HomeMy WebLinkAboutLINCOLN EAST CONVENIENCE CENTER PUD (DIAMOND SHAMROCK) - PRELIMINARY - 40-94D - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYthe introduction of the Phase 1 portion of the Lincoln East PUD,
this intersection will continue to operate acceptably with no
roadway or intersection improvements required. The site access
intersections will also operate acceptably.
- By 2000, given development of Phase 1 of the proposed
Lincoln East PUD and significant adjacent retail development, the
Lincoln/Lemay intersection will continue to operate acceptably with
geometric improvements. The additional lanes on Lemay Avenue are
primarily due to the increase in background traffic. The site
access intersections will operate acceptably with stop sign
control.
- By 2015, with the projected traffic volumes, the key
intersections will operate acceptably, with the mitigating
improvements.
11
i
i
TABLE 5
�. Long
Range Peak Hour Intersection
Operation
i
Level
of Service
Intersection
AM
PM
Lincoln/Lemay (signal)
C
D
Lemay/Access 1
(stop sign)
EB LT/T/RT
I
D
D
WB LT/T/RT
F
F
NB LT
B
B
} SB LT
A
B
Lincoln/Access
2 (stop sign)
SB RT
B
C
' Lemay/Access 3
(stop sign)
WB LT
E
F
WB RT
A
B
SB LT
A
B
Lincoln/Access
4 (stop sign)
' SB LT
E
F
SB RT
B
D
EB LT
i
B
B
TABLE 3
Existing Plus Parcels A & B Traffic
Peak Hour Intersection Operation
Level of Service
Intersection AM PM
Lincoln/Lemay (signal) B B
Lemay/Access 1 (stop sign)
EB LT/T/RT C B
WB LT/T/RT C C
NB LT A A
SB LT A B
Lincoln/Access 2 (stop sign)
SB LT/RT A B
EB LT A A
TABLE 4
Short Range Peak Hour Intersection Operation
Level of Service
Intersection AM PM
Lincoln/Lemay (signal) C C
Lemay/Access 1 (stop sign)
EB LT/T/RT C C
WB LT/T/RT C D
NB LT A A
SB LT A B
Lincoln/Access 2 (stop sign)
SB RT A B
Using the traffic volumes shown in Figure 8, the key
intersections operate as indicated in Table 3. Calculation forms
for these analyses are provided in Appendix D. The Lincoln/Lemay
signalized intersection will operate similarly to the current
acceptable operation. The site access intersections operate
acceptably.
Using the short range peak hour traffic volumes shown in
Figure 9, the key intersections operate as indicated in Table 4.
Calculation forms are provided in Appendix E. The key
intersections are expected to operate acceptably. With this level
of background traffic, the westbound left turns at the
Lincoln/Lemay intersection will preclude full turn access at Access
2. This access will become "covered" a number of times during the
peak hours. In order to provide a safer environment,,this access
should be changed to right-in/right-out. While this change is
shown to occur by the year 2000, it is in actuality a function of
traffic volumes. This condition could occur sooner than or later
than that year. Traffic should be monitored to determine when this
change should be made. In order to achieve acceptable operation,
Lemay Avenue should have 2 northbound and 2 southbound through
lanes. Geometry and signal phasing schemes are indicated on the
calculation forms provided in Appendix E.
Using the traffic volumes shown in Figure 10, the Lincoln/
Lemay intersection operates in the long range future as indicated
in Table 5. Calculation forms are provided in Appendix F.
Acceptable operation is achieved with the warranted geometric,
phasing and cycle length changes indicated on the calculation
forms. The site access intersections operate acceptably, except
for minor street left turns. The delays associated with these left
turns are normal at stop sign controlled intersections along
arterial streets.
V. CONCLUSIONS
This study assessed the traffic impacts of the development of
the Lincoln East PUD on the existing, short range (1996) and long
range (2015) street system in the vicinity of the proposed
development. As a result of this analysis, the following is
concluded:
- The completion of the Lincoln East PUD is feasible from a
traffic engineering standpoint. The Lincoln East PUD is expected
to generate approximately 1570 trip ends daily in the short range
future and 2910 trip ends daily in the long range future. A
portion of the Phase l generated traffic will be from passby
traffic.
- Based upon current traffic volumes and existing geometry/
control, the Lincoln/Lemay intersection operates acceptably. With
5
�10
^A
LO
n
Ln
i
-15/20
N
- NOM.
35/35
r-
5/5
NOM. -
5/15�
� �n
Ln2�
^ow
am
ao
O
O
Lo
W c
cn ��
Iva °'v+
�- 230/450
Ln
1
4-195/470
L
r-180/290
35 90 -
290 3 5 -+-
1
845/840 i
105/185
r,
u+ o
N � �
O
LONG RANGE (YEAR 2015)
PEAK HOUR TRAFFIC
H
o
o
!OLN ,,j
6S 9p J� � e ,BO 5
S 10 99
AM / PM
Rounded to the Nearest
5 Vehicles.
Figure 10
1
r �
B I
\t2
10/15
KAWUL��
K I I
�-NOM. \__/
30/30
PROJECT
PROJEC1 `�
�
O
5/5
1 r
NOM.
5/15
If
^ c
�
ccA 0
�
Iic
1
C)
c LO,-165/325
li i
,\n
1
f 140/340
�130/225 f.420/875
115/605 -�
25 65 �
y210 220 -�-1
75/135 - pD* o
o
SHORT RANGE (YEAR 2000)
PEAK HOUR TRAFFIC
AM / PM
Rounded to the Nearest
5 Vehicles.
46,
N
Figure 9
KAWULOK
PROJECT
r
1
Lo
Lo
B
I
r- ^
�-10/15
-
24/23
O
0/1
NOW
2/13
o
c
r
�
M^
A
�O
t_--/
w
�46/170
\�
�Lo
I " - 92/190
J
/-- 27/96 6
! G-1551/442
21 /47 -1 1 r 20 15
163/86 -+- 1 1a, 346/47 -�
37/39 --,� � 1
�
w
AM / PM
EXISTING PLUS PARCELS A AND. B
PEAK HOUR TRAFFIC
N
Figure 8
V
FULL DEVELOPMENT
SITE GENERATED TRAFFIC
Figure 7
o
0
N
PARCELS A AND B
SITE GENERATED TRAFFIC
Figure 6.
Trip Assignment
Trip assignment is how the generated and distributed trips are
expected to be loaded on the street system. The assigned trips are
the resultant of the trip distribution process. Figures 6 and 7
show the assignment of the generated trips in the respective short
and long range future conditions.
! The cited traffic impact study was used .to develop the
background traffic. The initial phase of development included the
existing traffic plus the xawulok Lemay Project and Parcels A and
B of Lincoln East PUD. This traffic forecast is shown in Figure
B.
The short range peak hour traffic is shown in Figure 9. This
forecast includes the expected traffic from a Power Center
development that is being considered east of Lemay Avenue, between
Mulberry Street and Lincoln Avenue. This Power Center will likely
include discount retail, general retail, movie theaters, and
restaurants. The short range traffic shown in Figure 9 includes
Parcels A and B of the Lincoln East PUD.
Figure 10 shows the morning and afternoon weekday peak hour
traffic from full development of the Lincoln East PUD and the
background traffic in the long range future (2015). The forecasts
shown in Figures 9 and 10 give a reasonable representation of
nearby development. When other development proposals are put forth
for other properties, additional traffic studies should be
performed.
IV. TRAFFIC IMPACTS AND ANALYSIS
Signal Warrants
As a matter of policy, traffic signals are not installed at
any location unless warrants are met according to the Manual on
Uniform Traffic Control Devices. From the short and long range
forecasts (Figures 9 and 10), no additional signals will likely be
warranted.
Operation Analysis
Capacity analyses were performed on the key intersections in
the vicinity of the proposed Lincoln East PUD. The key
intersections are the Lincoln/Lemay intersection and the four site
access intersections described earlier. Analyses were performed
for the existing plus site traffic, short range (2000) traffic, and
the long range (2015) traffic conditions.
4
20%-25%
0
N
Lo
Lo
Lo
i
0
Lo
RETAIL USES
5%-10%
'®`
N
0%-5%
INDUSTRIAL / EMPLOYMENT USES
TRIP DISTRIBUTION Figure .5
I /
I ,
I I`
Z I �
Q I '
I
0
1
1
1
11
A&
N
NO SCALE
4 4
l
l
01446 LN AVENUE
PARCELS A AND B SITE PLAN
Figure 4
of the access intersections are numbered for easy reference later
in this report.
It is expected that Lincoln East PUD will be implemented in
a phased development program. Parcels A and B will comprise the
first phase. These two buildings will be built as soon as possible
after the approvals are secured. A site plan of Parcels A and B
is shown in Figure 4. Full development will occur sometime between
the year 2000 and the year 2015. The long range (2015) future
assumes full development of the Lincoln East PUD.
Trip Generation
Trip generation is important in considering the impact of a
development such as this upon the existing and proposed street
system. A compilation of trip generation information was prepared
by the Institute of Transportation Engineers and is presented in
Trip Generation, 5th Edition, updated in February 1995. These
documents were primarily used to project trips that would be
generated by the proposed uses at this site. Table 2 shows the
expected trip generation on a weekday and a weekday peak hour
basis. Land use code 846 (Gasoline/Service Station with
Convenience Market with a Car Wash) and Code 833 (Fast Food
Restaurant without a Drive -Through Window) were used .in developing
the trip generation forecasts for Parcel A. The cited reference
does not address quick lube facilities. Data for this use was
obtained from a local 3-bay facility. This data covered an eight
month period from October 1995 to May 1996. The use on Parcel C
will be auto -oriented retail/service. Code 840 (Auto Care Center)
was used to develop the trip generation for this parcel. Parcels
D and E will be employment uses similar to the Airport Industrial
Park. Code 110.(General Light Industrial) was used to develop this
trip generation.
Trip Distribution
Directional distributions were determined for the auto related
service/retail uses and the industrial/employment uses. These
distributions considered trip attractions and productions in Fort
Collins, and existing travel patterns in the area. Figure 5 .shows
the trip distribution used in the traffic assignment process.
Institute of Transportation Engineers' research indicates that the
convenience/gas store and fast food restaurant land uses draw
approximately 40-60% of their patrons from the background traffic
on the adjacent streets. Therefore, a passby factor of 0.40 was
applied to the peak hour generated traffic. This factor does not
affect the trip generation. The passby traffic is determined based
upon the actual volumes on the adjacent streets.
3
s
OVERALL SITE PLAN Figure 3
TABLE 1
1996 Peak Hour Intersection Operation
Level of Service
Intersection AM PM
Lincoln/Lemay (signal) B B
TABLE 2
Trip Generation
Daily A.M. Peak P.M. Peak
Land Use
Trips
Trips
Trips
Trips
Trips
in
out
in
out
PARCEL A
Gas/Convenience Store
Gas - 8 Positions
1170
44
43
50
50
Quick Service Restaurant
400
11
8
11
9
0.5 KSF
Subtotal Parcel A
1570
55
51
61
59
PARCEL B
Quick Lube - 3 bays
150
3
3
7
7
PARCEL C
Auto Related Retail/Service
250
9
5
8
9
6.0 KSF
PARCEL D
Light Industrial - 58.0 KSF 400 44 9 7 50
PARCEL E
Light Industrial - 77.0 KSF 540 59 12 9 66
TOTAL 2910 170 80 92 191
91!
�. Lo'
45/170
- 88/187
I
/r-19/89 LINCOLN
19/45
155/80 -•-
37/39--,,
N7
u�
cp
AM / PM
1996 PEAK HOUR TRAFFIC Figure 2
existing cross section in this area has one lane in each direction.
There are designated left -turn lanes approaching the Lincoln/Lemay
intersection. This intersection is signalized. The postedspeed
limit is 35 mph east of Lemay Avenue and 30 mph west of Lemay
Avenue. Sight distance is generally not a problem. There are bike
lanes on Lincoln Avenue to the west of Lemay Avenue.
North Lemay Avenue borders the site on the west. It is
designated as a major (4 lane) arterial. However, it currently has
a two lane cross section with designated left -turn lanes
approaching the Lincoln/Lemay intersection. The south leg has a
designated right -turn lane also. The posted speed limit is 30 mph
on North Lemay Avenue. There are bike lanes on both sides of Lemay
Avenue. Long range transportation plans indicate that North Lemay
Avenue will be realigned north of this site. The plans show Lemay
Avenue angling to the northeast. It will pass east of the
aforementioned residential area, and probably cross the railroad
and Vine Drive on a grade separation. Timing of this realignment
is not known. It is assumed that it will not occur prior to the
year 2010. A draft of the "Structure Plan" of the Fort Collins
City Plan does not show this realignment of Lemay Avenue.
Existing Traffic
Weekday morning and afternoon peak hour traffic data was
obtained on January 10, 1996 at the Lincoln/Lemay intersection.
The peak hour turning movements are shown in Figure 2. All raw
traffic data is presented in Appendix A.
Existing Operation
Using the traffic
signal control, the
indicated in Table 1.
provided in Appendix
during the peak hours,
of service D or better
in Appendix C.
volumes shown in Figure 2 and the existing
Lincoln/Lemay intersection operates as
Calculation forms for these analyses are
B. This intersection operates acceptably
Acceptable operation is defined as level
Level of service definitions are provided
III. PROPOSED DEVELOPMENT
The initial phase of the Lincoln East PUD will be a
convenience/gas store, proposed to be located in the northeast
quadrant of the Lincoln/Lemay intersection in Fort Collins. Figure
3 shows a schematic of the overall site plan of the Lincoln East
PUD. Two accesses are proposed to Lemay Avenue and one access is
proposed to Lincoln Avenue. An "off -site" access is shown just
east of the site. This is expected to be a public street access
that will also serve the Airport Industrial Park to the east. All
2
4
N
V. LI•I..w.l.. l.I. 1!ia � 1
r <•••
sl
1...[[.....
� 1 1
I E
an
LINCOLN EAST PUD
\ti
N 4( a s 1b3 \
'7
r is
:Ir
ey
.,...
_
is \�� :�•
NO SCALE
s
SITE LOCATION Figure 1
f 1
l
I. INTRODUCTION
This traffic impact study addresses the capacity, geometric,
and control requirements at and near a proposed commercial
development known hereinafter as the Lincoln East PUD. It is
proposed to be located north of Lincoln Avenue and east of North
Lemay Avenue in Fort Collins, Colorado.
During the course of the analysis, numerous contacts were made
with the project planning consultant (Cityscape Urban Design), and
the Fort Collins Transportation Division. This study conforms with
typical traffic impact study guidelines. The study involved the
following steps:
- Collect physical, traffic, and development data.
- Perform trip generation, trip distribution, and trip
assignment.
- Determine peak hour traffic volumes.
- Conduct capacity and operational level of service analyses on
key intersections.
- Analyze signal warrants.
The "Kawulok Lemay Avenue Project, Traffic Impact Study," July
1995, was also reviewed as part of this analysis.
II. EXISTING CONDITIONS
The location of the Lincoln East PUD site is shown in Figure
1. Since the impact in the short range, as well as, the long range
is of concern, it is important that a thorough understanding of the
existing conditions be presented.
Land Use
This area of Fort Collins primarily has various light
industrial and commercial. uses. However, there is a small
residential area approximately 1200 feet north of the site. Land
uses to the east are light industrial. Land to the south of
Lincoln Avenue is vacant and will likely be developed as
commercial/retail. Land on the west side of Lemay Avenue has some
light industrial uses. The center of Fort Collins lies to the west
of the Lincoln East PUD.
Roads
The primary streets near the Lincoln East PUD are Lincoln
Avenue and North Lemay Avenue. Lincoln Avenue borders the Lincoln
East PUD site on the south. It is an east -west street designated
as a minor arterial on the Fort Collins Master Street Plan. Its
1
LINCOLN EAST PUD
SITE ACCESS STUDY
FORT COLLINS, COLORADO
AUGUST 1996
Prepared for:
Diamond Shamrock
Colorado Division
520 East 56th Avenue
Denver, CO 60216
Prepared by:
MATTHEW J. DELICH, P.E.
2272 Glen Haven Drive
Loveland, CO 80538
Phone: 970-669-2061
FAX: 970-669-5034