The URL can be used to link to this page

Home My WebLink AboutDRAKE CROSSING SHOPPING CENTER (FIRST NATIONAL BANK DRIVE-UP) - AMENDED FINAL PUD - 35-96 - CORRESPONDENCE - (6)J ^ t ® ® ®® Kimley-Horn ®l® .. and Associates, Inc. and Mr. Eric Bracke still agree with the findings and the methodology used in the preparation of these reports. At this point, I do not believe that any further analysis of the traffic situation is warranted. The two proposals address the issues to the City's satisfaction. I am continuing to work with the City to assure that all of their needs are met. If any further questions arise, please contact me at (303) 446-8552. Sincerely, KIMLEY-HORN AND ASSOCIATES, INC. Gregory D. Krueger E.I.T. Project Manager cc: Roger Gunlikson, FNB Bob Neyrinck, NWS Studios PPI!,®®® Kimley-Horn S ® C__® and Associates, Inc. Providing this access is not the responsibility of the Bank. Once this access is provided, there will not be a safety issue for bicycles or pedestrians crossing Hampshire Road, provided they cross Hampshire north of the west access point. Applicability of Bank Collected Data Mr. Akerson brought up a number of points concerning the data collected by FNB at the Eisenhower and North College Avenue facilities. The Eisenhower facility, according to Mr. Akerson, is not similar enough to warrant using that data. This is based on the surrounding banking facilities (12 banks, 30 drive -through lanes, 4 ATM's) within a 1.5 mile radius. He contended that since the proposed FNB facility is the only bank in the area that it will draw significantly higher volumes than one surrounded by 12 other banks. This is an unfair assessment since the Eisenhower facility is the only FNB facility in Loveland. Additionally, the area in Loveland identified by Mr. Akerson is the financial "center" of Loveland where significantly more banking traffic is generated than at a local "neighborhood" facility such as the proposed drive -up facility. Mr. Akerson then commented on the study performed at the North College facility. He quoted the Trip Generation Handbook (4`h Generation, the 5`h Generation is the current version) as saying that "Data collected at a Multi - Use facility is not valid if the site is not fully developed." This quote was taken out of context. Mr. Akerson was referring to a section entitled "Data Request for Multi -Use Developments" in which ITE is requesting more information about the trip generation rates at multi -use developments, as well as the internal distribution, and numbers of chained trips throughout the development, not one specific site, such as the bank. The purpose of ITE's request is to provide the data necessary to compare the land uses relating to trip generation in a multi -use development with the trip generation of those land uses where they stand-alone facilities. This comment in no way undermines the data collected by the bank. These represent the key issues raised during the planning and zoning meeting in April concerning the traffic reports prepared by Kimley-Horn. Although they presented numerous arguments, and some warrant a response by FNB and myself, the findings of both traffic impact analysis are still reasonable and appropriate. In follow-up conversations with Mr. Jones, he ®® Kimley-Horn ® ® " and Associates, Inc. Street Classification The board seemed to take issue mostly with the use of Hampshire Road as a "driveway" for the bank. The neighborhood would prefer that access to and from the facility be directly to one of the main arterials, Drake or Taft Hill, as opposed to the adjacent collector, Hampshire Road. When designing a street system, there is a general hierarchy of street designation. This hierarchy typically defines the characteristics, such as spacing, desired speed, and permitted access, of the roadway. The three commonly used designations are local, collector, and arterial. Local streets typically provide direct access to businesses and homes. Collector streets typically collect traffic from local streets for distribution to arterials, as well as providing direct access to businesses and residences. Arterials typically move large volumes of vehicles and attempt to restrict access. Providing access to any street will degrade it's performance or Level of Service (LOS). This is due to conflicts generated by turning vehicles (acceleration and deceleration times), traffic weaving and changing lanes. On arterials, access is typically limited to major collector streets, and other major entrances or exits. By limiting access, conflicts are reduced, and throughput is increased. Based on this hierarchy, the use of Hampshire Drive as a collector (it's designated use) to provide access for vehicles entering the First National Bank Plaza. Distributing all of these trips directly to either Drake or Taft Hill would not be appropriate, especially considering the proximity of the south access point to Taft Hill and the east access point to Drake. Utilizing the collector street system of Hampshire Road and Valley Forge Road to distribute these trips to Drake and Taft Hill respectively, is an appropriate use of the street system. Bike Access from Pleasant Valley Canal The adjacent bicycle trail system that runs west of the site along Pleasant Valley Canal was the subject of significant discussion. The only access from the First National Bank Plaza to this trail is via Drake or Stuart. The City plan has a 20 foot wide easement at the end of Hampshire Court, however the homeowners have closed this access off and the City is not planning to improve this access in the immediate future. PIPP71® Kimley-Horn hhh.-I B ®® and Associates, Inc. Right Turn Only Exit The neighborhood recommended a right turn only exit from the drive through facility to funnel vehicles back into the shopping center. Although a viable solution, there are two problems: parking behind the center, and enforcement. Currently, a number of the businesses in the center utilize the lot where the proposed facility will be built. Limiting the egress of these vehicles to the mall parking lot would not adequately meet the needs of these businesses or their clients. Secondly, there are no regulations in the City or the State that would allow for enforcement of a no left turn sign at that exit. Although many people will obey the sign, there is no method, other than signs and islands, to prevent left turns from occurring. If necessary, this is the most acceptable of the options the neighborhood presented. Flashing Yellow Lights Fred Jones of the City of Fort Collins brought up the idea of a pedestrian actuated crossing beacon at the intersection of Hampshire Road and the west access point. The neighborhood appears to have grasped this idea as an option that would appease them. This item is technically feasible, and has been used successfully in the past in other cities throughout the country. It has not been used in Fort Collins, however. If the City is interested in this type of a facility, they should be responsible for the design and implementation of the system (designed internally or by a consultant). First National Bank should in no way be responsible for the design (either internally or by a consultant) or construction of the "guinea pig" system in Fort Collins. Being the first system of this type in Fort Collins may require changes in City transportation and safety policies and enforcement techniques that may make final design and implementation difficult. Additionally, FNB has the potential of being liable should this system either fail or malfunction, or be ignored by either motorists or pedestrians. Finally, FNB should be reluctant to propose this solution due to comments received from the neighbors stating that they would rather not have any safety improvements at all than have safety improvements implemented as part of the bank construction. In the follow-up report, it was recommended that FNB install the necessary conduit and pull boxes along Hampshire Road south of the west access point to facilitate the installation of this type of system. pPP— ® Kimley-Horn = F1 and Associates, Inc. June 17, 1997 Mr. Mark Driscoll, President First National Bank 205 West Oak Street Fort Collins, Colorado 80521 RE: First National Bank Drive -up Facility at Drake Crossing, Planning and Zoning meeting response. Dear Mark, In discussions with Bob Neyrinck following the Planning and Zoning meeting on April 28, 1997, we both felt that it was appropriate to begin responding internally to the specific issues raised during the meeting concerning traffic. ■ Suite 500 1515 Arapahoe Street, Tower 1 Denver, Colorado 80202 Neighborhood Suggested Improvements One of the points of contention with the neighborhood was the bank not following any of their suggested traffic mitigation measures. Those suggested mitigation measures were not deemed reasonable by FNB, the City, or myself. The following is a description of the suggested mitigation measure and reasons for its rejection. Raised Pedestrian Crosswalk The raised pedestrian crosswalk was presented to the City as an option along Hampshire Road by Kimley-Horn. This option was dismissed by the City due to concerns by the Police and Fire departments, as well as the ambulance services which must negotiate these "speed humps." They are effective at slowing traffic, however they also slow down emergency vehicles, thus increasing their response time. Since Hampshire is a collector that serves the entire neighborhood, and is one of the primary access points, their concerns over increased response times are justified, and a "speed hump" is not an option. TEL 303 446 8552 FAX 303 446 8678