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Home My WebLink AboutMULBERRY AND LEMAY CROSSING (FORMERLY LEMAY TOWNE CENTER) - ODP - 36-96 - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYl _J H V. RECOMMENDATIONS In the short range future, the addition of site -generated traffic from the Lemay Towne Center can be adequately accommodated by the existing roadway system with the construction of dual westbound left -turn lanes at the intersection of Lemay Avenue and Mulberry Street. Some long delays will occur at unsignalized intersections for left turns out. These delays are very common in urbanized areas. The actual prediction of the delay is overestimated by the capacity software because it does not consider the gaps in traffic created by ' adjacent signalized intersections. This is especially true for the results shown for left turns in at Access A from Mulberry Street, as it is expected that the nearby signalized intersection at Mulberry and Link Lane will provide adequate gaps in traffic for this movement to operate acceptably. To accommodate the increased background traffic projected for the Year 2015, dual northbound and eastbound left turn lanes will be required at the intersection of Lemay Avenue and Riverside Avenue. To accommodate Year 2015 total traffic (with site -generated trips), the following improvements will need to be implemented at the intersection of Lemay Avenue ' and Mulberry Street: two through lanes of travel on northbound Lemay, and an exclusive southbound right -turn lane. With these improvements, the traffic generated by the development at Lemay Towne Center can be adequately accommodated. G F 11 I I 1 24 I 1 I 1 I n L I I 1 I TABLES INTERSECTION CAPACITY ANALYSIS SUMMARY PM PEAK HOUR - YEAR 2015 INTERSECTION LEVEL OF SERVICE BACKGROUND TOTAL TRAFFIC LANE GROUPS (for Stop -controlled) Lemay Avenue/Mulberry Street (Signalized) D (27.0/0.963) D (38.5/1.047) Lemay Avenue/Lincoln Avenue (Signalized) D (27.3/0.873) D (32.1/0.921) Lemay Avenue/Riverside Avenue (Signalized) D (25.7/0.864) D (36.5/0.964) Link Lane/Mulberry Street (Signalized) C (18.3/0.848) C (19.9/0.874) Mulberry Street/Access Drive A (Stop -controlled) SB R — D EB L — F Lemay Avenue/Access Drive B (Stop -controlled) WB R — B Lemay Avenue/Access Drive C (Stop -controlled) WBL — F WB R — A SS L — B Lemay Avenue/Access Drive D (Stop -controlled) WBL — F WB R — A SB L — B Lemay Avenue/Access Drive E (Stop -controlled) WBL — F WBR — A SB L — B Lincoln Avenue/Access Drive F (Stop -controlled) NB L — D NB R — A WBL — A Lincoln Avenue/Access Drive G (Stop -controlled) NB L — C NB R — A WBL — A Lincoln Avenue/12th Street (Stop -controlled) NB L — C NB R — A WBL — A Signalized Intersections: LOS (delay / critical v/c) r 23 I I I 1 1 1 i I TABLE 4 INTERSECTION CAPACITY ANALYSIS SUMMARY AM PEAK HOUR - YEAR 2015 j LEVEL OF SERVICE INTERSECTION LANE GROUPS (for Stop -controlled) BACKGROUND TOTAL TRAFFIC Lemay Avenue/Mulberry Street (Signalized) D (26.4/0.868) D (32.6/1.041) Lemay Avenue/Lincoln Avenue (Signalized) C (23.8/0.687) D (26.8/0.719) Lemay Avenue/Riverside Avenue (Signalized) C (19.6/0.534) C (21.0/0.600) Link Lane/Mulberry Street (Signalized) C (18.7/0.740) C (18.9/0.761) Mulberry Street/Access Drive A (Stop -controlled) SB R — B EB L — F Lemay Avenue/Access Drive B (Stop -controlled) WB R — A Lemay Avenue/Access Drive C (Stop -controlled) WBL — F WB R — A SB L — A Lemay Avenue/Access Drive D (Stop -controlled) WBL — E WB R — A SB L — A Lemay Avenue/Access Drive E (Stop -controlled) WBL — C WB R — A SB L — A Lincoln Avenue/Access Drive F (Stop -controlled) NB L — C NB R — A WBL — A Lincoln Avenue/Access Drive G (Stop -controlled) NB L — B NB R — A WBL — A Lincoln Avenue/12th Street (Stop -controlled) NB L — B NB R — A WBL — A Signalized Intersections: LOS (delay / critical v/c) 11 22 11 7 t r- L t 11 TABLE 3 INTERSECTION CAPACITY ANALYSIS SUMMARY PM PEAK HOUR - YEAR 1997 LEVEL OF SERVICE INTERSECTION BACKGROUND TOTAL TRAFFIC LANE GROUPS (for Stop -controlled) Lemay Avenue/Mulberry Street (Signalized) D (38.2/1.255) D (38.8/1.003) Lemay Avenue/Lincoln Avenue (Signalized) C (19.8/0.659) C (21.5/0.737) Lemay Avenue/Riverside Avenue (Signalized) C (23.1/0.827) D (28.2/0.934) Link Lane/Mulberry Street (Signalized) B (13.1/0.609) B (13.6/0.635) Mulberry Street/Access Drive A (Stop -controlled) SB R — C EB L — F Lemay Avenue/Access Drive B (Stop -controlled) WB R A Lemay Avenue/Access Drive C (Stop-cont7=_ WBLF :I WB R A SBL B Lemay Avenue/Access Drive D (Stop -controlled) WBL — F WB R — A SB L — B Lemay Avenue/Access Drive E (Stop -controlled) WBL — E WB R — A SB L — A Lincoln Avenue/Access Drive F (Stop -controlled) NB L — C NB R — A WBL — A Lincoln Avenue/Access Drive G (Stop -controlled) NB L — C NB R — A WBL — A — Lincoln Avenue/12th Street (Stop -controlled) NB L — C NB R — A WBL — A ' Signalized Intersections: LOS (delay / critical v/c) I 1 21 I iJ TABLE 2 INTERSECTION CAPACITY ANALYSIS SUMMARY AM PEAK HOUR - YEAR 1997 LEVEL OF SERVICE INTERSECTION BACKGROUND TOTAL TRAFFIC LANE GROUPS (for Stop -controlled) Lemay Avenue/Mulberry Street (Signalized) C (19.2/0.672) C (24.810.841) Lemay Avenue/Lincoln Avenue (Signalized) C (18.8/0.518) C (19.7/0.552) Lemay Avenue/Riverside Avenue (Signalized) C (18.4/0.541) C (24.5/0.811) Link Lane/Mulberry Street (Signalized) B (12.5/0.556) B (12.8/0.572) Mulberry Street/Access Drive A (Stop -controlled) SB R B EB L "' C Lemay Avenue/Access Drive B (Stop -controlled) WB R — A Lemay Avenue/Access Drive C (Stop -controlled) WBL D WB R — A SB L A Lemay Avenue/Access Drive D (Stop -controlled) WBL — C WB R — A SB L — A Lemay Avenue/Access Drive E (Stop -controlled) WBL — C WBR — A SB L — A Lincoln Avenue/Access Drive F (Stop -controlled) NB L — B NB R — A WBL — A Lincoln Avenue/Access Drive G (Stop -controlled) NB L — B NB R — A WBL — A Lincoln Avenue/12th Street (Stop -controlled) NB L — B NB R — A WBL — A Signalized Intersections: LOS (delay / critical v/c) 20 IV. TRANSPORTATION IMPACTS Operational Analysis The Signalized and Unsignalized Intersection Analysis techniques, as published in the Highway Capacity Manual by the Transportation Research Board in 1985, were used to analyze the following study intersections: Lemay/Mulberry, Lemay/ Lincoln, Lemay/Riverside, Link/Mulberry, and the proposed access drives to the site. These techniques allow for the determination of the intersection level of service based on the congestion and delay of each traffic movement. Traffic analyses were completed for background traffic (without project) and total traffic (with project). The results of these analyses are provided in Tables 2 and 3 for Year 1997 and Tables 4 and 5 for Year 2015. Definitions of level of service are given in Appendix B. The capacity worksheets are provided in Appendix C. The results of the analysis indicate that, for Year 1997 total traffic conditions, each of the existing study intersections is expected to operate at an acceptable ' level of service, with the exceptions of the access left turns out and for eastbound left turns in from Mulberry Street at Access A during the PM Peak Hour. Acceptable conditions are typically defined as a Level of Service D or ' better (LOS A, B, C, or D). It is anticipated that the outbound left turns at unsignalized driveways will operate with long delays. However, in urban settings, it is typical for left turns from minor streets to experience long delays when turning onto higher volume roadways. For the eastbound left turns in at Mulberry/Access A, the proximity of the signalized intersection at Mulberry/Link Lane will create numerous gaps, not recognized by the analysis program, such ' that operations for this movement will be acceptable. It was assumed in the analysis that dual left -turn lanes for westbound traffic at the intersection of ' Lemay Avenue and Mulberry Street will need to be constructed to accommodate the background plus site -generated traffic. ' The results of traffic operations analysis for background and total traffic condi- tions in Year 2015 are provided in Table 3. Under background traffic conditions, the intersection of Lemay/Riverside will not operate acceptably. To obtain a Level of Service D, dual left -turn lanes in both the northbound and eastbound direction must be added. Left turns out at access drives and the left turns in at Mulberry and Access A will operate as discussed above. ' The addition of site -generated traffic will require several improvements to the intersection of Lemay Avenue and Mulberry Street. These improvements are: ' two through lanes of travel on northbound Lemay, an exclusive southbound right -turn lane, and an exclusive westbound right -turn lane. r 1 19 Lincoln Avenue Mulberry Street f T CO , 300 00(0 366 L205 795 883 87 4 �] t r 348 40 308 308 —� 195 —►co N 40 m 000 83 T n co 38 F G N 1 E N (p t N T 151 + D a' t r a% Q T N CO T T E I 151 + C SITE r N (m�0 T1 Q) T O tr U') co T 00 o 109 � C\j r� N r 1387 L — 829 �tr 231� 1233 —► rn m co 11 N ip 000 co o co o LO co N r T 211 463 140 311 ' '01 \ 447 459 CON CD T T 323 1952 V N O co 81 2023 4 N Not to Scale � 757 Co J m I" � O L 284 1668 --► 5 L 90 f— 1586 10 Figure 12 TOTAL TRAFFIC YEAR 2015 PM Peak Hour Lincoln Avenue Mulberry Street 4 0rn� 128 N rn f— 233 58 Not to Scale 396 r- 373 f— 350 70 r 410 —► 25 385 —► 25 385 —► 7 370 —� (to 0 tn (7 N NCf) N co F G LO i— 23 E d t N '-' c^o t 91 N T D t r to a o r9, J + SITE r 00 00OD � B tr 0 0 CO U) U) ' 0 o co 66 cn *- 1029 J+ L i — 552 146 ' —�tr 948 —► r- co .- 13� v c^o 0 N+ M 1 15r f— 248 � 22 69 t427 207 —� N CO m m FI N 50 r- 1465 200 --- 1542 J Y C _I / 109 rn c�v o 1246 L10 479 r 1058 —► 0 r- T 4 ---4 Figure 11 TOTAL TRAFFIC YEAR 2015 AM Peak Hour Lincoln Avenue Mulberry Street 4 CO LO m 22s N V r r 272 1 157 578 Not to Scale r 616 540 62 t r 260 —► 40 220 40 220 +� 151 —► 59 � coLO m °�° r`°i o 38 F G E t 0 U') r 151 N D W T r m a m O Lo co E j 151 c SITE tr O r OI N r CO d O v = tr co Co c m rn c 78 LO r 1034 L 635 211� rtr 927 8 N v a Co co N (Do 'a N T TI T �L� 1 151 331 100 222 319 —+ 328 CO Cc C\Jm v J Y A J N O m 64 CO , r 1156 co 81 I L 10 f— 1145 �J 323 203 —! r 1093 1213 _ ,a m 5 Figure 10 TOTAL TRAFFIC YEAR 1997 PM Peak Hour Lincoln Avenue Mulberry Street o � �n Ln m r., 98 173 JI L 48 319 319 �- 50 t r 300 -� 25 275 25 275 —► 225 Lo N co co 50 N N N N N It r, It i-- 23 F G 1 E + 00 a)o b 91 D t r Qo0 � m m m N 91 c SITE tr r O Lr)o M tr LO o LO L 47 M m o f— 761 L420 133� 1 r 706 Un ao 9� envoi r CO 108 177 16 49305 —�-► 148 N N N i 200 1115 0 N co I 50 1045 4 N Not to Scale f 319 7cc\OJ 342 769 4 J Figure 9 TOTAL TRAFFIC YEAR 1997 AM Peak Hour 78 904 10 T CO , CO CO T , L �- 262 r 328 167 Lincoln S I Avenue 155 Ln N 83 T F G E D m c m a m J SITE c B A ll r� N N L 109 0 o T 1236 L678 Mulberry 70 � �1 t f I I Street 1072 —► M Co Ln 11� N(o o co O N CO N T T L211 463 140 311 \ 447 t r 459 m c o 4 N Not to Scale J Y C J 90 o r, LO oN 1505 L10 284 1592 5 Figure 8 BACKGROUND TRAFFIC YEAR 2015 PM Peak Hour o 0 JL L 105 r 210 35 Lincoln 70 f 7 I t I Avenue 2a o —► 70 -- co o co co F G E D a� m a c SITE B A �66 rnrn M uo rr 938 Jj L 461 Mulberry 46 —� r Street 848 y r 0 T 13 CO L T L151 248 22 69 --- I \ 427 —► 207 M r co) 4 N Not to Scale m d L cn •+ N r _ J Y C J a, 109 N � I f-1196 17— 10 479 -� r 1012 —► o � r 4 Figure 7 BACKGROUND TRAFFIC YEAR 2015 AM Peak Hour � CO a r L119 L 187 234 Lincoln 62 "41 tr Avenue 111 N0 59 coi r0i uO F Ca E D m c d a �a c SITE B A � coco v rn 78 f— 883 L484 Mulberry 50 r Street 768 N co v 00 V N 00 T �I T �151 331 100 222 319 328 N to 4 N Not to Scale J Y C J 0 c L 64 CO , 1075 L10 203 -� r 1137 —y r 5 Figure 6 BACKGROUND TRAFFIC YEAR 1997 PM Peak Hour o0o 'n CO m 1 � L75 f— 150 � 25 Lincoln 50 1 Avenue 200 N o N Ln 50 E D d c m a m c SITE B A L co cD Ln N co Ln 47 670 J� L 329 Mulberry 33 �I r Street 606 —► iD N 9 N o m N t n Ln .- VG� ! 9L� 108 �G� O� 177 16 49 - 1 a8 o � N L N 4 N Not to Scale c J Y C J N 78 CO L10 - 854 342 -� r 723 o 4 Figure 5 BACKGROUND TRAFFIC YEAR 1997 AM Peak Hour Lincoln Avenue Mulberry Street 38 � r 38 38 40 38 40 ---1 I —1 40 ---1 17 CO 00 CO CY) F G E 151 D > a CO E 151 J F— 59 T T Lo Ln co T r.- 151 L151 tr 161 161—► C� SITE A N O CO L 81 323 1 76 4 N Not to Scale 7 CO 4) C cc J Y C J Figure 4 CO ,1 I t-UtlVtMA I tU I KAI rIC: CO PM Peak Hour 81 r 1 Li Avenue 1 1 1 r r rMulberry Street 1 r N f 23 N r— 23 L23 25 — 25 17 25--1I7 N CO N i— 23 F G E D �E r,7_911 r 0 LO m rn v 91 L91 100 --j r 100 00 T T N CO �L 1 9L ors , M. SITE A N m T 11 L 50 200 4 N Not to Scale w m d N t N V- 46 7 CO J Y C J Figure 3 o JI I C-latlVttSH I CU I tiHrl-1�. N AM Peak Hour 50 Lincoln Avenue Mulberry Street 5% 6-0 LC) r 5% L5% 5% —► 5% 5%�I � 5%�I 0 F G E 20% D 3 C 4) i a o O E T 20% (D C r O N L r 0 O O O OO T O O O N Cmr 20% J1 L i— 20% 20% f r 20% o 0 0 0 N N SITE ,0 O 10% 40% 1 4 N Not to Scale 7 0 J f ` Figure 2 8-0 TRIP DISTRIBUTION i r I III. TRAFFIC PROJECTIONS Trip Distribution The overall directional distribution of the site -generated traffic was determined based on the location of the site within City of Fort Collins and the surrounding land uses. The overall trip distribution used in the analysis of this report is shown on Figure 2. 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 Figure 3 and 4 for AM and PM peak hour trips respectively. Current background traffic for the area was developed using recent traffic counts at the study intersections. These counts were collected from actual field studies. The traffic count data is provided in Appendix A. To develop background traffic projections for Years 1997 and 2015, the existing ' traffic data was factored upward to account for overall growth in the study area. An annual growth rate of 2 percent was assumed for this analysis. The background traffic projections were developed by factoring the existing 1 traffic by the growth factors described above. The resulting background traffic for Year 1997 is shown on Figures 5 and 6. The background traffic for Year 2015 is illustrated on Figures 7 and 8. Site -generated traffic was combined with the background traffic to determine the total projected traffic in the study area. The resulting total traffic projections are provided on Figures 9 and 10 for Year 1997 and Figures 11 and 12 for Year 2015. 1l I 1 7 II. DESIGN HOUR VOLUMES Trip Generation Standard traffic generation characteristics compiled by the Institute of Transpor- tation Engineers in their report entitled Trip Generation, revised 1991 and updated February 1995, were applied to the proposed land uses in order to estimate the daily and PM peak hour vehicle trips for the site. A vehicle trip is defined as a one-way vehicle movement from a point of origin to a point of destination. Table 1 illustrates the projected daily, and AM and PM Peak Hour traffic volumes generated by the proposed land uses. TABLE 1 TRIP GENERATION ITE AM PEAK HOUR PM PEAK HOUR TOTAL IN OUT I TOTAL LAND USE SIZE CODE ADT IN OUT I Free -Standing 200 KSF 813 9,392 188 180 368 374 390 764 Discount Superstore Building Materials 110 KSF 812 3,362 156 76 232 169 191 360 and Lumber Store Specialty Retail Cntr 37 KSF 814 1505 0 0 0 104 78 182 High -turnover (Sit- 26 KSF 832 4,625 196 189 385 188 148 336 down) Restaurant Apartment 162 DU 220 1,068 15 61 11 76 62 32 94 TOTALS 19,952 555 506 1,061 897 839 1,736 10 PERCENT REDUCTION 17,957 500 455 955 807 755 1,562 KSF = Thousand Square Feet Gross Floor Area DU = Dwelling Units Trip Reductions Due to the wide ranging mix of uses that is proposed for this site, a 10 percent internal capture rate has been applied to the trip generation numbers. This reduction reflects the probability that some drivers will visit more than one des- tination within the site. N Existing and Future Street System Within the study area, there are two primary roadways which would accommo- date traffic to and from the proposed project, Lemay Avenue and Mulberry Street. A brief description of each of these facilities is provided below. Lemay Avenue is an north/south arterial road. The cross section of Lemay Avenue varies, with typically two lanes of through traffic in each direction and left -turn lanes at major intersections. The intersections of Lemay Avenue with Lincoln, Mulberry, and Riverside are all signalized. Mulberry Street is an east/west State Highway (SH 14). The typical cross section of Mulberry Street within the study area has two lanes of through traffic ' in each direction, a center left turn lane, and right turn acceleration/deceleration lanes. The intersection of Mulberry Street and Link Lane is currently signalized. I I I I I 1 �.J I I I 9 11 i i i I 11 I Figure 1 SITE LOCATION 11 I I. INTRODUCTION This traffic impact study addresses the capacity, geometric, and control require- ments associated with the proposed Lemay Towne Center at Lemay Avenue and Mulberry Street in the City of Fort Collins, Colorado. The site location is shown in Figure 1. Site Location The site is located on the£ side of Lemay Avenue and the Nwest side of Mulberry Street. The study area to be examined in this traffic impact analysis ' encompasses the following intersections: Lemay Avenue and Mulberry Street, Mulberry Street and Link Lane, Lemay Avenue and Lincoln Avenue, Lemay Avenue and Riverside Avenue, and the proposed access drives from Lemay Avenue, Mulberry Street, and Lincoln Avenue. ' Existing and Proposed Land Uses The land for this development is currently vacant. The proposed project would include the following uses: a 200,000-square-foot discount superstore, a 110,000-square-foot home improvement center, 37,000 square feet of retail, 26,000 square feet of restaurant, and 162 multi -family dwelling units. Site Access The proposed site plan provides several access drives to serve the project site. A three-quarter access (no left turns out) is proposed on Mulberry Street. Four access drives are proposed on Lemay Avenue. The southern access would be ' restricted to right turns only. The other three access drives would accommodate full turning movements. Two access drives are proposed for Lincoln Avenue, both full -movement. In addition, 12th Street will be constructed as part of this development. 12th Street will connect Lincoln Avenue with Magnolia Street. Four points of access will be designed for 12th Street. I I! MEXECUTIVE SUMMARY The purpose of this study is to assess the traffic impacts of constructing Lemay Towne Center at South Lemay Avenue and Mulberry Street (Colorado State Highway 14) in the City of Fort Collins, Colorado. The site would receive access from proposed driveways onto South Lemay Avenue, Mulberry Street, Lincoln Avenue, and the proposed 12th Street which would be constructed with this project and connect to Lincoln Avenue. Based on the analysis contained in this report, the existing roadway system can accommodate the increased traffic generated by this site immediately following ' construction, with the construction of a double westbound left -turn lane at the intersection of Lemay Avenue and Mulberry Street. To accommodate the increased background traffic by the Year 2015, dual northbound and eastbound left -turn lanes will be required at the intersection of Lemay Avenue and Riverside Avenue. To accommodate Year 2015 total traffic including site -generated trips, the following improvements will need to be implemented at the intersection of Lemay Avenue and Mulberry Avenue: two through lanes of travel on northbound Lemay, and an exclusive southbound right -turn lane. With these improvements, the traffic generated by the development at Lemay Towne Center can be adequately accommodated. I I I I LEMAY TOWNE CENTER LEMAY AVENUE AND MULBERRY STREET FORT COLLINS, COLORADO TRAFFIC IMPACT STUDY December, 1996 Prepared for: CLC, Inc. 8480 East Orchard Road, Suite 2000 Englewood, Colorado 80111 Prepared by: Krager and Associates, Inc. 1390 Stuart Street Carriage House Denver, Colorado 80204 (303) 446-2626 5611emayta wps u' I 1 1 r-- I� 1 Lemay Towne Center Lemay Avenue and Mulberry Street Fort Collins, Colorado Traffic Impact Study 1 F 1 1 1 1 1 �l 1 1 Krager and Associates, Inc. 1