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Home My WebLink AboutHEARTHFIRE PUD, 2ND FILING - FINAL ..... ROUND OF REVIEW 11 - 31-95E - CORRESPONDENCE - TRAFFIC STUDYTWO-WAY STOP CONTROL SUMMARY General Information J§ite Information attIIIIntersection 1 al st arimerco o.rmed 10/14/2002 Wrisdict6ion Year �3 a sis Time Period m ro ect Descri lion 9643 orth/South Street cr11 st/West Street: cr54 ntersection Orientation: East-West Et—ugy Period tirs : 0.25 ehicle Volumes and Ad'ustments Eastbound Westbound or Street 3 4 5 6 vement 1 2 T R L T R L 1 34 23 8 1 olume eak-Hour Factor. PHF 0.90 0.90 0.90 0.90 0.90 0.90 1 ourl Flow Rate, HFR 1 37 25 8 47 etcent Heavy Vehicles 0 — — 0 — _ Undivided edian Type 0 T Channelized 0 1 0 0 1 0 0 nes figuration LTR LTR stream Siqnal 0 0 inor Street Northbound Southbound 12 ovement 7 8 9 10 11 T R L T R L plume eak-Hour Factor. PHF 54 0.90 5 0.90 13 0.90 3 0.90 2 0.�0 2 0.�0 purl Flow Rate, HFR 60 5 14 3 ercent Heavy Vehicles 0 0 0 0 0 No ercent Grade (%) 0 0 tared Approach N N Storage 0 0 0 � T Channelized 0 1 0 0 i 0 0 anes r,I LTR 19nnfiauratlon I "' Length. ana Level or service NorthboundSouthbound EB WB 8 9 10 11 12 nt 1 4 7 LTR nfiguration LTR LTRLTR 1 879 7 h1572 1554 876 851 raueue 0.00 0.01 0.09 0.01ue length 0.00 0.02 0.30 0.02elay 7.3 7.3 9.5 9.2 A A AA9.5 h Delay 9.2 h LOS IICS20001:vl Copyright Q 2000 Umversny 01 rionaa. it, K19- m— TWO-WAY STOP CONTROL SUMMARY eneraI Information ite Information st att ntersection 1 a i! urisdiction anmer co enc /Co. to Performed 10/1412002 a sis Year 003 sis Time Period m m ro ect Descri tion 9643 orth/South Street crt 1 astNVest Street: cr54 IStudyPeriod hrs: 0.25 ntersection Orientation: East-West ehicle Volumes and Ad'ustmenis westbound'or Street Eastbound 4 5 6 vement 1 2 T 3 R L T R L 2 66 47 9 25 0 olume eak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0 ourl Flow Rate, HFR 2 73 52 10 27 ercent Heavy Vehicles 0 — — 0 edian Type Undivided 0 T Channelized 0 0 1 0 nes 0 1 0 LTR onfiguration LTR 0 stream Si nal 0 inor Street Northbound Southbound 11 12 ovement 7 8 9 10 T R L T R L olume eak-Hour Factor, PHF 25 0.90 4 0.90 6 0.90 1 0.90 3 0.90 1 0.90 ourly Flow Rate, HFR 27 4 6 1 3 0 ercent Heavy Vehicles 0 0 0 0 0 ercent Grade (%) 0 0 ared Approach N N Storage 0 0 0 T Channelized 0 1 0 anes 0 1 LTR 0 0 LTR onfi uraticn lay, Queue Length, and Level of Service Southbound I i proach EB WB Northbound 1 q 7 8 9 10 11 12 ovement ne Configuration LTR LTR LTR LTR (vph) 2 10 37 5 (m)(vpn) 1600 1474 823 782 /c 0.00 0.01 0.04 0.01 5% queue length 0.00 0.02 0.14 0.02 ontrol Delay 7.3 7.5 9.6 9.6 LOS A A A A pproach Delay — — 9.6 9.6 PPrcach LOS _ A A A HCS20001 m Copyright a 2000 Univcrsity of Florida All Rights Reserved L Flow Rate, HFR rty Flow Rate, HFR :ent Heavy Vehicles :ent Grade (%) ed Approach storage Channelized es ifiauration EB 1 uration (m) I pproach LOS HCS2n0nrtt TWO-WAY STOP CONTROL SUMMARY T 0 0.90 0 0 R 5 0.90 5 0 L 0 0.90 0 0 T 0 0.90 0 0 R 0 0.�0 0 0 0 N N 0 0 0 0 1 0 0 0 0 R i e WB Northbound Southbound 4 7 8 9 10 11 12 LT L R 11 21 5 1459 754 941 0.01 0.03 0.01 0.02 0.09 0.02 7.5 9.9 8.8 A A A _ 9.7 Copyright 40 2000 University of Florida, All Rights Reserved Version 4.1 TWO-WAY STOP CONTROL SUMMARY eneral Information Site Information att ntersection earthfire al st a urisdictionrco erformed 1 14/2002 sis Year 003s Time Period m Vene/Co. Descrition 9643 orth/South Street hearthfire est Street: cr54 ntersection Orientation: East-West to Period hrs : 0.25 ehicle Volumes and Adjustments .or Street Eastbound westbound 6 ovement 1 2 3 R 4 L 5 T R L 0 T 111 10 2 55 0 olume eak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 ourl Flow Rate, HFR 0 123 11 2 61 0 ercent Heavy Vehicles 0 1 — — 0 edian Type Undivided 0 T Channelized 0 1 0 nes 0 1 0 0 onfiguraton TR LT stream Signal 0 0 Inor Street Northbound Southbound ovement 7 8 9 10 11 12 L T R L T R olume eak-Hour Factor, PHF 29 0.90 0 0.90 8 0.90 0 0.90 0 0.90 0 0.�0 ourl Flow Rate, HFR 32 0 8 0 0 0 ercent HeavyVehicles 0 0 0 0 0 ercent Grade (%) 0 0 lared Approach N N Storage 0 0 0 T Channelized 0 0 1 0 i 0 0 anes R onfi uration L a Queue Len a Lever oT aery ce WB Northbound Southbound proach EB 7 8 9 10 11 12 vement 1 4 ne Configuration LT L R vph)2 32 8 m)(vph) [5'% 1463 799 927 0.00 0.040.01 queue length 0.00 0.13 0.03 ntrol Delay 7.5 9.7 8.9 S A A A pproach Delay — — 9.5 pproach LOS — — A V..cinn d 1 HC'S2000T.M Copyright 0 2000 University of rion°n, All rognu TWO-WAY STOP CONTROL SUMMARY General Information •� ••••�•••'---' ntersection cr13 al st aK liCo. a urisdiction arimer co ENte-Erformed10/14/1002 sis Year 003 sis Time Period m M ,low Rate, HFR 20 122 10 6 102 6 Heavy Vehicles 0 — — 0 Tye Undivided Fedian nnelized 00 0 1 0 0 1 0 rabon LTR LTR m Si nal 0 0 treet Northbound Southbound nt 7 8 9 10 11 12 L T R L T R 9 6 10 4 4 8 our Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 low Rate, HFR f0 6 f1 4 4 8 Heavy Vehicles rpercent 0 0 0 0 0 0 Grade (%) 00 Approach N N ge 0 0 nnelized 0 0 0 1 0ration LTR LTR h eue Len ui a nt I -a. t r .,a•.•UU 1 WB 4 Northbound 7 8 9 Southbound 10 11 12 nfiguration LTR LTR LTR LTR 20 6 27 16 [n:e at') 1495 1466 729 756 0.01 0.00 0.04 0.02 eue length 0.04 0.01 0.120.06 Delay 7.4 7.5 10.1 9.9 A A 8 A pproach Delay — — 10.1 9.9 pproach LOS — — 8 A A HCS2000l `I Copy rlgM O 2000 ll lverSlty of FIWIUa, All Klgl= KCSCIVM I TWO-WAY STOP CONTROL SUMMARY .anpra) Information (Site Information st ntersection acrl3 nc /Co. undicbon armer co ytt o Performed 10 10/1 j a sis Year 003 sis Time Period IfCS_/NM 'rM Copyright O 2000 University of Flonda, All Highs Reserved Version 4.1 TWO-WAY STOP CONTROL SUMMARY eneral Information te Information ayst ency/Co. Performed a sis Time Period matt m/dpe 1011 002 a rntersection risdiction ays Year cr54/sh 1 /arimer co 2003 ro ect Description 9643 ast/West Street: cr54 orth/South Street: sh1 ntersection Orientation: North -South IStudy Period hrs : 0.25 e iicle Volumes and Adjustments or Street Northbound Southbound ovement 1 2 3 4 5 6 L T R L T R olume 66 286 44 8 115 59 eak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 ouri Flow Rate, HFR 73 317 48 8 127 65 ercent Heavy Vehicles 0 — — 0 — — edian Type Undivided RT Channeiized 0 0 an.S 1 1 0 1 1 0 onfi uration L TR L TR stream Si nal 0 0 inor Street Westbound Eastbound ovement 7 8 9 10 11 12 L T R L T R olume 29 54 18 68 33 45 eak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 ourly Flow Rate, HFR 32 60 20 75 36 50 ercent Heavy Vehicles 0 11 0 1 0 0 1 0 0 ercent Grade (%) 0 0 tared Approach N N forage 0 0 T Channelized 0 0 anes 0 1 0 1 0 1 0 onfiguration LTR LTR ela Queue Length. and Level of Service pproach NB SIB Westbound Eastbound ovement 1 4 7 8 9 10 11 12 ane Configuration L L LTR LTR (vph) 73 8 112 161 (m)(vph) 1394 1205 361 382 c 0.05 0.01 0.31 0.42 5% queue length I 0.17 0.02 1.30 2.04 ontrol Delay 7.7 8.0 19.4 21.1 OS A A C C jApproach Delay — — 19.4 21.1 proach LOS — — C C NCS2006fM Copyright O 20tM University of Florida, All Rights Reserved Version 4.1 TWO-WAY STOP CONTROL SUMMARY eneral Information ite Information aryst matt ntersection cr54/sh 1 m e urisdiction larimer co 2003 ate Performed 1 / 4/2002 alysis Year a sis Time Period am m ro ect Descri Lion 9643 orth/South Street s171 astMlest Street: cr54 ntersection Orientation: North -South IStudy Period hrs : 0.25 ehicle Volumes and Ad'ustments or Street Northbound Southpound 6 ovement 1 2 3 4 L 5 T R L T R 9 80 12 33 275 97 olume eak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 curly Flow Rate, HFR 10 88 13 36 305 107 ercent Heavy Vehicles 0 — — 0 — — edian Type Undivided 0 T Channelized 0 1 0 apes 1 1 0 TR 1 L TR onfi uration L 0 trearn Signal 0 inor Street Westbound Eastbound 12 vement 7 8 9 10 11 T R L T R L olume 40 0.90 40 0.90 5 0.90 55 0.90 63 0.90 49 0.90 eak-Hour Factor, PHF 61 70 54 ouri Flow Rate, HFR 44 44 5 0 ercent Heavy Vehicles 0 0 0 0 0 ercent Grade (%) 0 0 tared Approach N N forage 0 0. 0 T Channelized 0 0 anes 0 1 0 0 1 LTR onfiguration LTR etay, Queue Length, and Level of Service pproach INB SB Westbound Eastbound 1 4 7 8 9 10 11 12 ovement L LTR LTR ane Configuration L (vph) 10 36 93 185 (m)(VPh 1158 1504 372 465 /c 0.01 0.02 0.25 0.40 5% queue length 0.03 0.07 0.97 1.88 ntrol Delay 8.1 75 17.9 17.8 OS A A C C proach Delay — — 17.9 1 17.8 proach LOS — — C I C HCS?00n tit Copyright O 2000 University of Florida. All Rights Reserved Version 4I APPENDIX A TABLE 1 Short Range Peak Hour Operation yy FI}y�L�;e'K y`L-�i .✓' Mtersec-n' W..R''A�-}.ri•.S��a�wiXt aA S". R"'G £ '€F ,.5 2yipl�/f/�pp�,�.wF.[Y F Ok•G 4.T V/' R J' SH1/CR54 (stop sign) EB LT/•T/RT C C WB LT/T/RT C C NB LT A A SB LT A A CR54/CR13 (stop sign) NB LTIf/RT B B SB LT/T/RT A A EB LT/T/RT A A WB LT/T/RT A A CR54/Hearthfire (stop sign) NB LT A A NB RT A A NB APPROACH A A WB LT/T A A CR54/CR11 (stop sign) NB LT/T/RT A A SB LT/T/RT A A EB LT/T/RT A A WB LT/T/RT A A 55M 63M —� a9/45 ORR oi— 71 /49 718 M U 72192 f 55185 Q m 1-2110 ' A& N 0' U '�.— a, � 25/43 8/18 -� } ' I 2/t � f r 11 v, to - •- as 10 /36 o a (D 6604 A a7rr3 --� cl) ,� " ib N —*— AM/PM m CR54 SHORT RANGE PEAK HOUR TRAFFIC Figure 2 N TRIP DISTRIBUTION Figure 1 to various streets, the trip distribution has changed. The new trip distribution used in subsequent analyses is shown in Figure 1. City staff requested a short range analysis of the intersections along CR54 (Douglas Road). Figure 2 shows the short range existing (factored) plus site generated traffic at the key intersections along CR54. Table 1 shows the peak hour operation of the key intersections along CR54 using the short range peak hour traffic shown in Figure 2. Calculation forms are provided in Appendix A. All of the key intersections will operate acceptably with the existing traffic control devices and geometry (laneage). A small percent (13%) of the site generated traffic is expected to utilize CR13 (south of CR54), Inverness Road, and Abbotsford Road (CR13E). This is expected to occur with or without the direct access to CR13, mentioned earlier in this memorandum. This combination of streets are classified as collectors on the Fort Collins Master Street Plan. As collector streets, their function is to draw traffic from various intersecting streets and driveways, and distribute that traffic to arterial streets. CR54 and Gregory Road are classified as arterial streets, and are at each end of these collector streets. These collector streets are functioning as intended, although the traffic volumes have not yet reached that which are considered to be collector street volumes (2500-5000 vpd). However, there remains land between Gregory Road and CR54 which could be developed or redeveloped. This land would add traffic to CR13, Inverness Road, and Abbotsford Road, if development would occur. Current (2002) daily volumes on CR13 and Abbotsford Road are shown on Figure 3. The traffic volumes range from 250-400 vehicles per day, of which 75 vehicles could be attributed to the existing 60 dwelling units in Hearthfire. It is expected that at full development of Hearthfire, an additional 100-110 daily vehicle trips from Hearthfire could be added to this link. Other increases could occur as other nearby development is built -out. The link combination of CR13, Inverness Road, and Abbotsford Road has a treated gravel surface and a paved segment for several hundred feet north of Gregory Road. There are two right-angle curves near the north end of this link. Between January 1, 1997 and July 31, 2002, there were two reported accidents. Both were single vehicle accidents. One was a property damage only accident involving a bridge railing (occurred 4/27/00). This occurred at the Inverness Road/Abbotsford Road right angle turn. The other accident was an overturning vehicle that had an injury (occurred 4/10/98). This occurred between Gregory Road and CR52E (Richards Lake Road). With two accidents reported in a 51 year period, this segment is not considered to be a high accident location. Conclusion It is concluded that at full development of the Hearthfire PUD (148 dwelling units), all of the key intersections will operate acceptably in the short range future with existing traffic control devices and existing geometry. Full development of the Hearthfire PUD will add 100-110 daily vehicle trips to CR13, Inverness Road, and Abbotsford Road. M RECENT DAILY COUNTS ON CR13 & CR13E Figure 3 r = -10 co () LO O °D M TO: Tom Kennedy, Hearthfire • o LO Bill Yunker, Hearthfire oLucia Liley, March/Liley/Olive Cr CD Fort Collins Staff o J O O n U rn FROM: Matt Delich �? • X Q z LL DATE: October 16, 2002 a J 0 SUBJECT: Hearthfire Transportation Impact Study Addendum (File: 9643MG11) • (p w > (D N cc 0) This memorandum provides an addendum to the "Hearthfire PUD U Q0 Site Access Study," July 1996 and various subsequent memoranda that W(D have also been. prepared between 1996 and 2002. This addendum a addresses the issues raised by the Fort Collins Planning and Zoning z Board (P&Z Board) at the September 17, 2002 hearing. w J z CD One of the issues raised by the P&Z Board was the lack of � traffic analyses that were available to them. While it is not clear N CV what was given to the P&Z Board for the September 17, 2002 hearing, I would like to.run through a chronology of the documentation of which I am aware. 1. July 1996 - Hearthfire PUD Site Access Study; a full report with appendix. 2. November 20, 1996 - variance letter regarding centerline radius. 3. November 25, 1996 - supplemental memorandum describing trip generation, impacts, level of service, and improvements. This memorandum responded to a request by P&Z Board member Byrne. 4. January 3, 1997 - memorandum responding to staff comments. 5. May 24, 1999 - memorandum responding to staff comments. (� 6. October 12, 2000 - memorandum regarding new traffic counts and a redistribution of traffic in support of CR54 improvements. �. z 7. January 4, 2001 - memorandum related to future traffic forecasts ¢ and level of service on CR54. z8. January 28, 2002 - memorandum related to the operation and V a geometry at the SH1/CR54 intersection, and a potential cost z sharing formula. J Uj W Z o As can been .seen from the above list, the traffic study and Q r subsequent documentation has been substantial. Oa The current proposal for build -out of the Hearthfire PUD is for i 147 dwelling units. As of the summer of 2002, there are 9 approximately 60 occupied dwelling units within Hearthfire. When W Hearthfire is completed, it will have additional direct access to CR13, by extending a cul-de-sac to CR13, and an access to CR11, by building a street through the future Richards Lake development to the U_ east. The original 1996 traffic study was for 148 dwelling units. QThe number of dwelling units has been stable (reduced by 1 dwelling unit). However, based upon observation and improvements now planned C