HomeMy WebLinkAboutGLENMOOR P.U.D., 2ND & 3RD FILING - PRELIMINARY / FINAL - 8-95C - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDY2. Pedestrian and bicycle operations are currently acceptable.
3. Transit operations are acceptable per City of Fort Collins criteria.
4. The Glenmoor project generates 32 morning peak hour trips, 42 afternoon
peak hour trips, and 402 trips per day. These trips are considered minor.
5. The design of the Glenmoor development will permit safe and efficient ac-
cess by automobiles, bicycles, and pedestrians.
6. No improvements are needed in conjunction with this development.
7. All investigated roadways currently carry and will continue to carry traffic vol-
umes compatible with their respective classifications.
8. Overall levels of service at the Taft Hill Road — Glenmoor Drive intersection
will be acceptable in the future as will the Kirra Court connection to Glenmoor
Drive.
9. Future bicycle, pedestrian, and transit operations will be acceptable in the vi-
cinity of the Glenmoor development.
In summary, the existing transportation system can easily accommodate and absorb
the proposed development. This is verified by the fact that very acceptable operating
conditions can be expected in the area of Glenmoor for the foreseeable future.
26
C. Levels of Service
Using the criteria presented in the Manual, the current and future transit levels of
service were determined.
Current travel time factors were calculated for both transit and automobile trips to Fort
Collin's High School, Foothills Fashion Mall, the CSU Transit Center, and the down-
town area as defined in the Manual. Bus travel times and transfer times were ex-
tracted from the current Transfort bus schedule brochure. Auto travel time assumed a
20-mile per hour travel speed. Auto related park and walk times were assumed to
offset the walk time to the bus stop. Current travel times for bus and auto traffic were
estimated and resulted in a travel time factor of 2.72. Given the 16 hour service
schedule, the current 30 minute service, the load factor, and a travel time factor over
2.0, the current transit level of service is V.
By 2015, it is expected that weekday service hours will be extended to at least ac-
commodate any growth in demand. These assumptions are consistent with the goals
and objectives of the City. With the planned enhanced travel corridor designated
along the Burlington -Northern corridor, improved headways, travel times, and transfer
times will likely be experienced. This will likely result in improved levels of service.
The transit work sheet is presented in Appendix E.
IX. CONCLUSIONS
Based upon the analyses, investigations, and findings documented in earlier sections
of this report, the following can be concluded:
1. Current automobile operations in the area of the Glenmoor development are
acceptable.
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VII. BICYCLE FACILITIES
A. Existing Conditions
Taft Hill Road has on -street bicycle lanes and borders the Glenmoor development on
the west. These lanes connect to established bicycle routes on Orchard Place and
Elizabeth Street. Excellent connectivity is therefore provided in both the north -south
and east -west directions.
B. Levels of Service
The City of Fort Collins defines level of service based upon connectivity of the site to
existing and planned bicycle facilities. In this instance, the site abuts existing bicycle
lanes on Taft Hill Road, which connect to an existing bicycle route on Orchard Place
and Elizabeth Street. This results in level of service'B' being realized both currently
and in the future. The bicycle level of service work sheet is presented on Table 2.
VIII. TRANSIT
A. Existing Conditions
Transit stops are currently located some 1,000 feet south of the site at the Taft Hill
Road — Elizabeth Street intersection. Bus routes 2 and 3 provide 30-minute service to
this location. When CSU (Colorado State University) is in session, service is available
from 6:50 A.M. to 11:02 P.M., slightly over 16 hours per day. The current peak load
factor less than 1.20 for a representative weekday peak hour.
B. Planned Improvements
No improvements are planned in conjunction with this development.
23
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' all intersections. There is currently a gap in the sidewalk system adjacent to the
Glenmoor site. A pedestrian signal facilitates crossing on the north leg of Taft Hill
Road at Glenmoor Drive.
B. Planned Improvements
The planned pedestrian system internal to the Glenmoor development will serve all
residences. Additionally, a sidewalk will be built along the south side of Glenmoor
Drive adjacent to this project. These improvements will maximize porosity both within
the site and with the established pedestrian routes serving the local area.
C. Levels -of -Service
The City of Fort Collins multi -modal transportation Level -of -Service Manual (the
Manual) was used to assess both current and future pedestrian conditions. It was
determined that the site generally fits the "school walking area" classification. This is
attributed to the proximity of Moore Elementary School. While primary school access
is provided by Orchard Place, access to school grounds is available via Glenmoor
Drive. A crossing guard is normally stationed at the Taft Hill Road — Glenmoor Drive
intersection. The guard was observed assisting school children across the street.
These classifications provide the basis for determining minimum level of service
criteria. Five factors were assessed under current and future conditions. Based upon
the investigations into current and future pedestrian levels of service, it appears that
acceptable levels of service are currently being experienced and will continue in the
future. The pedestrian levels of service work sheet is presented on Table 1.
21
SHORT-TERM TOTAL TRAFFIC OPERATING CONDITIONS
INTERSECTION
CONTROL
MOVEMENT
LEVEL OF SERVICE
AM
PM
Taft Hill — Glenmoor
Stop
EB LT
E
F
EB TH/RT
A
D
WB LT
F
F
WB TH/RT
A
A
NB LT
A
C
SB LT
B
B
Glenmoor — Kirra
Stop
EB TH/RT
A
A
WB TH/RT
A
A
NB LT
A
A
Overall :
A
A
As shown above, acceptable operations are expected under all traffic volume sce-
narios with the existing roadway geometry. Capacity sheets are in Appendix D.
VI. PEDESTRIAN FACILITIES
A. Existing Conditions
The existing sidewalk system was field reviewed within 1,320 feet of the Glenmoor
site. Particular attention was given to trips to and from the Moore Elementary School.
Pedestrian facilities have been installed under several editions of City design stan-
dards. This has resulted in varying sidewalk widths and locations; however, all facili-
ties were determined in generally good condition. Pedestrian ramps are available at
20
SHORT-TERM BACKGROUND OPERATING CONDITIONS
INTERSECTION
CONTROL
MOVEMENT
LEVEL OF SERVICE
AM
PM
Taft Hill — Glenmoor
Stop
EB LT
E
F
EB TH/RT
A
B
WI3 LT
D
F
WB TH/RT
A
A
NB LT
A
C
SB LT
B
B
r
;75A,
Capacity worksheets are presented in Appendix C.
Operating conditions with Glenmoor fully operational were assessed using future
roadway geometry and the traffic volumes shown on Figure 9. Resultant levels of
service are shown below.
19
INTERSECTION
CONTROL
MOVEMENT
LEVEL OF SERVICE
AM
PM
Taft Hill — Glenmoor
Stop
EB LT
E
F
EB TH/RT
A
B
WB LT
E
F
WB TH/RT
A
A
NB LT
A
C
SB LT
B
B
Overall
A
A
Glenmoor — Kirra
Stop
EB TH/RT
A
A
WB TH/RT
A
A
NB LT
A
A
This represents the worse case from a site traffic impact standpoint. It was deter-
mined that operating conditions will be acceptable with the Glenmoor project devel-
oped and that operating conditions at the Taft Hill Road — Glenmoor Drive intersection
will be virtually identical to current conditions. Capacity worksheets are presented in
Appendix B.
C. Short -Term Operating Conditions
Operating conditions were assessed with background traffic and with total traffic.
Total traffic includes full development of the Glenmoor project. Using traffic volumes
from Figure 7 and current roadway geometry, baseline conditions were established.
Background levels of service (without Glenmoor) were calculated at the Taft Hill Road
— Glenmoor Drive intersection. This resulted in the operating conditions indicated
below.
18
Orchard P
Glenmoor Drive
Figure 10
FUTURE ROADWAY GEOMETRY
17
I
A. Auxiliary Lane Requirements
The Taft Hill Road — Glenmoor Drive and Glenmoor Drive — Kirra Court intersections
were reviewed to determine if auxiliary lanes are needed on the basis of future morn-
ing and afternoon peak hour traffic volumes. Only right turn lanes were investigated
due to one or more of the following reasons: 1) current left turn lane availability, 2)
limited site traffic usage, 3) the City's current emphasis on providing bicycle lanes in
lieu of turn lanes, and/or 4) the inability to widen the roadway to facilitate left turn
lanes. Evaluations revealed that right turn lanes are not needed at either location.
The analyses were conducted using warrants published by TRB in NCHRP 279,
"Intersection Channelization Design Guide".
B. Existing Total Traffic Conditions
Capacity analyses were conducted to assess existing total traffic conditions at the Taft
Hill Road — Glenmoor Drive and Glenmoor Drive — Kirra Court intersections. Operat-
ing levels of service were calculated using future roadway geometry (as shown on
Figure 10), existing traffic controls and the traffic volumes presented on Figure 8.
These procedures indicate the following levels of service could be expected in 1998 if
the Glenmoor development was built and fully occupied.
16
Orchard Place
Orchard Place
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Glenmoor Drive
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SHORT-TERM TOTAL TRAFFIC
Orchard Place
Orchard Place
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Figure 8
EXISTING TOTAL TRAFFIC
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Glenmoor Drive
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Glenmoor Drive
PM PEAK HOUR
Figure 7
SHORT-TERM BACKGROUND TRAFFIC
13'
B. Background Traffic Volumes
Background traffic volumes were developed using an annual growth rate of 2.50
percent per year on Taft Hill Road. This factor was applied to existing traffic volumes
to approximate short-term conditions.
Short-term conditions reflect the year 2003. By this time, the Glenmoor project will be
fully operational for about three years. Short-term background traffic volumes are
shown on Figure 7.
Two traffic volume estimates were developed which include site -generated traffic.
They are: 1) existing total traffic (existing plus site traffic) and 2) short-term total
traffic. These estimates are shown on Figures 8 and 9 for the existing total traffic and
short-term total traffic scenarios.
Doi0MA: Ia u FJOTATOW4
In order to assess operating conditions with the Glenmoor development fully opera-
tional, capacity analyses were conducted at the Taft Hill Road — Glenmoor Drive and
Glenmoor Drive — Kirra Court intersections. Prior to performing the analyses, the site
access was reviewed from a traffic volume and turning movement standpoint. Where
deemed necessary, warrants were applied to assess the need for additional lanes.
The results of this review are discussed in the following section.
12
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X HOUR
Glenmoor Drive
PM PEAK HOUR
Glenmoor Drive
Figure 6
SITE TRAFFIC
Orchard Place
10
Glenmoor Drive
Figure 5
SITE TRAFFIC DISTRIBUTION
Daily
AM Peak Hour
PM Peak Hour
Land Use
DU
Rate
Trips
Rate
In
Out
Rate
In
Out
Single Family
42
9.57
402
0.75
8
24
1.01
27
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As shown above, the Glenmoor development is expected to generate 32 morning
peak hour trips, 42 afternoon peak hour trips and 402 trips per day. These trips are
considered minor.
C. Trip Distribution
Trip distribution is a function of the origin and destination of site users, their work and
shopping trips, and the available roadway system. In this case, all site traffic must
use Glenmoor Drive to access the site. Approximate site traffic distributions are
shown on Figure 5. These are consistent with current peak hour traffic patterns..
Morning and afternoon peak hour site traffic resulting from the distribution is pre-
sented on Figure 6.
IV. FUTURE CONDITIONS
A. Roadway Improvements
No significant roadway improvements are planned in the area of the site in the short-
term. When and if improvements are made is largely speculative and cannot be
reasonably estimated. For analysis purposes, any widening is assumed to occur in
the long-term, well beyond the time frame considered in this study.
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Per City standards, overall level of service 'E' is defined as acceptable for arterial
street intersections under stop sign control. As shown above, the Taft Hill Road —
Glenmoor Drive intersection currently operates at level of service 'A' or better during
peak hour periods. Capacity work sheets are in Appendix A.
III. DEVELOPMENT ISSUES
A. Project Description
Glenmoor is comprised of 42 residential dwellings. Each unit will be situated on its
own lot; however, common building lines are anticipated at this time. Each unit is
expected to have three bedrooms.
Site access is proposed via direct driveway connections to Glenmoor Drive for about
14 units with the balance of the development being served via an internal street, Kirra
Court. A concept plan for Glenmoor is presented on Figure 4.
Construction is expected to begin in 1998 with completion some time in 2000.
B. Site Traffic
Site traffic was estimated using Institute of Transportation Engineers (ITE) publication,
"Trip Generation, 6th Edition", a nationally recognized reference. The single-family
detached land use category was selected. This category was selected due to the size
of the proposed units and in the interest of conducting a conservative analysis.
Resultant trips associated with the Glenmoor project are as indicated below.
7
Orchard Place
Glenmoor Drive
Figure 3
CURRENT ROADWAY GEOMETRY
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Glenmoor Drive
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Glenmoor Drive
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Figure 2
CURRENT PEAK HOUR TRAFFIC
IB. Surrounding Land Uses
The site is currently vacant. Land uses surrounding the site are primarily residential.
The Moore Elementary School is located east of Glenmoor Drive in the area general
�! where it turns to the south. The site is considered an in -fill location.
C. Existing Traffic Conditions
Morning and afternoon peak hour traffic counts were conducted at the Taft Hill Road —
Glenmoor Drive intersection as part of this study. Turning movement counts are
presented on Figure 2. Directional imbalances were noted during both peak hour
periods with heavier traffic flows in the northbound direction in the morning and the
opposite direction during the afternoon peak hour.
D. Existing Traffic Operations
' Highway Capacity Manual procedures were used to quantify current intersection oper-
ations. Resultant levels of service (LOS) are indicated below for both peak hour
1' conditions at the Taft Hill Road — Glenmoor Drive intersection. Traffic volumes from
Figure 2 were loaded onto the current roadway geometry shown on Figure 3.
INTERSECTION
CONTROL
MOVEMENT
LEVEL OF SERVICE
AM
PM
Taft Hill — Glenmoor
Stop
EB LT
E
F
EB TH/RT
A
B
WB LT
E
F
WB TH/RT
A
A
NB LT
A
C
SIB LT
B
B
Overall
A
A
n
II. EXISTING CONDITIONS
IA. Existing Road Network
The Glenmoor site is located south in the southeast corner of the Taft Hill Road —
Glenmoor Drive intersection. The site is bordered on the west by Taft Hill Road and
on the north by Glenmoor Drive.
Taft Hill Road is a north -south arterial roadway having two lanes in each direction and
bicycle lanes along both sides. It extends significant distances to the north and south
and intersects other arterial streets. Recent daily traffic on Taft Hill Road is in the
range of 21,000 vehicles per day. The posted speed limit is 35 miles per hour.
Glenmoor Drive, east of Taft Hill Road, is an east -west local roadway that currently
has one lane in each direction and a center left turn lane. Since this roadway is not
striped, the functional geometry is described. Glenmoor extends 1 — 2 blocks from
Taft Hill Road to the east before turning south. To the west of Taft Hill Road, Glen -
moor Drive changes its name to Orchard Place. Glenmoor Drive carries an estimated
r 250 — 500 vehicles per day, east of Taft Hill Road. The posted speed limit is 25 miles
per hour.
The Taft Hill Road — Glenmoor Drive intersection is currently under stop sign control.
A pedestrian signal facilitates crossing the north leg of Taft Hill Road at this intersec-
tion. This signal is primarily used by school children attending Moore Elementary
School. This school is located to the east of the Glenmoor site. A school crossing
guard was observed at this intersection.
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VICINITY MAP
Figure 1
VICINITY MAP
2
I. INTRODUCTION
Glenmoor PUD, Second Filing (Glenmoor) is a residential development located in the
southeast corner of Taft Hill Road and Glenmoor Drive in Fort Collins, Colorado. A
vicinity map is presented on Figure 1.
This transportation impact study follows the established guidelines -for such studies as
are applicable and appropriate to the proposed project. The following key steps were
undertaken as part of this study.
• Obtain current traffic and roadway data in the immediate area of the site.
• Evaluate current operations to establish base conditions.
• Determine site generated traffic volumes and distribute this traffic to the nearby
street system.
• Estimate roadway traffic volumes for both short- and long-term conditions.
• Evaluate operations with Glenmoor fully operational under existing and short-
term conditions.
• Inventory, evaluate, and assess the pedestrian, bicycle, and transit networks
serving the site.
• Identify deficiencies and recommend measures to mitigate the impact of site
generated traffic and enhance the alternate travel mode systems as appropri-
ate.
The City of Fort Collins defined the parameters of this study in a scoping discussion.
The Taft Hill Road — Glenmoor Drive intersection was identified as the only intersec-
tion requiring investigation in addition to the site access point. Other study parame-
ters including evaluation time frames, assumption and alternate mode analyses were
defined at that time.
List of Figures
Figure1
Vicinity Map...............................................................................................2
Figure 2
Current Peak Hour Traffic.........................................................................
5
Figure 3
Current Roadway Geometry ......................................................................6
Figure4
Concept Plan.............................................................................................8
Figure 5
Site Traffic Distribution............................................................................10
Figure6
Site Traffic...............................................................................................11
Figure 7
Short -Term Background Traffic...............................................................13
Figure 8
Existing Total Traffic................................................................................14
Figure 9
Short -Term Total Traffic..........................................................................15
Figure 10
Future Roadway Geometry .....................................................................17
Table of Contents
I. INTRODUCTION......................................................................................................1
II. EXISTING CONDITIONS..................................................................:.....................3
A. Existing Road Network......................................................................................
3
B. Surrounding Land Uses.....................................................................................4
C. Existing Traffic Conditions.................................................................................
4
III. DEVELOPMENT ISSUES......................................................................................7
A. Project Description............................................................................................
7
B. Site Traffic....................................................................................:....................
7
C. Trip Distribution.................................................................................................
9
IV. FUTURE CONDITIONS.........................................................................................9
A. Roadway Improvements....................................................................................9
B. Background Traffic Volumes...........................................................................12
V. TRAFFIC IMPACTS..............................................................................................12
A. Auxiliary Lane Requirements............................................................................16
B. Existing Total Traffic Conditions......................................................................16
C. Short -Term Operating Conditions.....................................................................17
VI. PEDESTRIAN FACILITIES..................................................................................20
A. Existing Conditions............................................................................................20
B. Planned Improvements.....................................................................................
21
C. Levels-of-Service.............................................................................................21
VII. BICYCLE FACILITIES.........................................................................................23
A. Existing Conditions............................................................................................23
B. Levels of Service ............................................................................................. 23
VIII. TRANSIT...........................................................................................................23
A. Existing Conditions..........................................................................................23
B. Planned Improvements....................................................................................23
C. Levels of Service...............................................................................................25
IX. CONCLUSIONS...................................................................................................25
Transportation Impact Study
GLENMOOR PUD, SECOND FILING
Fort Collins, Colorado
Prepared For:
Bluewater Construction
P. 0. Box 965
Kihei Maui, Hawaii 96753
Prepared By:
Eugene G. Coppola
P. O. Box 260027 '
Littleton, CO 80127
May 12 1998