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HomeMy WebLinkAboutMULBERRY AND LEMAY CROSSINGS, 2ND FILING, PORTION OF LOT SIX, HOME DEPOT - PDP - 36-96J - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYConclusions Development of Mulberry and Lemay Crossings will give residents of the northern part of Fort Collins shopping and dining opportunities that currently only exist in the southern part of Fort Collins. Roadways in the area of the development will be improved to the level that traffic will flow well. In some cases, traffic flow will be improved over existing conditions. The vehicle miles of travel in the city are predicted to be reduced by about 17,500,000 miles annually because residents of northern Fort Collins will not have to drive to south Fort Collins to shop at discount retail stores. This reduction in annual vehicle miles of travel includes approximately 8,500,000 less annual vehicles miles of travel on College Avenue alone. Mulberry and Lemay Crossings is being planned with pedestrians, bicyclists, and transit riders in mind. An integrated system of sidewalks and bike paths will connect to the Poudre River Trail and existing walking paths. With transit stops planned along Lemay Avenue and within the development, shoppers will be encouraged to use alternate methods of transportation. 49 Recommendations The roadway network will be adequate to support the traffic volumes in the vicinity of Mulberry and Lemay Crossings if the following enhancements to the infrastructure are implemented: • Construct dual left -turn lanes westbound on Mulberry Street at Lemay Avenue. • Add one northbound through lane on Lemay Avenue at Mulberry Street. • Add a northbound right -turn phase with channelized island at Mulberry Street/Lemay Avenue. • Construct median pedestrian refuge areas with auxiliary pedestrian buttons on all four legs of Mulberry Street/Lemay Avenue. • Construct a three-quarter access at Mulberry Street/12th Street. • Realign the frontage road on the north side of Mulberry Street at Mulberry Street/12th Street. • Widen Lemay Avenue to two lanes in each direction, with turn lanes at signalized intersections from Mulberry Street to Lincoln Avenue. • Signalize Lemay Avenue/Magnolia Street • Modify the signal phasing at Lemay Avenue/Lincoln Avenue to provide protected/permitted left turns. • Construct 12th Street from Mulberry Street to Lincoln Avenue to commercial local street standards. These improvements are planned to be implemented in conjunction with the opening of Mulberry and Lemay Crossings. 48 Q� 1 Trolley Stop 0 0 Trolley Stop r Tronstort stop o I 00 e Trolley Stop D �] Trolley Stop t c v � D �—�- Tronsfort Route ----�� Trolley Route Figure 14 PROPOSED TRANSIT ROUTES AND STOPS Transit Plans have been made for transit service at Mulberry and Lemay Crossings (see Figure 14). Transfort officials indicated that future service on Lemay Avenue, north of Mulberry, is included in their Transit Development Plan. This service will provide hourly service - both northbound and southbound on Lemay. Once development in the area is built out and if demand warrants it, the service will be increased to every half hour. The Mulberry and Lemay Crossings development will be served by this route, as a northbound bus stop is planned for the northeast corner of Lemay and Magnolia Street. The location of the southbound stop has not been identified. The site plan provides direct pedestrian linkages between the Transfort stop and the pedestrian sidewalk system. In addition, Transfort has plans to provide service on Lincoln Avenue, east of Lemay Avenue. This service is scheduled to begin early fall of 1999. Hourly service will be provided for 18 hours each day - both eastbound and westbound. Proposed stops include an eastbound stop in the vicinity of the Buffalo Run Apartment development, a westbound stop close to Lemay Avenue, and eastbound and westbound stops in the vicinity of the Link Lane intersection. 46 0� ® B B i e' vra. ar. Lone will be Constructed from Mulberry Street to Lincoln Avenue Connecting with the Poudre River Trail Ob 0 0 00 cab n.. 11 �� Cab 00 0 R Traffic Sgnal to allow 0 Cyclists and Pedestrians to Cron Mulberry Street and Lem% Avenue' G i t Existing Poudre River Trail U Bicycle Pavilion Bicycle PwWng bbtirq Pa.fre River Troll Figure 13 BICYCLE AMENITIES Traffic Signal will aid Pedestrians and Cyclists in Crossing the Street 0� 0 B F F A Sidewalk i Sidewalk Sidewalk F Traffic Signal will aid ` Pedestrians and Cyclists In Crossing the Street p p Sidewalk R 0 D p — At—Cmde Pedestrian Crossing Sidewalk R i p s i Traffic Signal will aid e Sidewalk Pedestrians and Cyclists F in Crossing the Street c � Sidewalk Figure 12 PEDESTRIAN AMENITIES Pedestrians, Bicycles, and Transit Pedestrians People traveling to Mulberry and Lemay Crossings will be encouraged to utilize alternate modes of transportation. Extensive infrastructure is being planned for pedestrians, cyclists, and transit riders. The pedestrian network and its features will provide visual interest and pedestrian amenities. Sidewalks and plazas will be built throughout the development to encourage safe pedestrian traffic once people have arrived at Mulberry and Lemay Crossings (see Figure 12). The sidewalk pattern complements the grid pattern of the development, thus creating a directness between destinations within the development. Four at -grade pedestrian crossings within the development will have a textured pavement to alert motorists of high concentrations of pedestrians. Sidewalks on the perimeter of the development will connect to existing sidewalks and the Poudre River Trail via signalized intersection crossings. Three traffic signals on Lemay Avenue at Mulberry Street, Magnolia Street, and Lincoln Avenue will aid pedestrians in safely crossing the street. The intersection at Mulberry Street/Lemay Avenue will be designed with medians and supplemental pedestrian buttons. This will allow pedestrians and cyclists to cross one direction of travel, push a pedestrian button for the traffic signal, and have a shorter distance to cross the street. Bicycle Travel to the development by bicycle will be encouraged by providing connections to existing trails and providing numerous locations for bicycle parking (see Figure 13). Connections to the existing Poudre River Trail will be made at the northwest corner of Mulberry Street/Lemay Avenue and at Lemay Avenue/Lincoln Avenue. A dedicated bike lane will be constructed on the east side of Lemay Avenue adjacent to Mulberry and Lemay Crossings. Bicycle parking will be provided at eight locations around the development. A bicycle pavilion will be located northeast of Mulberry Street/Lemay Avenue with benches provided for cyclists to rest. Water fountains will be available at the pavilion for cyclists to refill their water bottles as well as a facility to add air to bicycle tires. Retailers oriented toward cyclists and pedestrians on the Poudre River Trail will occupy space near the bicycle pavilion. 43 Adjacent Roadways and Intersections that are not Part of the Development The City staff and local residents raised issues during preliminary discussions concerning traffic around Mulberry and Lemay Crossings. First, the staff was concerned that increased traffic volumes on Mulberry Street will impact the signal operation at Mulberry Street/Riverside Avenue when the signal is preempted by a train. Fred Jones, Traffic System Technician, indicated that the train schedule is unpredictable and that trains sometimes preempt the signal during the evening peak hour, causing westbound traffic on Mulberry Street to occasionally queue back to Lemay Avenue. This concern has been addressed by increasing the capacity of Mulberry Street/Lemay Avenue to more adequately serve the traffic. Second, the staff wanted to know if Magnolia Street from 12th Street to Link Lane should be widened as a result of this development. Traffic volumes on this portion of Magnolia are very light and no trips associated with Mulberry and Lemay Crossings were assigned to the street. The need to improve this street will not be driven by the development. Area residents have expressed the concern that increased traffic due to this development will further exacerbate traffic problems at the Lemay/Vine intersections when a train crosses Lemay. The City has plans to relocate Lemay Avenue to the east with an overpass at the railroad crossing. Funding for this project has not been identified. Until such time that Lemay is relocated, it would be helpful to provide a split phase signal at Lemay and Vine, which would allow northbound left turns to occur without conflict from southbound through vehicles. This signal improvement is being considered by City staff. 42 UNCOUv Modify Signal Operation AL�j�UF Construct the Intersection of Lincoln Avenue/12th Street i 1 VWen L.eraay Avenue to 2 Lanes in Each Direction with a Continuous Right < g 'I Construct o T� Lone on the bast W Traffic Ssigral N 1 II MAGNOLIA STREET I (PROPOSED) Construct 12th Street i 1 Construct Magnolia Street MAGNOLIA STREET li (EXISTING) ,I Construct the Intersection of If I: 12th Street/Mognolio Street % Add westbound Dual Left Turn Lanes. i' I l ' Add Northbound Through Lane, T Modify Traffic Signal �� :, Construct 3/4 Access Realign Frontage Road on the North Side of Mulberry Street MULBERRY STREET - - -- 1 i I I Figure 11 PROPOSED ROADWAY IMPROVEMENTS Bicycle and pedestrian improvements to Magnolia Ave. - west of 12th Avenue: • An eight -foot wide, dedicated bicycle lane will be constructed along both sides of the street. • An eight -foot wide, detached sidewalk will be constructed along both sides of the street. Onsite Pedestrian/Bicycle Improvements: • A network of eight -foot wide pedestrian sidewalks will be constructed from the streets to the buildings and through the parking lots. • Three private transit drop-off zones (vans from the Senior Center) will be provided. • Dedicated vehicular parking for users of the Poudre River Trail will be provided. Compressed air and water will be provided at this location. • Bike racks will be provided through -out the site, near the major retailers and in the plaza areas. Two new streets will be constructed in conjunction with the development of Mulberry and Lemay Crossings. First, 12th Street will extend from Mulberry Street to Lincoln Avenue to provide access to the development. This roadway will be classified as a commercial local street by the City of Fort Collins. There will also be intersections with the existing Magnolia Street and the new Magnolia Street. Second, Magnolia Street, a collector without parking, will be built from Lemay Avenue to 12th Street. This new roadway will also provide access to the development. 40 The roadway improvements to Lemay Avenue will include: • Lemay Avenue will be widened from one lane in each direction to two lanes in each direction, with turn lanes at signalized intersections. This improvement will bring the roadway up to the classification of arterial as defined by the City of Fort Collins. • The intersection of Lemay Avenue/Magnolia Street will be signalized when needed. This will be the primary entrance to Mulberry Street and Lemay Crossings. • The signal phasing at Lemay Avenue/Lincoln Avenue will be modified to provide protected/permitted left -turn phasing on northbound and southbound Lemay Avenue. The bicycle/pedestrian/ transit improvements to Lemay Avenue will include: • A dedicated, eight -foot wide bicycle lane will be constructed on both sides of the street from the bridge over the Poudre River north to the Lincoln Avenue intersection. On the east side of Lemay from the northerly -most private drive the bike path becomes detached and eight -feet wide to Lincoln Street. • An eight -foot wide, detached pedestrian sidewalk will be constructed along the east side of Lemay with special crosswalks at all drive and street crossings. • A transit stop, featuring a bus pull-out lane, will be provided on the east side north of the intersection of Magnolia and Lemay. Bicycle and pedestrian improvements to Twelfth Street include: • A six-foot wide, dedicated bicycle lane will be constructed on both sides of 12th Street from Mulberry to Lincoln. • An eight -foot wide, detached pedestrian sidewalk will be constructed along the west side of the street from Mulberry to Lincoln. • A five-foot wide, detached sidewalk will be constructed along the east side of the street from Mulberry to Lincoln Bicycle and pedestrian improvements to Magnolia Ave. - east of 12th Avenue: • An eight -foot wide, dedicated bicycle lane will be constructed along both sides of the street. • A four and one -half -foot wide, detached sidewalk will be constructed along both sides of the street. 39 The frontage road on the north side of Mulberry Street will be realigned to move it away from Mulberry Street/12th Street. This new intersection will be a full movement with stop control in the frontage road. The bicycle/pedestrian improvements to Mulberry include the following: • A dedicated eight -foot wide bicycle lane will be constructed from the bridge east to the new Twelfth Street intersection • An eight -foot wide, dedicated pedestrian sidewalk will be constructed on the north side from Lemay to the new Twelfth Street intersection. • Hard surface connections to the existing Poudre Trail west of Lemay and to the Frontage Road on the south side of Mulberry • Special Pedestrian Crosswalks featuring "refuge islands" and pedestrian activated signals in the medians will be constructed. 38 Traffic Signals The need for signalization at Lemay Avenue/Magnolia Street and Lincoln Avenue/Link Lane was checked using the warrants contained in the Manual on Uniform Traffic Control Devices (Federal Highway Administration, 1988). Based on the projected traffic volumes, the peak hour volume warrant will be satisfied at Lemay Avenue/Magnolia Street. It is unlikely that a traffic signal will be warranted at the intersection of Lincoln Avenue and Link Lane until perhaps Year 2020. This intersection was analyzed as an unsignalized intersection for Year 1999 and Year 2004. It was analyzed as both an unsignalized intersection and a signalized intersection for Year 2020. Other warrants will likely be satisfied if the data were available to check them. Roadway/Pedestrian/Bicycle/Transit Improvements There are a number of roadway, pedestrian, and bicycle improvements that are being proposed in conjunction with the development of Mulberry and Lemay Crossings (see Figure 11). The two arterial roadways that are directly adjacent to the site, Mulberry Street and Lemay Avenue, will have the most improvements. Two new streets will also be constructed. The roadway improvements to Mulberry Street will include: • Dual left -turn lanes will be constructed westbound on Mulberry Street at Lemay Avenue. • One northbound through lane on Lemay Avenue will be added. The laneage on this approach will be one left -turn lane, two through lanes, and one right -turn lane. • The addition of a northbound right -turn phase at Mulberry Street/Lemay Avenue will be implemented to accommodate the large amount of vehicles making that movement. • Construct right -turn channelizing islands for northbound right turns at Mulberry Street/Lemay Avenue to provide increased capacity. • Provide median refuge areas with auxiliary pedestrian buttons on all legs of Mulberry/Lemay to accommodate pedestrian traffic. • Traffic signal modifications at Mulberry Street/Lemay Avenue will be performed to accommodate the new laneage. • At Mulberry Street/12th Street, a three-quarter access will be constructed. This improvement will eliminate the southbound through and left -turn movements. In addition, a traffic signal will not be required at this intersection while providing access to the development. 37 I:) Reduction in Vehicle Miles of Travel Development of the new discount stores and other retail establishments at Mulberry and Lemay Crossings may result in a substantial reduction in vehicle miles of travel in Fort Collins. This is due to the fact that most of the discount retail and dining establishments are located in the southern part of Fort Collins near the Foothills Fashion Mall. An analysis was performed using two methodologies to estimate the number of vehicle miles of travel that may be reduced annually. For both methodologies, locations of Mulberry and Lemay Crossings and the existing Wal-Mart store on South College Avenue were plotted on a scaled map and then the City was divided equally. The existing Wal-Mart store was used because it is in the heart of the retail development in that part of the city. Assumptions used for the two analyses were: • People will drive to the closest discount store. • The retail stores and restaurant that will be built at Mulberry and Lemay Crossings are currently available in some form near the existing Wal-Mart. • Distances to Mulberry and Lemay Crossings and the existing Wal-Mart store were calculated along arterial and collector roadways. • The number of trips assumed for an average weekday will also occur on weekend days and holidays. The first methodology uses sales information by zip code for the existing Wal-Mart store. Trips from zip code areas closer to Mulberry and Lemay Crossing were reassigned to that site and the distance reduction was calculated. This methodology resulted in an estimated reduction of 14,734 vehicle miles of travel daily. The second methodology used the 1990 Fort Collins census data and assumed trips to Mulberry and Lemay Crossing will be made proportionately from each census tract. This analysis technique also assumes approximately 25% of the shopping trips come from outside the City limits. Results of this methodology estimate a reduction in daily VMT of 47,945 vehicle miles of travel. The most recent VMT calculation by the City of Fort Collins indicates the daily vehicle miles of travel within the City is 2,400,000 VMT. The two methodologies indicate a reduction of between 0.6% and 1.9% may be expected with this development. The potential reduction in travel will yield benefits to the City in the form of less congestion on roadways in the southern part of the city, less roadway maintenance, and reduced auto emissions. It should be noted that the potential reduction is anticipated to be in the range of 0.6% to 1.9%. The reduction may be less than 0.6% or more than 1.9%. A VMT reduction is not guaranteed. For these reasons, all of the operational analyses did not assume any VMT reduction. Data used in the calculations of VMT are shown in Appendix E. 36 640 Feet MULBERRY STREET (SH 14) NR-B, 45 MPH POSTED SPEED LIMIT 12TH STREET CDOT Design Guidelines Eastbound 435' (Decel + Taper) 13:5:1 Transition taper ratio 12-foot offset ' Taper =13.5x12=162' 435' - 162' = 273' Decel Bay taper = 162' = 54' 3 Westbound 435' (Decel + Taper) ' 13:5:1 Transition taper ratio 24-foot offset • Taper =13.5x24=324' Bay taper = 324' = 108' 3 } w m J ;i N Not to Scale 327' Deceleration (273' + Bay Taper 2 108' Bay Taper 313' Deceleration (259' + Bay Taper 2 LEMAY Figure 10 LEFT -TURN LANE DESIGN DECELERATION AND TAPER Mulberry Street from 12th Street to Lemay 12TH STREET 640 Feet 313' Storage (259' + Bay Taper 2 (259' + 54' = 313') TOTAL WB STORAGE: 259' (Lane#1) 313' (Lane #2) 572' 11 �_]N Not to Scale MULBERRY STREET (SH 14) NR-B, 45 MPH POSTED SPEED LIMIT I w m J pe� 273' Storage CDOT Left -Turn Lane Storage Requirements Mulberry/Lemay 108' Bay Taper EB left -turn volume: 466 vph ♦ Y P Required storage = 466 feet Provided storage = 572 feet (313' + 259') Mulberry/12th WB left -turn volume: 165 vph Required storage = 165 feet Provided storage = 273 feet 259' Storage LEMAY Figure 10A RECOMMENDED LEFT -TURN LANE DESIGN STORAGE AND TAPER Mulberry Street from 12th Street to Lemay Mulberry Street/12th Street Left -Turn Lane Requirements The requirements for the eastbound left -turn movement at the proposed Mulberry Street and 12th Street three-quarter movement access are based on the State of Colorado State Highway Access Code, effective August 31, 1998 and assuming Mulberry Street is categorized as a NR-B, a Non -Rural B Arterial, with a posted speed limit of 45 MPH. The auxiliary lanes are required to accommodate deceleration length. The required deceleration length for a left -turn deceleration lane is 435 feet. The deceleration length includes the transition taper length. The required taper ratio for a 45 MPH roadway is 13.5:1. For a twelve foot offset, the required taper length is 162 feet. For a twenty-four foot offset (dual left -turn lanes), the required taper length is 324 feet. However, as recommended in Section 4.8 (5)(b) of the Access Code, straight transition tapers should be avoided at speeds above 40 MPH. Instead, a bay taper design (asymmetrical reverse curve) should be used. The bay taper length is one-third of the transition taper length. The westbound left -turn at the Mulberry/Lemay intersection is proposed to be a dual left turn lane. For a dual left turn lane, or a twenty-four foot offset, the required taper length is 324 feet. A bay taper design would therefore be 108 feet (324 feet / 3). Figure 10 shows the required deceleration lengths and the proposed bay taper design for the two intersections. There is approximately 640 feet between the Lemay Street intersection and the 12th Street intersection. Because of the close proximity of the intersections, the deceleration length requirements cannot be met. The design waiver will require a variance from CDOT. Although the design requires a variance, it is an improvement over the existing full -movement intersection design with adjacent frontage roads. However, the design does accommodate storage requirements and taper design. Storage for both the single eastbound and dual westbound left -turn lanes plus the bay taper can be accommodated between Lemay Avenue and 12th Street. A sketch of the proposed left -turn lane design is shown in Figure 10A. 33 INTERSECTION LANE GROUPS (for Stop -controlled) I LEVEL OF SERVICE BACKGROUND TOTAL TRAFFIC 12th Street/Access F (Stop -controlled) EB L — A EB R — A NB L — A 12th Street/Access G (Stop -controlled) EB L and T — A EB R — A WB Land T — A WB R — A NB L — A ----SBL-- — ! A Lincoln Avenue/Link Lane (4-way stop) NB L and T F F NB R A A SB L and T F F SB R B B EB L A A WBL _ -- -- _ ._. �. A.. B----. LincolnAvenue/Link Lane (Signalized) B (12.7/0.672) B (13.6/0.720) Link Lane/Magnolia Street (Stop -controlled) EB Land T I C C EB R B B WB L and T C C WB R I A A NB L i A A SB L A A Signalized Intersections: LOS (delay / critical v/c) ' Indicates that Delay and WC ratio cannot be determined due to excessive delays 32 TABLE 6 INTERSECTION CAPACITY ANALYSIS SUMMARY PM PEAK HOUR - YEAR 2020 INTERSECTION LEVEL OF SERVICE LANE GROUPS BACKGROUND TOTAL TRAFFIC Lemay Avenue/Mulberry Street (Signalized) F (7.) D (29.0/0.965) Lemay Avenue/Lincoln Avenue (Signalized) F ('/') D (27.9/0.977) Lemay Avenue/Magnolia Street (Signalized) — B (11.8/0.774) Lemay Avenue/Riverside (Signalized) C (20.6/0.752) C (21.3/0.820) Mulberry Street/Riverside (Signalized) I C (16.7/0.738) C (17.3/0.738) Lemay Avenue/Vine Street (Signalized) F ('/') F Link Lane/Mulberry Street (Signalized) B (12.7/0.595) B (12.9/0.613) Mulberry Street/12th Street (Stop -controlled) I NBR — B SB R — C EB L I — F WBL — C Lemay Avenue/Access Drive A (Stop -controlled) WB R j — B Lemay Avenue/Access Drive B (Stop -controlled) WBR ! _ _ — B Lemay Avenue/Access Drive C (Stop -controlled) i WBR — B Lincoln Ave/Lincoln East PUD (Stop -controlled) SB R B B Lincoln Avenue/Buffalo Run (Stop -controlled) NB L and R D D WBL A A Lincoln Avenue/12th Street (Stop -controlled) I NB L D D NBR B B WBL A A 12th Street/Access D (Stop -controlled) EB L — A EB R — A NB L — A 12th Street/Access E (Stop -controlled) EB L — A EB R — A NB L --- - - - -- - --- - -- - •- — l - ------ - - --- - -.. _. A 12th Street/Magnolia Street (Stop -controlled) EB L — A EB R — A NB L — A 31 LEVEL OF SERVICE INTERSECTION LANE GROUPS (for Stop -controlled) I BACKGROUND TOTAL TRAFFIC 12th Street/Access F (Stop -controlled) EB L — A EB R — A NB L — A 12th Street/Access G (Stop -controlled) EB L and T - I A EB R — A WBLand T — A WBR i — A NB L — A SB L — A Lincoln Avenue/Link Lane (4-way stop) NBLand T F F NB R ; A A SB L and T i F F SB R A A EB L A A WBL A A Link Lane/Magnolia Street (Stop -controlled) EB L and T C I C EB R B B WBLand T C j C WB R A A NB L A I A SB L A A Signalized Intersections: LOS (delay / critical v/c) Indicates that Delay and V/C ratio cannot be determined due to excessive delays 30 TABLE 5 INTERSECTION CAPACITY ANALYSIS SUMMARY PM PEAK HOUR - YEAR 2004 LEVEL OF SERVICE INTERSECTION LANE GROUPS BACKGROUND I TOTAL TRAFFIC Lemay Avenue/Mulberry Street (Signalized) C (23.6/0.930) C (23.6/0.916) Lemay Avenue/Lincoln Avenue (Signalized) B (7.7/0.540) C (20.6/0.842) Lemay Avenue/Magnolia Street (Signalized) - C (21.3/0.791) B (10.6/0.752) C (20.8/0.867) Lemay Avenue/Riverside (Signalized) Mulberry Street/Riverside (Signalized) C (16.410.717) C (17.0/0.818) Lemay Avenue/Vine Street (Signalized) I F ('/') I F ('/') Link Lane/Mulberry Street (Signalized) l B (14.5/0.675) B (13.5/0.707) Mulberry StreeUl2th Street (Stop -controlled) NB R SB R - I C EB L - F - C Lemay Avenue/Access Drive A (Stop -controlled) WBR - A Lemay Avenue/Access Drive B (Stop -controlled) i WBR - A Lemay Avenue/Access Drive C (Stop -controlled) I WBR - --...- - - - - ---�- - -- - A Lincoln Ave/Lincoln East PUD (Stop -controlled) SBR --- B I B Lincoln Avenue/Buffalo Run (Stop -controlled) NB Land R C C WBL — - A - - A - - Lincoln Avenue/12th Street (Stop -controlled) NB L C C NB R A A WBL A A 12th Street/Access D (Stop -controlled) EB L - A EB R - A NB L - A 12th StreettAccess E (Stop -controlled) EB L - A EB R - A NB L - A 12th Street/Magnolia Street (Stop -controlled) EB L - A EB R - A NB L - A 29 LEVEL OF SERVICE INTERSECTION LANE GROUPS (for Stop -controlled) I BACKGROUND I TOTAL TRAFFIC 12th StreettAccess F (Stop -controlled) EB L — A EB R — A NB L — A 12th Street/Access G (Stop -controlled) EB L and T — A EB R - I A WB L and T - A WBR — I A NBL i — A SB L — A Lincoln Avenue/Link Lane (4-way stop) NB L and T F F NB R A A SB L and T E F SB R A A EB L A A WBL A A Link Lane/Magnolia Street (Stop -controlled) EB L and T B B EB R A A WB L and T B B WB R A A NB I A A SB L A A Signalized Intersections: LOS (delay / critical v/c) Indicates that Delay and V/C ratio cannot be determined due to excessive delays w TABLE 4 INTERSECTION CAPACITY ANALYSIS SUMMARY PM PEAK HOUR - YEAR 1999 INTERSECTION I LEVEL OF SERVICE LANE GROUPS (for Stop -controlled) I BACKGROUND TOTAL TRAFFIC Lemay Avenue/Mulberry Street (Signalized) C (18.5/0.834) C (17.1/0.769) Lemay Avenue/Lincoln Avenue (Signalized) B (6.9/0.423) C (15.6/0.735) Lemay Avenue/Riverside (Signalized) I C (19.4/0.705) I C (18.3/0.771) Mulberry Street/Riverside (Signalized) B (14.6/0.497) B (14.3/0.625) Lemay Avenue/Vine Street (Signalized) B (14 _6/0.846) D (30.7/0.835) Lemay Avenue/Magnolia Street (Signalized) B (10.4/0.732) Link Lane/Mulberry Street (Signalized) j B (12.3/0.565) i B (10.4/0.629) Mulberry Street/12th Street (Stop -controlled) NB R B SB R B EB L D WBL j C Lemay Avenue/Access Drive A (Stop -controlled) WBR j A Lemay Avenue/Access Drive B (Stop -controlled) I WBR I A Lemay Avenue/Access Drive C (Stop -controlled) WBR A Lincoln Ave/Lincoln East PUD (Stop -controlled) SB R j A A Lincoln Avenue/Buffalo Run Stop -controlled) NB Land R B B WBL -- A - - - -- A ----- ----------- -- Lincoln Avenue/12th------ — Street (Stop -controlled) i NB L I B B NB R A A WBL A A 12th Street/Access D (Stop -controlled) EB L A EB R A NB L A 12th Street/Access E (Stop -controlled) EB L A EB R A NB L A 12th Street/Magnolia Street (Stop -controlled) EB L A EB R A NB L A 27 improvement of this intersection, therefore, no improvements were assumed in the analyses. The southbound and northbound left -turn movements at the intersection of Link Lane and Lincoln Avenue are projected to operate at LOS F during the PM Peak Hours. However, as indicted previously, this is not uncommon at unsignalized intersections during peak hours. It should be noted that during most of the day, these movements will operate acceptably. The eastbound left -turn movement at the intersection of Mulberry and 12th Street is projected to operate at a LOS F during the PM Peak Hour. Once again, the queue for this movement was analyzed to determine if these vehicles will obstruct the eastbound through vehicles. Based on the HCS Analysis, the eastbound left -turn queue during the PM Peak Hour is projected to be approximately 9 vehicles or 180 feet. The recommended design for this intersection (Figure 10) can accommodate the projected queue. Year 2020 background traffic conditions indicate that some of the key intersections are projected to operate unacceptably due to increased traffic volumes. Specifically, the intersections of Lemay/Mulberry, Lemay/Lincoln, and LemayNine are projected to operate at LOS F. Year 2020 total traffic conditions indicate that the signalized intersections will operate acceptably, with the exception of the LemayNine intersection. The improved level of service at the signalized intersections can be attributed to improvements proposed with the development of this project. It is anticipated that traffic volumes at the intersection of Lincoln Avenue and Link Lane will warrant installation of a traffic signal. This intersection was analyzed both as an unsignalized intersection and as a signalized intersection. As a signalized intersection, Level of Service B is projected for both background and total traffic conditions. The eastbound left -turn movement at the intersection of Mulberry and 12th Street is projected to operate at a LOS F during the PM Peak Hour. The projected queue is approximately 14 vehicles. The required storage for 14 vehicles is 280 feet. The proposed design, shown on Figure 10, can accommodate the required storage for this movement. 26 Intersection Operational Analysis The Signalized and Unsignalized Intersection Analysis techniques, as published in the Highway Capacity Manual by the Transportation Research Board in 1994, were used to analyze all of the intersections within the study area. These techniques allow for the determination of the intersection level of service based on congestion and delay of each traffic movement. Traffic analyses were completed for background traffic and for total traffic conditions, after completion of the proposed project. The analysis was conducted for the years 1999, 2004, and 2020. The results of this analysis are provided in Tables 4, 5, and 6. The capacity worksheets are provided in Appendix C. Definitions of Level of Service are provided in Appendix D. The Year 1999 traffic Level of Service (LOS) analyses show that all of the intersections will operate at acceptable levels of service - both with and without the addition of project traffic. One exception is the northbound and southbound left and through movements at the intersection of Lincoln Avenue and Link Lane. The northbound movements currently operate at LOS "F" during the PM peak hour and are projected to operate at LOS "F" with the addition of project traffic. The southbound left and through movements currently operate at LOS "E" and are projected to operate at LOS "F" with the addition of project traffic. However, this is typical of left turns at unsignalized intersections during peak hours. Acceptable operations are considered to be LOS "D" or better. The eastbound left -turn movement at the proposed three-quarter movement intersection of Mulberry and 12th Street is projected to operate at LOS D during the PM Peak Hour. In order to determine whether or not vehicles making this movement will interfere with eastbound through vehicles, the queue length projected for the eastbound left -turn movement was analyzed. Based on the HCS Analysis output sheets, the 95% queue length projected for this movement is approximately 5 vehicles or 100 feet (assuming a vehicle length of 20 feet). This projected queue can be accommodated in the recommended left -turn lane design (Figure 10). Therefore, the left -turn vehicles will not back out of the left -turn lane and impede the eastbound through vehicles. For the Year 2004 scenarios, the levels of service for the signalized intersections will continue to be acceptable, with the exception of the Lemay Avenue and Vine Street intersection. This intersection is projected to operate at a LOS F both with and without the traffic. This level of service can be attributed to the fact that there is only one travel lane in each direction and that traffic is projected to grow in this area in the near future. The City of Fort Collins does not have any plans for the 25 TABLE 3 LEMAY AVENUE SIGNAL PROGRESSION RESULTS MEASURES 1 2020 I 2 I OF EFFECTIVENESS' BACK PROPOSED BACK (PROPOSED BACK- 'PROPOSED GROUND GROUND J GROUND Cycle Length 110 sec 100 sec 110 sec 100 sec 110 sec i 110 sec Efficiency 0.36 0.35 0.36 0.39 0.31 0.31 Attainability 0.88 0.77 0.88 0.79 0.77 0.69 Band A 42 sec 36 sec 39 sec 39 sec 40 sec 39 sec Band B 37 sec 33 sec 39 sec 39 sec 28 sec 29 sec Band A Avg Speed 37 mph 33 mph 37 mph i 33 mph 37 mph 33 mph I Band B Avg Speed I 37 mph 33 mph 37 mph 33 mph 37 mph 33 mph As is indicated in the tables, good signal progression will be maintained on both Mulberry Street and Lemay Avenue both with and without the project traffic. The addition of project traffic does not have a negative impact on vehicle progression for either corridor. 24 IV. TRANSPORTATION IMPACTS Signal Progression Analysis A signal progression analysis was performed for both Mulberry Street and Lemay Avenue. The study area, defined by the City of Fort Collins Traffic. Engineering staff, included: Mulberry Street from Link Lane to Riverside Avenue and Lemay Avenue from Vine Street south to Riverside Avenue. The signal progression analysis was conducted using Passer II-90 software. For the background traffic conditions analyses, the existing cycle length of 110 seconds was used. For subsequent analyses, the cycle length was optimized to obtain good progression on both corridors. The optimized cycle lengths were then input into the Highway Capacity Software (HCS) analyses for the signalized intersections so that a realistic comparison can be made between the progression analyses and the intersection capacity analyses. The analysis indicates that by optimizing the cycle length, good signal progression will result on both corridors. The output sheets from the analyses are contained in Appendix B. The results of the progression analyses are identified in Tables 2 and 3. TABLE 2 MULBERRY STREET SIGNAL PROGRESSION RESULTS --- T-I MEASURES 1999 2004 2020 -. ._ BACK- BACK- BACK- GROUNDEFFECTIVENESS GROUND PROPOSED GROUND! PROPOSED i GROUND PROPOSED Cycle Length 110 sec 100 sec 110 sec I 100 sec 110 sec I 110 sec Efficiency 0.35 0.36 0.3 0.34 0.23 0.3 Attainability 0.83 0.79 0.75 0.75 0.68 0.74 i Band A 38 sec 35 sec 33 sec 34 sec 24 sec 32 sec Band B 38 sec 35 sec 33 sec 33 sec 26 sec 34 sec Band A Avg Speed 43 mph 43 mph 43 mph 43 mph 43 mph 43 mph Band B Avg Speed 43 mph 43 mph 43 mph 43 mph 43 mph 43 mph 23 LINCOLN AVENUE o� or N W D Z W Q Q W J t— 12 t r ACCESS C "^ SITE t— 109 t r ACCESS B r v SITE L 66 366 r NM1 t ACCESS D2 t a� I� IjN Y t ACCESS E 4 I t 47� ON t r MAGNOLIA STREET SITE 63 t r ACCESS A N o N 10 ACCESSIF NI , r t Y ACCESS G 3 10 MULBERRY STREET H LU Lu U) N I Not to Scale Figure 9A 2020 TOTAL TRAFFIC Site Access PM Peak Hour E. VINE DRIVE LINCOLN AVENUE L 349 N� p 1138 J I L r19 1027 425 —i aD N o L 258 1216 L� 48 70 220 97 + jLINCOLN EAST PUDi O A allo rn t- 285 307 100J i— 5 — 681 675 2 42 — 692 r— 85 t 589 r 575 -► 386 — m� 15 mp 208 -- N ' BUFFALO RUN APTS w W w SITE w D w w = QN } Q W MAGNOLIA STREET 0o m•m 3 0 N L 101 a° 1 1173 466 1546 �9 27,�_} '1 t r MULBERRY STREET165 1165 rn r�i 1227 ^1N o� L* L 280 1091 145 290 � 625 — 480 --j 7tr J N Not to Scale N 1N N L 23 J / 4 369 205 106 359 1 t r 150-i �V� 0 N r 0 22 9�-�tr 22 75 1048 .J♦L.�19 241 t r 1024 -► N o 1 N N N Figure 9 2020 TOTAL TRAFFIC Adjacent Intersections PM Peak Hour LINCOLN AVENUE L 12 t r ACCESS C SITE t--- 109 t r ACCESS B SITE r 86 tp N 386 N Not to Scale on N � �J ACCESS D2 1 t a� +N Y t ACCESS E 4 I t 47� mN MAGNOLIA STREET 0 SITE t— 63 t r ACCESS A 00 ACCESSIF NI ) Y / Y ACCESS G 3 1 — 10 —1 MULBERRY STREET H w w U) N I t r n ^ Figure 8A 2004 TOTAL TRAFFIC Site Access PM Peak Hour E. VINE DRIVE rn N L 158 I L� - 133 29 43 t r 135 59 C m N Go iJ N Not to Scale LINCOLN AVENUE + jLINCOLN EAST PUDi •---- •- 203223 103 ff L 514 203 t r 268 — r 254 -+ j — 427 W z Q J Y z 14 .J l L. 279 181 56 —1 133 -r <n 27 co m� 15 aoo 205 —y .- so `* 53 -J BUFFALO RUN APTS 149 1 t r 92—i om� W W SITE z U) W x Q a N L11 �C)� I �o J MAGNOLIA STREET / r 22 - - _ 9�'j t r 0 —o v a 22� �N �v L307 L129 t-101 00_I�_ L� 952 I� In Io 1 9432 % 1286 J t4 «1 t 4 4 6-1 1 t r 211 1 t r MULBERRY STREET165 198 --J t r 821 — N m 261� 954 -� o 1467 -+ 27� 1281 -► 5-� «� F O� t— 128 410 104 179 � 332 --► 346--; Figure 8 2004 TOTAL TRAFFIC Adjacent Intersections PM Peak Hour LINCOLN AVENUE t— 12 t I ACCESS C c SITE t— 109 t ACCESS B SITE N i(1 N tL 86 1 1386 w D Z w Q Q w .J o� NI r ACCESS 02 t 4 IjN Y t ACCESS E 4 I t 47� oN MAGNOLIA STREET SITE ACCESS F t— 63 t I ACCESS A MULBERRY STREET N � 3��71 10 + Z6 L ACCESS G 3 t 1 — 10 r •1 I N Not to Scale MAGNOLIA STREET W Figure 7A 1999 TOTAL TRAFFIC Site Access PM Peak Hour J N N n r L 136 Not Scale 25 r— z5 t r to E. VINE DRIVE 37 —1 116— oo r 51 w z Q J jLINC(5LN EAST PU3i •---- •- Y z 174 J LINCOLN AVENUE + 196 88 _ 426 L443 232 42 o rn L 1 t r 226 -- '1 r 212 -- IN INN 11 .J l �. �- 263 48 114 27 m� 15 --; mo j- 143 193 42--J BUFFALO RUN APTS 137 -► `� t r ~ w 73� W w W ~ U) z SITE _ W N Q MAGNOLIA STREET �-0 J i L. �22 J _ _ 9-f7tr 22� o L269 from t-113 L101 mrn- L46 10 i i. 82 92,1 J i L 100 .� 5� 1 t r 204 t r MULBERRY STREET165 170-1 '1 t r 728 224� "�0 825 - 9� o N�a 1255 - 27� r 1098 N N N 'coo .J i L L 116 344 89 154 -1 252 — 329 --; 7tr m� Figure 7 1999 TOTAL TRAFFIC Adjacent Intersections PM Peak Hour N N vri t- 258 216 a1 / L 48 E. VINE DRIVE 70 --J 1 t r 220 8 97 INCOLN EAST PUD! z -----------------I ~ J W Y W z 285 J f307 LINCOLN AVENUE J 1 L n 100 U) L 5 681 692 2 N 675 rn L23 85 589 y t r j� + L, -- 328 85 ~ m�'. 27 1 575 iv 15 I`j r ,J 205 m 106 � _ _ __ BUFFALO RUN' 320 1 t r i APARTMENTS i t50 S `-------------- w Z) Q SITE I � j �. 22 Q MAGNOLIA STREET .. W 9�7tr 0� 22 ry L 31 a 9 8 8 m I L L 119 6 458 10°i9 110 t r 86�� 425 998 165 . I L280 t-�8- 1091 145 290 —1 625 480 I t r N Not to Scale boo I I t''s N L75 83 1 t r 241 1 t r 1172 m o 947 27 1 o MULBERRY STREET O w w c9 z O w LL Figure 6 2020 BACKGROUND TRAFFIC PM Peak Hour E. VINE DRIVE LINCOLN AVENUE M L 266 11z 156 - 133 29 43--J 1 t r 135 2 � n 59 —4 _-'--'-------- '--'I LINCOLN EAST PUD ------------------I W J W Y Z ry a L 203 y J 3 5 503 2 4 103 10 �- 514 2 � '97 QQ Xi L 14 56 -s �j I r 227 ~ �7 I r 254 ~ I ~ 236 133 -► N -z m 15 �j I r a1 161 -� 6253 m BUFFALO RUN', 110 1 t r i APARTMENTS i 92 g m m ------------- w Z) Q SITE�� J i L 22 Q MAGNOLIA STREET W 9 -1 0 22� o L 113 11010 �J 436 6-3 1 t r 47� Itr 657 m 913 261 O n a 11 � ry r�L F s, O �9L R m rz L 126 410 104 179 332 -► 346 o o L 19 �-- 1432 9 63 —! �tr 1390 -► m o = 27 —i Q 0 w w Z 0 w LL L 56 �1 L 1004 12 198 t r 1204 --► o 5 —i MULBERRY STREET .�J �N Not to Scale tr� Figure 5 2004 BACKGROUND TRAFFIC PM Peak Hour E. VINE DRIVE LINCOLN AVENUE _ $ � L 230 .1 1 L.6,0 5 -1 11 r 564 --► 224 nry D . r�L F� F9 L� F " L 136 D<� - 114 25 4 f— 37 '1 t r 116 —► p n 51 � n o n -----------------i LINCOLN EAST PUD ' H __.__-_ -----------I w w L 174 N I II �-- 196 L 5 �— 432 � 1a r- 88 � j I t r 443 2 N ~ 426 : 226 r 21 2 48 -r „4 r H �j 27 �o.- 15 —i I r 70 + m -------------- BUFFALO RUN', iAPARTMENTSi '-------------- w LLJ SITE Q W J S L 97 867 374 r— 40 784 —► o n n n m m .1 1 L. L 116 344 89 154 252 329 I t r § a s w z J Y z_ J � N N L 11 222 \ j — 143 42 — I1 r 98 73� u n 0 22 r— MAGNOLIA STREET 9-11tr 0 22 N o o L 19 �— 1211 9 83 --f t r 1178 w m o 27 0 O w c� z O X LL n L 46 L 848 10 a1 170 -,tr 1021 --► in 4� MULBERRY STREET -iJ i Not to Scale Figure 4 1999 BACKGROUND TRAFFIC PM Peak Hour Projected traffic volumes for the site were estimated and assigned to the street network, in combination with background traffic volumes, to obtain the evening peak hour volumes for the years 1999, 2004, and 2020. Figures 4, 5 and 6 contain background traffic volumes and Figures 7, 7A, 8, 8A, 9 and 9A contain total traffic volumes. 13 LINCOLN AVENUE w D Z w Q r Q w J t— 12 t r ACCESS C ee " SITE L 109 I ACCESS B SITE L 86 386 r N Not to Scale n o�I ACCESS D2 t 4� om N ACCESS E 4 t 47 N Y 1 MAGNOLIA STREET 9 � t 30 N n m no N � N N m ACCESS F SITE 3 t 10 —i n N 0) — 63 1 j 1 t r ACCESS A ACCESS G 3 � t � 10 n MULBERRY STREET Figure 3A w SITE -GENERATED TRAFFIC N Site Access PM Peak Hour E. VINE DRIVE LINCOLN AVENUE iJ N i Not to Scale jLINCOLN EAST PUDI ------------- 41 41 123 -� I 1 r BUFFALO RUN :TS n 39 F W UJ W SITE Z UJ � LU > N J Q Y 2 z W J L 16 o o L 39 0 `I° 0 �- 77 In 154 / 4 8 L 82 82 164 -1 �' MULBERRY STREET 82 77 - 164 41 - Y 77 -► t 0 N \ Figure 3 SITE -GENERATED TRAFFIC Adjacent Intersections PM Peak Hour E. VINE DRIVE LINCOLN AVENUE - w z w } ¢ w J 2< 5%3h C) N 0 O N „t20% ` 0 N s'o ccq L� SITE w z J Y z_ J MAGNOLIA STREET MULBERRY STREET 0 w w c9 z 0 w LL I� N Not to Scale %� H 0 Figure 2 TRIP DISTRIBUTION III. TRAFFIC PROJECTIONS Trip Distribution The overall directional distribution of the site -generated traffic was determined based on the location of the site within the City of Fort Collins and the surrounding land uses. The overall trip distribution used in the analysis of this report is shown on Figure 2. The City of Fort Collins transportation staff believes the directional distribution on Lincoln Avenue east of the site may increase from 5% to 10% and the distribution to North Lemay would increase from 20% to 25% in the next twenty years due to increased residential development to the northeast. This shift in distribution will decrease traffic projections at the intersection of Mulberry/Lemay, which is the critical intersection in this area. To provide a conservative analysis, this change in traffic distribution was not assumed Traffic Assignment Traffic assignment is how the generated and distributed trips are expected to be loaded on the roadway network. The PM peak hour site -generated trip assignments are shown on Figures 3 and 3A. Existing and Projected Traffic Volumes Recent turning movement count data was collected at the following intersections: Mulberry and Lemay Avenue, Mulberry and Link Lane, Lemay Avenue and Vine Street, Lemay Avenue and Lincoln Avenue, Lemay and Riverside, and Riverside and Mulberry. Year 2004 traffic volumes were obtained by applying a 3.1 percent annual increase to the 1999 background traffic volumes. This straight-line, short term annual growth rate is consistent with Year 2020 projections for this study area. Year 2020 traffic volumes were obtained from the City of Fort Collins staff. The traffic volumes assumed full build -out of the proposed project site. The projected daily trips generated from the proposed project were subtracted from the Year 2020 traffic projections so as to not "double count" the project generated trips. Projected volumes for the Buffalo Run Apartment development and the Lincoln East PUD were obtained from a report prepared by Matthew J. Delich, P.E. for the City of Fort Collins. Traffic count data are contained in Appendix A. 9 Trip Reductions Due to the mix of uses 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 destination within the site. No reductions were taken for pass -by, diverted link, transit or bicycle/pedestrian trips in order to provide a conservative analysis. II. DESIGN HOUR VOLUMES Trip Generation Standard traffic generation characteristics compiled by the Institute of Transportation Engineers in their report entitled Trip Generation, revised 1997, were applied to the proposed land uses in order to estimate the daily, AM 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, AM and PM peak hour traffic volumes generated by the proposed land uses. TABLE 1 ORIGINAL TRIP GENERATION LAND USE SIZE ITE CODE ADT AM PEAK HOUR j IN OUT TOTAL PM PEAK HOUR IN OUT TOTAL Free Standing 272 KSF 813 12,752 I' 254 245 499 ; 508 528 1,036 Discount Superstore I I Specialty Retail Center 62 KSF 814 25341 0 0 0' i 175 133 308 High -turnover (Sit- 26 KSF 832 5,338 1 205 205 410 228 194 422 down) Restaurant j TOTALS 20,6241 459 450 909 911 855 1,766 10 PERCENT REDUCTION 18,562 � 413 405 818. 820 770 1,589 KSF = thousand square feet As is shown in Table 1, the PM peak hour site -generated traffic volumes are considerably higher than the AM peak hour volumes. Initial analysis of this proposed development also indicated that background traffic volumes for this study area are higher during the PM peak hour. Therefore, for purposes of this study, the PM peak hour was deemed as the critical period and, therefore, analysis was conducted for the PM peak hour only. 7 Magnolia Street is a proposed collector that will extend from Lemay Avenue to 12th Street and provide access to the development. The intersection with Lemay Avenue will be signalized when needed and the other intersections will be stop controlled. Existing and Future Street System Within the study area, there are two primary, existing roadways which would accommodate 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 a north/south arterial road. The cross section of Lemay Avenue varies, with typically one lane 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 (State Highway 14) is a major east/west arterial roadway. 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. Several improvements to the intersection of Mulberry Street and Lemay Avenue are proposed by the developer. These improvements include: • dual westbound left -turn lanes • one additional northbound through lane • protected northbound right turn phase • traffic signal modifications to accommodate the additional laneage Several improvements are being proposed on Lemay Avenue including: • widen the road to two through lanes in each direction with right turn lanes at access drives • signalize the proposed intersection of Lemay Avenue and Magnolia Street • modify the signal phasing at Lemay Avenue and Lincoln Avenue to add protected/permitted left turns for northbound and southbound traffic. 12th Street is a proposed commercial local street that will be constructed from Mulberry Street to Lincoln Avenue to provide access to Mulberry and Lemay Crossings and the light industrial and retail uses to the east. Near Lincoln Avenue, 12th Street will be built on the existing Block Drive right-of-way. As detailed in the Site Access section of this study, it is recommended that a three-quarter movement intersection be constructed at Mulberry Street and 12th Street. The frontage road on the north side of Mulberry Street will be realigned so that it intersects with 12th Street north of Mulberry Street. Site Access Access to the site is proposed via four access points on Lemay Avenue, one of which will be a full -movement, signalized intersection at Magnolia Street; six intersections on the proposed 12th Street, and also at the proposed three-quarter movement intersection of Mulberry Street and 12th Street. An in-depth access analysis was conducted for Mulberry Street, "Mulberry Street Access Analysis for the Mulberry and Lemay Crossings Project, WL Contractors, Inc., July 1997". The analysis studied the four types and configurations of an intersection at this location, analyzed the operational function of each and recommended a proposed configuration of the intersection. It was concluded that the intersection of Mulberry Street/12th Street should be constructed as a three-quarter movement intersection. The three-quarter movement will allow sufficient access to the development without impacting adjacent traffic signals. The City of Fort Collins traffic engineering staff supports this conclusion and further recommends that the existing full movement access on the south side of Mulberry also be restricted to a three-quarter movement. 4 n Figure 1 SITE LOCATION I. INTRODUCTION This traffic impact study has been provided for the proposed Mulberry and Lemay Crossings retail project at the intersection of Mulberry Street and Lemay Avenue in Fort Collins, Colorado. Site Location The site is located at the northeast corner of Mulberry Street and Lemay Avenue. The study area, established through discussions with the Fort Collins city staff, incorporates the site plus some key intersections adjacent to the site. The study area is bounded by Riverside Avenue on the west, Vine Drive on the north, Link Lane on the east, and Riverside Avenue on the south. The site location is shown in Figure 1. Existing and Proposed Land Uses The 40-acre site is currently undeveloped. The existing zoning for the site is planned business with a PUD condition. The proposed project would include construction of approximately 360,000 square feet of gross leasable floor area for restaurants and retail. Types of retail will include three discount stores, including a 188,000-square-foot discount/grocery store, and six specialty retail businesses. The restaurants will include three high -turnover, sit-down type restaurants. It is anticipated that the project would be completed in Year 2000. The area in the vicinity of the site is partially developed with light industrial and commercial uses; however, there is some development planned adjacent to the site. East of the site, the types of businesses are primarily light industrial and retail. West of the site, across Lemay Avenue, is the Link-n-Greens golf course. South of the site, across Mulberry Street, some small businesses exist. North of the site and directly adjacent to it, the Buffalo Run Apartments are being constructed with 144 affordable housing units. On the north side of Lincoln Avenue across from Buffalo Run the Lincoln East PUD is planned. No other proposed development in the vicinity of the site has been identified. 2 MULBERRY AND LEMAY CROSSINGS FORT COLLINS, COLORADO TRAFFIC IMPACT STUDY Revised October, 1999 Prepared for: CLC Associates, 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 561 comb. wps r SUDC► ITTFo foX THE eECoca , PEa, /t .2064f, BY &A7-.AfZdZW /cAn cEx , Fok %1 nc DEro T /,e oT6cTs 50t 34 - 9 G 2 ♦ T MULBERRY AND LEMAY CROSSINGS Mulberry Street/Lemay Avenue Fort Collins, Colorado Traffic Impact Study Revised October, 1999 Krager and Associates, Inc.