HomeMy WebLinkAboutGLENMOOR DRIVE PUD - PRELIMINARY - 8-95A - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDY- Currently, the two key intersections of Taft Hill/Orchard and
Elizabeth/Glenmoor are operating at acceptable levels of
- service.
The analysis of total peak hour traffic conditions, future
traffic conditions with the proposed project, indicate that
each of the study intersections is expected to continue to
operate at acceptable levels of service.
- The pedestrian "safe route" to Moore Elementary School is via
a future sidewalk on the east side of Glenmoor Drive and a
future sidewalk on the north side of Orchard Place.
- It is expected that "cut through" traffic will not be a
significant concern when the street connection is made through
the Glenmoor Subdivision.
C.
2015. Calculation forms are provided in Appendices D and E,
respectively. As indicated on both of these tables, it is. expected
that the key intersections will continue to operate at acceptable
levels of service after completion of the proposed project.
B. Pedestrian Analysis
The proposed project is adjacent to Moore Elementary School.
Currently, there is an opening in the fence which bounds the school
on the west. This opening is located directly adjacent to the
proposed project. Some students currently utilize this opening to
access the school. It is anticipated that this opening would
remain when this project is completed. The safe route to school
(opening in the fence) would be on the east side of Glenmoor Drive
for students from/to the south and on the north side of Orchard
Place for students from/to the west. The sidewalk on the north
side of Orchard Place should be constructed with the development
of the Glenmoor PUD.
C. Cut Through Traffic
City Transportation Division staff voiced concern that
connecting Taft Hill Road and Elizabeth Street would allow the
opportunity for "cut through" traffic via Glenmoor Drive.
Currently, this opportunity exists via Plum Street and Glenmoor
Drive. This route would be similar to the future Glenmoor Drive
connection through the proposed development. Observations were
conducted during peak hour and non -peak hour times. It was
observed that traffic that did this was 20-25% of the turning
traffic at either the Glenmoor/Elizabeth intersection or the
Plum/Taft Hill intersection. Most vehicles who made the subject
turns had destinations within the area. Given the absolute number
of turns that actually occurred, the number of "cut through"
vehicles was small. It is concluded that "cut through" traffic is
not a significant concern.
V. CONCLUSIONS
The following summarizes the significant findings as a result
of this study:
The proposed residential development traffic can be
accommodated on the area streets. It is expected that
approximately 191 daily, 15 morning peak hour, and 20
afternoon peak hour trips would be generated by the Glenmoor
Subdivision.
5
Table 3
Short Range Peak Hour Operation
Level of Service
Intersection AM PM
Taft Hill/Orchard
EB LT/T/RT A A
WB LT/T/RT A B
NB LT A A
SB LT A A
Elizabeth/Glenmoor
SB LT/RT A D
EB LT A A
Table 4
Long Range Peak Hour Operation
Intersection
Taft Hill/Orchard
EB LT/T/RT
WB LT/T/RT
NB LT
SB LT
Elizabeth/Glenmoor
SB LT/RT
EB LT
Level of Service
AM PM
B B
A B
A A
A A
B D
A A
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Figure 8
Total Traffic
The traffic volumes generated by the proposed residential
development were added to the background traffic volumes to produce
total peak hour traffic projections. Figure 8 shows the morning
and afternoon peak hour total traffic for the year 1996, and Figure
9 shows the morning and afternoon peak hour total traffic for the
year 2015.
IV. TRAFFIC IMPACTS
A. Operational Analysis
The unsignalized intersection analysis technique, as contained
in the 1965 Highway Capacity Manual published by the Transportation
Research Board, was used to analyze the two study intersections:
Taft Hill/Orchard and Elizabeth/Glenmoor. This technique allows
for the determination of the intersection level of service based
on congestion and delay of each traffic movement. Recent research
'! indicates that the unsignalized analysis technique overstates the
level of service at intersections on�four lane major streets. This
technique is being revised by TRB. Following review of the
available research and conversations with the Chairman of the TRB
Committee on Highway Capacity and Quality of Service, this
technique was modified to take into consideration the overstatement
of level of service. The modification entailed multiplying the
through traffic by 1.2 and then dividing it in half. This allows
for unequal distribution in the two travel lanes.
Existing Traffic Conditions
The key intersections were analyzed to determine existing
traffic operation, using the existing traffic volumes depicted on
Figure 2. Table 2 illustrates the levels of service for the
existing morning and afternoon peak hour traffic. Definitions of
level of service at unsignalized intersections are given in
Appendix B. The capacity worksheets are provided in Appendix C.
As indicated in Table 2, each of the analyzed intersection are
currently operating at acceptable levels of service. Typically in
urban areas, level of service D or better is considered acceptable.
Total Traffic Conditions
Traffic analyses were completed for total traffic conditions
for both the years 1996 and 2015. As mentioned earlier, total_
traffic includes the background traffic plus the assigned traffic
from the proposed residential development. The results of this
analysis are provided in Table 3 for year 1996 and Table 4 for year
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BACKGROUND PEAK HOUR TRAFFIC -
YEAR 2015
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BACKGROUND PEAK HOUR ' TRAFFIC -
YEAR 1996
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Figure 6
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II
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SITE GENERATED
PEAK HOUR TRAFFIC Figure 5
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TRIP DISTRIBUTION Figure 4
D. Trip Distribution
: Trip distribution assumptions were derived utilizing the
relationship of the site to other developments and neighborhoods
in Fort Collins. The trip distribution was developed to be
consistent with other planning and traffic studies in the area.
Figure 4 illustrates the trip distribution assumptions.
E. Traffic Assignments and Volumes
Site Generated Traffic Volumes
Utilizing the trip generation estimates and the distribution
assumptions identified previously, projected vehicle trips were
assigned to the street system. The resulting site generated
traffic is shown on Figure 5.
Background Traffic Volumes
Background traffic volumes (traffic on the roadways not
attributed to the proposed project) were developed for year 1996
and year 2015. Background traffic volumes were developed to
account for overall growth in the area and traffic growth related
to specific projects near the study area. Two other residential
developments were identified for inclusion in the background
traffic projections. These developments would be located on the
extension of Orchard Place. Glenmoor PUD, located to the north of
Orchard Place, would be for 20 townhouses and the other development
(assumed), located south of Orchard Place, would be for 120
apartments. The trip generation for these projects was estimated
based upon the trip rates provided in the previously referenced ITE
document. The resulting trips are also provided in Table 1. It
can be seen that these two projects would generate significantly
more traffic than the proposed Glenmoor Subdivision. The trips
associated with the other projects were assigned to the street
system according to the trip distribution depicted on Figure 4.
The existing traffic volumes were also factored to reflect
overall growth in the study area. For the year 1996, the existing
through traffic volumes on Taft Hill Road and Elizabeth Street were
factored by 2 percent. For the year 2015, the through traffic
volumes on Taft Hill Road were factored by 113 percent and on
Elizabeth Street by 120 percent. The year 2015 factors were based
upon information contained in the North Front Range Regional
Transportation'Plan (NFRRTP), October 1994.
The resulting background traffic is depicted on Figures 6 and
7 for the years 1996 and 2015, respectively.
3
Table
1
Trip Generation
Daily
A.M.
Peak
P.M.
Peak
Land Use
Trips
Trips
Trips
Trips
Trips
in
out
in
out
PROPOSED PROJECT
Glenmoor Subdivision
Single Family - 20 DU
191
4
11
13
7
OTHER DEVELOPMENTS
Apartments - 120 DU
776
10
51
52
24
Condo/Townhomes - 20 DU
117
1
8
7
4
Total Other Developments
893
11
59
59
28
Table
2
�I
Existing
Peak Hour
Operation
Level
of Service
Intersection
AM
PM
Taft Hill/Orchard
EB LT/RT
A
A
NB LT
A
A
Elizabeth/Glenmoor
SB LT/RT
A
C
EB LT
A
A
A&
N
NO SCALE
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Subdivision
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PLUM STREET Q
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I SITE PLAN Figure 3
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EXISTING PEAK HOUR TRAFFIC Figure 2
Glenmoor Drive is a two lane residential street. Currently,
Glenmoor terminates to the north of Plum Street. The proposed
project would extend Glenmoor Drive to the north.
Orchard Place is a two lane residential street. Currently,
Orchard Place forms a T-intersection with Taft Hill Road. However,
construction is underway which would extend Orchard Place to the
east of Taft Hill Road. The extension of Orchard Place would meet
Glenmoor Drive within the Glenmoor Subdivision.
B. Existing Traffic Volumes
Current, 1995, morning and afternoon peak hour traffic volumes
at the study intersections are shown on Figure 2. Peak hour
traffic counts were performed at the two study intersections during
March 1995. The traffic count data is provided in Appendix A.
III. FUTURE TRAFFIC PROJECTIONS
A. Development Assumptions
The proposed project would provide for approximately 20
dwelling units. These would be comprised of duplex and triplex
housing units. It is anticipated that the project would be
completed by the year 1996. The site plan is shown in Figure 3.
B. Site Trip Generation
To estimate the traffic generated by the proposed development,
standard trip generation equations compiled by the Institute of
Transportation Engineers in the report entitled Trip Generation,
5th Edition were utilized. These equations were applied -to the
appropriate land uses to determine daily, and morning and afternoon
peak hour traffic volumes expected to be generated by the site.
Table 1 summarizes the trip generation estimates for the proposed
project. As shown in Table 1, the project would generate
approximately 191 trip ends per day with 15 and 20 trips occurring
during the morning and afternoon peak hour periods, respectively.
,. C. Assumed Roadway System
It was assumed that the roadway system would remain as it
exists today with the exceptions noted earlier: Orchard Place
would be extended to the east, and Glenmoor Drive would be extended
to the north.
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I
1 I. INTRODUCTION
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A residential development, the Glenmoor Subdivision, is
proposed to be located on an extension of Glenmoor Drive in Fort
Collins, Colorado. The site is located to the north of Elizabeth
Street and east of Taft Hill Road. The site location is shown on
Figure 1. Currently this site is vacant.
The purpose of this study is to address the traffic impacts
of the proposed development. The focus of the review is the street
network which will serve the proposed residential development. The
following intersections will be analyzed as part of this traffic
study: Taft Hill Road/Orchard Place, and Elizabeth Street/Glenmoor
Drive.
II. EXISTING CONDITIONS
A. Existing Road Network
The major existing streets in the vicinity of the proposed
development include:
- Taft Hill Road
- Elizabeth Street
- Glenmoor Drive
- Orchard Place
Taft Hill Road is a north -south arterial street that serves
the western areas of Fort Collins. Near the project site, it has
four travel lanes with dedicated bike lanes on both sides of the
street. The speed limit is posted at 30 mph. The T-intersection
of Taft Hill Road with Orchard Place is currently stop sign
controlled for Orchard Place. There is a pedestrian signal at this
intersection which allows pedestrians to cross Taft Hill Road.
Currently, there is construction on the eastern side of the Taft
Hill/Orchard intersection, which will extend Orchard Place to the
east. The adjacent land use is residential on the east and west
side of Taft Hill with a church also located on the west side of
Taft Hill.
Elizabeth Street is a east -west street, located to the south
of the project site. Near the intersection with Glenmoor Drive,
Elizabeth Street has one travel lane in each direction and a center
two way left -turn lane. There are dedicated bike lanes on both
sides of the street. Within. the study area, Elizabeth is also
posted for no parking on both sides of the street. To the east of
Glenmoor, Elizabeth Street widens to three travel lanes (two
eastbound and one westbound) and then to four travel lanes. The
T-intersection of Elizabeth with Glenmoor is stop sign controlled
for Glenmoor. The speed limit is posted at 30 mph.
1
GLENMOOR SUBDIVISION
SITE ACCESS STUDY
FORT COLLINS, COLORADO
MARCH 1995
J
Prepared for:
R. Kint Glover
2101 Lindenmeier Road
Fort Collins, CO 80524
Prepared by:
MATTHEW J. DELICH, P.E.
3413 Banyan Avenue
Loveland, CO 80538
Phone: 303-669-2061