HomeMy WebLinkAboutMULBERRY AND LEMAY CROSSINGS, 2ND FILING, HOME DEPOT - MAJOR AMENDMENT - 36-96I - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYE. VINE DRIVE
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SITE -GENERATED TRAFFIC
Adjacent Intersections
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
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
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
un,
Modify Signal Operation°p�qn } �\ ug
Construct theIntersection of
Lincoln Avenunue/t2th Street
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Widen Lanny Avenue to
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2 Lones in Each Direction
with a Continuous Right
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MAGNOLIA STREET
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(PROPOSED)
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Construct Mognolio Street
MAGNOLIA STREET
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(EXISTING)
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Construct the Intersection of
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12th Strest/Magnolia Street i
Add Westbound Dual Left Turn lanes,
Add Northbound Through Lane.
Modify Traffic Signal
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Constnxt 3/4 Access
Realign Frontage Road on the
North Side of Mulberry Street
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MULBERRY STREET
- - - - - - - - --
Figure 11
PROPOSED ROADWAY IMPROVEMENTS
Conclusions
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
� B I
Trolley stop B
Trolley stop
Tronstort stop
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Trolley stop
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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�
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B
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6b
8' 1Yde Bike Lam will be
Constructed fram Mulberry Street to
Lincoln Avenue Connecting with the
Poudre River Trail
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Op
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Traffic Signal to allow
Cyclists and Pedestrians to Cross
Mulberry Street and Lamay Avenue ' s
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Existing Poudrs River Trail I(\�
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Bicycle Pavilion
(� Bicycle ParMrp
Edsthp Pou* River Tray
Figure 13
BICYCLE AMENITIES
Traffic Signal will aid
Pedestrians and Cyclists
in Crossing the Street
0�
B
B
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Sidewalk
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Sidewalk
Sidewalk
F
Traffic Signal will aid
Pedestrians and Cyclists
in Cmssing the Street
p p
Sidewalk
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p p
At—Cmds Pedestrian Crossing
Sidewalk
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Traffic Signal will aid
c
Sidewalk
Pedestrians and Cyclists
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in Crossing the Street
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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
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
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.
0
MULBERRY STREET (SH 14)
NR-B, 45 MPH POSTED SPEED LIMIT
12TH STREET I
27' Deceleration (273' + Bay Taper
2
CDOT Design Guidelines I
Eastbound
435' (Decel + Taper)
13:5:1 Transition taper ratio
12-foot offset 108' Bay Taper
640 Feet ' Taper = 13.5 x 12 = 162' 1
435' - 162' = 273' Decel
Bay taper = 162' = 54'
3
Westbound
435' (Decel + Taper) 313' Deceleration (259' + Bay Taper)
13:5:1 Transition taper ratio 2
' 24-foot offset
' Taper =13.5x24=324'
Bay taper = 324' = 108'
3
LEMAY
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Not to Scale
Figure 10
LEFT -TURN LANE DESIGN
DECELERATION AND TAPER
Mulberry Street from 12th Street to Lemay
640 Feet
12TH STREET
313' Storage
(259' + Bay Taper
2
(259' + 54' = 313')
TOTAL WB STORAGE:
259' (Lane #1)
313' (Lane #2)
572'
;i N
Not to Scale
MULBERRY STREET (SH 14)
NR-B, 45 MPH POSTED SPEED LIMIT
273' Storage
1 CDOT Left -Turn Lane Storage Requirements
Mulberry/Lemay
108' ea Taper EB left -turn volume: 466 vph
1 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
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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 LEVEL OF SERVICE
LANE GROUPS (for Stop -controlled) I BACKGROUND 1, TOTAL TRAFFIC
12th Street/Access F (Stop -controlled)
EB L —
EB R —
NB L —
12th Street/Access G (Stop -controlled)
EBLand T —
EB R —
WB Land T —
WB R —
NB L —
SB L
Lincoln Avenue/Link Lane (4-way stop)
A
A
A
A
A
A
A
A
A
�I
NB L and T
F
NB R
I A
SB L and T
F
SB R
B
EB L
A
WBL
A
Lincoln Avenue/Link Lane (Signalized)
B (12.7/0.672)
Link Lane/Magnolia Street (Stop -controlled)
EB Land T
C
EB R
B
WB L and T
C
WBR
A
NB L
A
SB L
I A
A
F
B
A
B
B (13.6/0.720)
B
A
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 6 INTERSECTION CAPACITY ANALYSIS SUMMARY
PM PEAK HOUR - YEAR 2020
INTERSECTION I LEVEL OF SERVICE
LANE GROUPS I BACKGROUND TOTAL TRAFFIC
Lemay Avenue/Mulberry Street (Signalized) F ('/') 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)
C (16.7/0.738) !
C (17.3/0.738)
Lemay AvenueNine Street (Signalized)
F ('/') !
F
Link Lane/Mulberry Street (Signalized)
B (12.7/0.595)
B (12.9/0.613)
Mulberry StreeU12th Street (Stop -controlled)
NBR
—
B
SB R
— l
C
EB L
—
F
WBL
—
C
Lemay Avenue/Access Drive A (Stop -controlled)
WBR
j —
B
Lemay Avenue/Access Drive B (Stop -controlled)
WB R
—
B
Lemay Avenue/Access Drive C (Stop -controlled)
_ _
WBR
—
B
Lincoln Ave/Lincoln East PUD (Stop -controlled)
SBR
B
B
Lincoln Avenue/Buffalo Run (Stop -controlled)
NB L and R
D
D
WBL
I A
A
Lincoln Avenue/12th Street (Stop -controlled)
I I
NBL
D I
D
NBR
B
B
WBL
A
A
12th Street/Access D (Stop -controlled)
EB L
—
A
EB R
—
A
NBL
—
A
12th Street/Access E (Stop -controlled)
EB L
—
A
EB R
—
A
NBL
—
A
12th Street/Magnolia Street (Stop -controlled)
EB L
—
A
EB R
—
A
NBL
— i
A
31
INTERSECTION
LANE GROUPS (for Stop -controlled)
LEVEL OF SERVICE
BACKGROUND I TOTAL TRAFFIC
12th Street/Access F (Stop -controlled)
EB L
—
A
EB R
—
A
NBL I
—
A
12th Street/Access G (Stop -controlled)
EB L and T
—
A
EB R
—
A
WBLand T
—
A
WB R
—
A
NB L
—
A
SB L
— _
A
Lincoln Avenue/Link Lane (4-way stop)
NB L and T j
F i
F
NB R
A
A
SBLand T
F
F
SB R
A
A
EB L
A
A
WB L ',
A
A
Link Lane/Magnolia Street (Stop -controlled)
EB Land T
C
C
EB R
B I
B
WBLand T
C
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
INTERSECTION
LEVEL OF SERVICE
LANE GROUPS
BACKGROUND 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)
—
B (10.6/0.752)
Lemay Avenue/Riverside (Signalized)
C (21.3/0.791)
C (20.8/0.867)
Mulberry Street/Riverside (Signalized)
C (16.4/0.717)
C (17.0/0.818)
Lemay Avenue/Vine Street (Signalized)
-
F ('/') I
F
Link Lane/Mulberry Street (Signalized)
i
B (14.5/0.675)
B (13.5/0.707)
Mulberry StreeU12th Street (Stop -controlled)
NB R
—
B
SB R
—
C
EB L
—
F
WBL
I — I
C
Lemay Avenue/Access Drive A (Stop -controlled)
WBR
—
A
Lemay Avenue/Access Drive B (Stop -controlled)
WBR
i —
i A
Lemay Avenue/Access Drive C (Stop -controlled)
j
WBR
—
A
Lincoln Ave/Lincoln East PUD (Stop -controlled)
SBR --- -
B --
• B
_..-- - - -
Lincoln Avenue/Buffalo Run (Stop -controlled)
NBLand R
C
C
WBL
A
j A
Lincoln Avenue/12th Street (Stop -controlled)
NB L
C
j C
NB R
A
A
WBL
A
A
12th Street/Access D (Stop -controlled)
EB L
—
A
EB R
—
A
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
29
INTERSECTION
LANE GROUPS (for Stop -controlled)
12th Street/Access F (Stop -controlled)
EB L
EB R
NB L
12th Street/Access G (Stop -controlled)
EB L and T
EB R
WB L and T
WB R
NB L
SB L
Lincoln Avenue/Link Lane (4-way stop)
NB L and T
NB R
SB L and T
SB R
EB L
WBL
Link Lane/Magnolia Street (Stop -controlled)
EB L and T
EB R
WBLand T
WB R
NB L
LEVEL OF SERVICE
BACKGROUND TOTAL TRAFFIC
F
A
E
A
A
A
B
A
B
A
i
A
A
A
A
A
A
A
A
A
A
A
F
A
F
A
A
A
B
A
B
A
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
LEVEL OF SERVICE
LANE GROUPS (for Stop -controlled)
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)
C (18.3/0.771)
Mulberry Street/Riverside (Signalized)
B (14.6/0.497)
B (14.3/0.625)
Lemay Avenue/Vine Street (Signalized) I
B (14.6/0.846)
D (30.7/0.835)
Lemay Avenue/Magnolia Street (Signalized) I
—
B (10.4/0.732)
Link Lane/Mulberry Street (Signalized)
B (12.3/0.565)
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
I
Lemay Avenue/Access Drive B (Stop -controlled)
WBR
i
A
Lemay Avenue/Access Drive C (Stop -controlled)
i_
_WBR_
Lincoln Ave/Lincoln East PUD (Stop -controlled)
SB R
A
A
Lincoln Avenue/Buffalo Run (Stop -controlled)
NB L and R
B
B
WBL
A
A
Lincoln Avenue/12th Street (Stop -controlled)
NB L
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
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 1999 I 2004 2020
OF EFFECTIVENESS f BACK PROPOSED BACK PROPOSED BACK ( PROPOSED
GROUND
GROUND 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
I 42 sec
36 sec
39 sec
39 sec
40 sec 39 sec
Band B
37 sec
33 sec
39 sec
39 sec
I 28 sec I 29 sec
Band A Avg Speed
37 mph
33 mph
37 mph
33 mph
37 mph 33 mph
Band B Avg Speed
I 37 mph
1 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_
A MEASURES 1999 A T 2004 % 2020 — ----
- ' -
BACK- BACK- I BACK -
OF EFFECTIVENESS GROUND PROPOSED GROUND ' 'PROPOSED! GROUND ; PROPOSED
Cycle Length
110 sec
100 sec
110 sec
100 sec
110 sec 110 sec
Efficiency
0.35
0.36
0.3
0.34
0.23 0.3
I
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
t— 12
rACCESS C
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SITE
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na
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t r ACCESS A
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10
MULBERRY STREET
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n
Figure 9A
2020 TOTAL TRAFFIC
Site Access
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.J
coo
a �
t- 258
N
I�
'
as
Not to Scale
IF -
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97
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LINCOLN AVENUE
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480 --;
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Figure 9
2020 TOTAL TRAFFIC
Adjacent Intersections
PM Peak Hour
LINCOLN AVENUE
L 12
t r ACCESS C
SITE
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t r ACCESS B
" O
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ry 66
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Figure 8A
2004 TOTAL TRAFFIC
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PM Peak Hour
E. VINE DRIVE
N�nOOD
L158
133
29
43 -�
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m 0
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Figure 8
2004 TOTAL TRAFFIC
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LINCOLN AVENUE
t— 12
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m�
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r 86
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t
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MAGNOLIA STREET
w Figure 7A
1999 TOTAL TRAFFIC
Site Access
N PM Peak Hour
N
N N r
L 136
114
25
Not Scale
�
1 t r
to
E. VINE DRIVE 37
116�
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Figure 7
1999 TOTAL TRAFFIC
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PM Peak Hour
N L 258
�— 216
a1 / 48
E. VINE DRIVE 70 —J 1 t r
220
97 —�
__._----------'--'I
INCOLN EAST PUD!
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Figure 6
2020 BACKGROUND TRAFFIC
PM Peak Hour
E. VINE DRIVE
LINCOLN AVENUE
L 268
.1 l L. 80',2
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�- 133
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Figure 5
2004 BACKGROUND TRAFFIC
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E. VINE DRIVE
LINCOLN AVENUE
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25
4
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98
i APARTMENTS i
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Figure 4
1999 BACKGROUND TRAFFIC
PM Peak Hour
LINCOLN AVENUE
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a
r
a
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Not to Scale
12
ACCESS C
ao
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MULBERRY STREET Figure 3A
w SITE -GENERATED
TRAFFIC
N Site Access
PM Peak Hour
E. VINE DRIVE
LINCOLN AVENUE tom)•
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H
o %
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.
0
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.
3
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.
LAND USE
Free -Standing
Discount Superstore
TABLE 1 ORIGINAL TRIP GENERATION
ITE j AM PEAK HOUR ; PM PEAK HOUR
SIZE CODE ADT IN OUT TOTAL. IN OUT TOTAL
272 KSF 813 12,752 I' 254 245
Specialty Retail Center 62 KSF 814
2534
0
0
High -turnover (Sit- 26 KSF 832
5,3381
205
205
down) Restaurant
TOTALS
20,6241
459
450
10 PERCENT REDUCTION
18,562
413
405
KSF = thousand square feet
499:
508
528
1,036
0i :
175
133
308
i
410
228
194
422
909 '
911
855
1,766
-818
820
770
1,589
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.
i7
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.
2
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
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/cde A GE7t , Fort lfonc DEeo T /A o S6cTs 9;t3& - 9 G 2 ♦ S
MULBERRY AND LEMAY
CROSSINGS
Mulberry Street/Lemay Avenue
Fort Collins, Colorado
Traffic Impact Study
Revised October, 1999
Krager and Associates, Inc.