring Creek Farm. Short-term conditions reflect the year 2007. By this time, Spring Creek Farm will be fully built. Short-term background traffic volumes are shown on Figure 7. C. Long -Tenn Background Traffic Volumes Long-term background traffic was developed using growth factors of 2 percent on Timberline and Drake Roads. Continuation of Drake Road to the east with a connec- tion to Harmony Road is planned in conjunction with future phases of Rigden Farms. This extension is expected to cause a shifting of traffic patterns resulting in fewer turns at the Timberline Road — Drake Road intersection. Long-term peak hour back- ground traffic is shown on Figure 8. It is consistent with long-term traffic shown in the Rigden Farms Transportation Study and includes the 24,OOOt trips per day assock ated with Rigden Farms. VI. TRAFFIC IMPACTS In order to assess operating conditions with Spring Creek Farm fully occupied, capac- ity analyses were conducted at key intersections. Total traffic (background traffic 15 V. FUTURE CONDITIONS A. Roadway Improvements Significant roadway improvements are planned in the area of the site over the short- term. These improvements were identified by Matt Baker with the City's Street Over - sizing Program. Per Mr. Baker, the following improvements are being driven by Rigden Farms and are scheduled for completion in 2001. Timberline Road Construct to arterial street standards section of Timberline Road from Vermont Drive to north of Drake Road. Include auxiliary lanes such as double left turn lanes where needed.. Drake Road Construct to arterial street standards from the railroad tracks to the east including the Timberline Road intersection and needed auxiliary lanes. The following improvements are expected to be available by 2006: Timberline Road Construct this roadway to arterial street standards from Drake Road through the Prospect Road intersection and beyond. Major improvements are also anticipated over the long-term. These include possibly widening Timberline road to major arterial standards and the expansion of the street system east of Timberline Road. 14 0 North Access Center Access w m m U Q (A 9 MF 0 a Go Ii i *�— 515 60/90 ---4 950 South Access — 0 0 1 25/30 �noo room N f'7 M 15/50 -- 4 I 30/90 m rn 0 f7 O - Jf� r 30/15 � 40/20 --), 0 o N -JIB r 30/15 --il V) 35/20 '-), 0 0 0� 00 1 5/5 25/10 I ao � o rn Prospect Drake LEGEND: AM/PM dl a Dail I Figure 6 NOTE: Rounded to nearest 5 vehicles. 13 SITE TRAFFIC Prospect Drake - Figure 5 12 SITE TRAFFIC DISTRIBUTION Land Use Size Daily AM Peak Hour PM Peak Hour Rate Trips Rate In Out Rate In Out Single Family 121 D.U. 9.57 1,158 0.75 23 68 1.01 78 44 Townhomes 155 D.U. 5.86 908 0.44 12 56 0.54 56 28 Apartments 253 D. U. 6.63 1,677 0.51 21 108: 0.62 105 52 Office Park 120,000 S.F. 11.42 19370 1.74 186 23 1.50 1 25 155 TOTAL 5,113 242 255 J 264T 279 As shown above, Spring Creek Farm will generate 497 morning peak hour trips, 543 afternoon peak hour trips, and 5,113 trips per day. Peak hour trips are reasonably balanced with 240 — 280 inbound and outbound vehicles. L:. As indicated above, the employment district is the major peak hour traffic generator. It balances the remainder of the site due to off -direction peak hour flows comparedAo the residential areas. No reductions for internal/captured trips have been considered '. r. in this study; however, the mix of uses promotes internal trips. Therefore, a conser- vative analysis is provided. 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 Rigden Farms. This pattern will likely fluctuate over time; however, it is considered to be 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 peak hour traffic resulting from these distributions is presented on Figure 6. 11 No Text IV. DEVELOPMENT ISSUES A. Project Description Spring Creek Farm is primarily a residential development that may have about 530 dwelling units (121 single family, 155 townhomes, and 253 apartments). It will also have 9 acres of employment which is assumed to develop as office/warehouse space for purposes of this study. Construction is expected to start as soon as possible with the residential areas completed by 2005 and the employment area fully built by 2007. Site access is planned via three full movement accesses to Timberline Road and one full movement access to Drake Road. These access points are equally spaced at intervals of 660 feet (centerline) from the Timberline Road =Drake Road intersection. A concept plan for this development is presented on Figure 4. B. Site Traffic R .. Site traffic was estimated using Institute of Transportation Engineers (ITE) publication, "Trip Generation, 6th Edition", a nationally recognized reference. The apartment ITE category was selected to best fit the proposed development. Trips associated with Spring Creek Farm development are indicated below. 9 CURRENT OPERATIONS INTERSECTION CONTROL APPROACH/ MOVEMENT LEVEL OF SERVICE AM PK HR PM PK HR Timberline - Drake Signal EB C E WB C D NB C E SB D D Overall D D Timberline — Prospect Signal EB E D WB D ?i E NB D M1x D SB C D Overall D D Per City standards, overall level of service'E' is defined as acceptable for arterial street intersections within activity centers/mixed use districts. In this case, however, current conditions are more indicative of a mixed residential area and therefore, level of service 'D' or better defines acceptable standards. As shown above,' -,all intersec- tions currently operate at acceptable levels of service during peak hour periods. Capacity work sheets are presented in Appendix B. N LEGEND: AM/PM ma M N O k-37170 4—556/880 .i 1 ,r- 62/294 88/90 ---4 V) 1 873/683 ---► m IT Ln 231/341 N m i 0O Mm M N M N P M N C\D M m N c 63/104 `O o 4-- 51/139 AJ , �* j' 219 232/133 --1' V) 1 87/19 335/314 - N FeN X r- N co 7 N C a 12 MIF Prospect Drake Figure 3 RECENT PEAK HOUR TRAFFIC site. The first phase of Rigden Farms is expected to be built in the next three years. Follow-on phases are uncertain at this time. Spring Creek Farm is located within a designated activity center. C. Existing Traffic Weekday morning and afternoon peak hour traffic counts were conducted at key intersections as part of this study. Data was also collected from City sources. This information is presented on Figure 3. 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 volumes from Figure 3 were loaded onto the current roadway geometry shown on Figure 2. 6 Transportation Impact Study SPRING CREEK FARM Fort Collins, Colorado Prepared For: The Cumberland Companies 6300 S. Syracuse Way, Suite 293. Englewood, CO 80111 Prepared By: Eugene G. Coppola P. O. Box 260027 Littleton, CO 80126 303-792-2450 August 7, 2000