HomeMy WebLinkAboutLIND PROPERTY - PDP - 39-94B - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYIV. CONCLUSIONS
' This study assessed the impacts of the Lind Property Development
on the short range (2006) street system in the vicinity of the proposed
development. As a result of this analysis, the following is concluded:
' - The development of the Lind Property Development is feasible from
a traffic engineering standpoint. At full development, the Lind
' Property Development will generate approximately 1770 daily trip
ends, 139 morning peak hour trip ends, and 187 afternoon peak hour
trip ends.
' - Current operation at the key intersections is acceptable with
existing controls and geometry.
Peak hour signal warrants are likely to be met at the Timberline/
Vine intersection using the short range (2006) background traffic
forecasts. Peak hour signal warrants are likely to be met at the
Mountain Vista/Timberline and CR11/Country Club intersections
during the afternoon peak hour using the short range (2006) total
traffic forecasts. The peak hour warrant at a major street speed
above 40 mph was used. However, acceptable operation is achieved
with stop sign control and improved geometry.
In the short range (2006) future, given development of the Lind
Property Development and an increase in background traffic, the
key intersections are shown to operate acceptably with either
improved geometry or the warranted signalization at some
intersections. Many of the geometric improvements, particularly
at off -site intersections, are necessary with the background
traffic. As such, these improvements should not be the
responsibility of the Lind Property.
Acceptable level of service is achieved for pedestrian and bicycle
modes based upon the measures in the multi -modal transportation
guidelines. The is no transit service in this area of Fort
Collins.
21
criteria, there are no bicycle destinations within 1320 feet of the
Lind Property Development. A bicycle LOS worksheet is provided in
Appendix F.
Transit Level of Service
This area of Fort Collins is will not be serve by transit service
according to the Fort Collins Transit Plan.
20
east leg of CR52 will serve the Lind Property. It will also serve a
future development to the south. This property to the south will not be
developed until after the Lind Property, Filing 1 is developed
(approved). While the center left -turn lanes will not be necessary on
CR52 at Access A and Access B from an operational point of view, they
will be required based upon the street standards. The geometry on the
west leg of CR52 should be the responsibility of developments that are
served by that leg. The northbound right -turn lane at the CR11/CR52
intersection is warranted because of the Lind Property site generated
traffic. Site generated traffic from the yet undeveloped property to
the south will also contribute some traffic to this movement in the
future.
At the CR11/Access C intersection, the northbound left -turn lane
is required due to background traffic (Richard's Lake PUD). Therefore,
this lane should be their responsibility. While a southbound left -turn
lane on CR11 is required at the Access C intersection based upon the
street standards, there will likely be very little southbound left -
turns.
At the CR11/Access D intersection, the southbound left -turn lane
is only required because of the default criteria in the street
standards. Since the Lind Property, Filing 1 ends at this intersection,
it is recommended that this southbound left -turn lane construction be
deferred to a later filing when the adjacent land is considered for
development.
Pedestrian Level of Service
Appendix F shows a map of the area that is within 1320 feet of
the Lind Property Development. There will be two pedestrian
destinations within 1320 feet of the Lind Property Development. These
are: 1) Richard's Lake residential and the homes adjacent to Fort
Collins Country Club and 2) future Gillespie residential. This site
is in an area type termed "other." The level of service determination
assumes that future residential developments (namely, Richard's Lake
and Gillespie) will build their streets and adjacent streets in
accordance with Fort Collins Standards. This being the case,
pedestrian facilities will exist where they currently do not. This is
a reasonable assumption. If this does not occur or is not accepted by
the City, then acceptable pedestrian level of service cannot be
achieved. The Pedestrian LOS Worksheet is provided in Appendix F.
The minimum level of service for "other" is C for all categories.
With the assumed future pedestrian facilities along future streets,
the pedestrian level of service will be acceptable.
Bicycle Level of Service
Appendix F shows a map of the area that is within 1320 feet of
the Lind Property Development. Based upon Fort Collins bicycle LOS
19
Access D
Access C
m
N
'U
U
El
Richard's Lake
Country Club
Vine
E
E
SHORT RANGE (2006) GEOMETRY
18
U
U
3
CR52
N
Mountain Vista
-10 - Denotes Lane
Figure 8
TABLE
Short Range (2006) Total Peak Hour Operation
P
Lemay/Vine
(signal)
EB
C
D
WB
D
D
NB
A
C
SB
C
D
OVERALL
C
D
Timberline/Vine
(all -way stop)
EB
C
D
WB
C
C
NB
C
E
SB
C
C
OVERALL
C
D
TimberlineNine
(signal)
EB
C
C
WB
C
C
NB
B
C
SB
B
B
OVERALL
C
C
Mountain Vista/CR9
(stop sign)
SB LT/RT
B
B
EB LTfr
A
A
Mountain Vistafrimberline
(stop sign)
NB LT
C
D
NB RT
A
A
NB APPROACH
B
D
WB-LT
A
A
CR1 I/Country Club
(stop sign)
EB LT
B
D
EB RT
B
A
EB APPROACH
B
C
NB LT
A
A
CR11/CR52
(stop sign)
EB LT
B
C
EB T/RT
B
A
EB APPROACH
B
B
WB LT
C
C
WB TIRT
A
B
WB APPROACH
C
C
NB LT
A
A
SB LT
A
A
CR52/Access A
(stop sign)
SB LT/RT
A
A
EB LT
A
A
CR52/Access B
(stop sign)
SB LT/RT
A
A
EB LT
A
A
CR 11 /Access C
(stop sign)
EB LTfr/RT
B
A
WB LTfr/RT
B
C
NB LT/T/RT
A
A
SB LTfT/RT
A
A
CR52JAccess B
(stop sign)
EBLT/RT
B
A
SB LT
A
A
17
TABLE 3
Short Range (2006) Background Peak Hour Operation
q YY '>��
a rY tl�, Ix fFyy���'S Ti 5
�Intersectwn����ls wx(„ , Irp rf i'h'� `�
emu , � �� ��,�.�_� ��� � ,� .k (�ti
il AA
f1,.,..>.
f 6x ry ry i; p
` NCII.•O���n� f �
� ���� �, � � ��,.�i�-�„
k i�
IC If SI �'+95 4 b �ilh Z'� !'{�
,��I,i�i�� AM � �� , �l �� �� �°PM��� , �y
LemayNine
(signal)
EB
C
C
WB
D
D
NB
A
C
SB
C
C
OVERALL
C
C
TimberlineNine
(all -way stop)
EB
C
C
WB
B
B
NB
B
D
SB
C
B
OVERALL
B
C
TimberlineNine
(signal)
EB
C
C
WB
C
C
NB
B
C
SB
B
B
OVERALL
B
C
Mountain Vista/CR9
(stop sign)
SB LT/RT
B
B
EB LT/T
A
A
Mountain Vistafrimberline
(stop sign)
NB LT
B
C
NB RT
A
A
NB APPROACH
B
C
WB LT
A
A
CR11/Country Club
(stop sign)
EB LT
B
C
EB RT
B
A
EB APPROACH
B
C
NB LT
A
A
CR11/CR52
(stop sign)
EB LT/T/RT
B
A
WB LT/T/RT
B
B
NB LTMRT
A
A
SB LTrr/RT
A
A
CR11/Access C
(stop sign)
EB LT/RT
A
A
NB LT/T
A
A
16
operation Analysis
Capacity analyses were performed at the key intersections. The
operations analyses were conducted for the short range analysis,
reflecting a year 2006 condition. The intersection geometry used in the
various analyses is that which is currently existing or needed to
achieve acceptable operation in the short range future.
Using the traffic volumes shown in Figure 5, the key intersections
' operate in the short range (2006) background condition as indicated in
Table 3. Calculation forms for these analyses are provided in Appendix
D. The key intersections will operate acceptably during the peak hours
' with either improved geometry or the warranted signalization at the
Vine/Timberline intersection.
' Using the traffic volumes shown in Figure 7 and the recommended
geometrics, the key intersections operate in the short range (2006)
total condition as indicated in Table 4. Calculation forms for these
' analyses are provided in Appendix E. The key intersections will operate
acceptably during the peak hours with either improved geometry or the
warranted signalization at some intersections.
Geometry
' Figure 8 shows the schematic of the short range geometry at the
key intersections. The lengths of the auxiliary lanes are provided in
the design drawings provided by the project civil engineer (The Sear -
I ' Brown Group). The "Larimer County Urban Area Street Standards" was used
to establish the design of the auxiliary lanes.
' The geometry shown at the Lemay/Vine intersection is the maximum
possible without acquisition of right-of-way. At the Timberline/Vine
intersection, acceptable operation is achieved with both all -way stop
sign control or signal control with all movements in a single lane on
I , all approaches. This is the existing geometry at this intersection. if
the City chooses to install a signal at this intersection, it should be
on a span wire since it will be temporary.
The auxiliary lanes at the Mountain Vista/CR9, Mountain
Vista/Timberline, and CR11/Country Club intersections are required with
the background peak hour traffic. As such, construction of these
auxiliary lanes should be the responsibility of the City (and the
County, where appropriate).
Both CR11 and CR52 (Richards Lake Road) are classified as two-lane
arterial streets. Arterial streets have center left -turn lanes
according to the street standards. At the CR11/CR52 intersection, the
northbound left -turn lane is required with the background traffic. When
the City or other developments provide this left -turn lane, a southbound
left -turn lane should also be striped on CR11. The Lind Property may be
required to participate in providing the southbound left -turn lane. The
III
U
to uo 0
" z
U
�NOM
-25/15
Access D
tn o
M
t O
N
co
N
NOM
0
to Z
f NOM
I
1 1
)0(— 35/25
5/5
Access C
m
Q
NOM —�
o 0 0
ui
125/80
to to
aD
V
aD
O
N O U
IT O
Q
U
Q
6)
O
N
IQ
uIi role in
role-5/5
NOM Z
NOM
N
`
J 1 �
50140
40135
j �
�— 15/20
�
Richard's Lake 1015
5/15
10/30
CR52
NOM —�
0 0 20/40 —►
10/10 —�
55/35
m
N N
O
1(
M
O N
CD M
N
JI
Country Club 80200
135/100
8 o
o
L 12
1
-+-85225
o rn
``
0
— 20/55
0 o
r-
o r v 95/180
aI0 (O I f- 190/165
1 L `/—75/50
25/65 1
135205 —�
ssno —� 0
N
>.
l6
E
N
J
2101115 —
245/145
O o
rn �n
LO �
R �10/15
oo
NI
--140/135
I
J 1 l
75/35
\\\
�
45/105
Vine
130/145
o U� In
145/95
un5 v
C
N
.fl
E
H
SHORT RANGE (2006) TOTAL
PEAK HOUR TRAFFIC
�— 135275
Mountain Vista
50M
2501140 —�
--w— AM/PM
Rounded to Nearest
5 Vehicles
Figure 7
14
U
,1-26116 N
Access D
C4
Nl
1
/-36/22
Access C
m
Q
f
N
N
o
U
U
0) 0
Q
Q
O
0!1
to
N �
� 0/4
3722 J
25/15
-f— 0/1
Richard's
Lake
3/1 3 �
10/31
CR52
`* 10/31 —►
v
m
1/1 �►
N
M r
� V
O I-
1-
JIN
Of
CountryClub
724
U
N
zr
015
�-
5/12
5/12
1016
10l6—.-
Mountain Vista
s9la1—�
e
N
aCD
N (9
N U)
-�— 25/14
0/5
5/133
I
16/49
Vine
927 —�
N
AM/PM
a n
Rounded to Nearest
5 Vehicles
t
E
J
�
E
SITE GENERATED
PEAK HOUR TRAFFIC
Figure 6
13
' PUD. In addition to site generated traffic from
existing traffic volumes were increased by 2% per
streets. Since site generated traffic from other
t likely be included in the 2% per year increase,
forecasts are considered to be conservative.
' Trip Assignment
other developments,
year on all area
developments would
background traffic
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. Figure 6 shows the
t site generated peak hour traffic assignment. Figure 7 shows the total
(site plus background) short range (2006) peak hour traffic at the key
intersections.
' 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. Using the short range (2006) background
' traffic forecasts, peak hour signal warrants are likely to be met at
the Timberline/Vine intersection using speed greater than 40 mph.
Using the short range (2006) total traffic forecasts, peak hour signal
warrants are likely to be met at the Mountain Vista/Timberline and
CR11/Country Club intersection during the afternoon peak hour using
speed greater than 40 mph. However, acceptable operation is achieved
with stop sign control and improved geometry, or the City may desire
Ito delay installation of signals by using all -way stop sign control.
Peak hour signal warrant analyses are provided in Appendix C.
Roundabouts
It is reasonable to perform roundabout analyses at currently
signalized intersections or those which will meet signal warrants in the
short range future. These are the Vine/Lemay and Vine/Timberline
intersections. The roundabout analyses were not performed at these
intersections for two reasons. There are railroad tracks adjacent to
these intersections which would possibly go through the roundabout.
While research indicates that there are roundabouts with railroad tracks
in other countries, it is not clear whether that would be accepted in
Fort Collins. The other reason is that in the long range future, City
plans indicate that both intersections will involve overpasses of the
railroad tracks with T-intersections for the streets. The roundabout
would still experience delays due to the railroad and, as such, was
deemed to not be a reasonable solution. Since acceptable operation is
achieve at other arterial/arterial intersections, the roundabout
analysis is not necessary at this time. The .roundabout intersection
within the Lind Property Development was designed by the project civil
engineer (The Sear -Brown Group) and has been conceptually approved by
City staff.
12
Access C
5/5
125/80
tn m
vOD
55
It
5I5
U) r'
F NOM
IN
10/15
1
Richard's Lake
10/5 /
r CR52
NOM —i
0
1D
55/35 —y
N O
N
O In
Country
Club
70/175
�L
135/100801210
150/150
200/110---
175/100
coo v
0 0
� v
00
�
c a o
951180
0 CD
10/10
cD
O
f 140/135
IO-165/150
1
1
/—55/40
+
75/35
20I50
20
�
225�
Vine
�
125/180
130/145
0 U)
65f/0
o e to
145/cJ5 y
IQ
1 60
p N
c0
`
01 n
N
ca
E
_
J
N
i=
SHORT RANGE (2006) BACKGROUND
PEAK HOUR TRAFFIC
coo 0
o
20/50
1301260
Mountain Vista
5o/so --/
240/135 —
--w— AM/PM
Rounded to Nearest
5 Vehicles
Figure 5
II
Q
J E
H
TRIP DISTRIBUTION
N
Vista
Figure 4
10
ALLEY;UN
0: 9. '02; 11 l41
SINGLE FAMILY:
19! 16 i 12
41o,
N
v
Ii 0 MMUINI
MU PARK
1.02 AC+/.
2 3
LaNGLELEAN
OICK
5
T
A LEY
SI ME-: -1 I--,-U I TS-'2
19 F, 7 16
-FA I
L-y- -
1 CK 1 1
7 T
Y
DLOCK
COUNTY ROAD 52
SCALE: 1"=200'
ISITE PLAN
Figure 3
III. PROPOSED DEVELOPMENT
The Lind Property Development, Filing 1 is a residential
development, located in the northeast quadrant of the CR11/CR52
intersection in Fort Collins. Figure 3 shows a site plan of the Lind
Property Development, Filing 1. The short range analysis (Year 2006)
includes development of the Lind Property Development and an
appropriate increase in background traffic, due to normal growth and
other potential developments in the area. The long range future was
analyzed in "Centex Homes ODP Transportation Impact Study," March
2001. Therefore, a long range analysis was not included in this
study. The site plan shows access to the Lind Property Development
via two accesses to CR11 and two accesses to CR52.
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 contained in Trip Generation,
6`" Edition, ITE was used to estimate trips that would be generated by
the proposed/expected uses at this site. Table 2 shows the expected
trip generation on a daily and peak hour basis.
TABLE 2
Trip Generation
Ally F'k Hire, ' i `i�lfll Resk,#tp�r„" r,
-' :oCrB� '�v� l u f� U � '�I,N h f� F1 0 a- 3 ♦i % �� rt��y� � a, - v 9x .
�a ljj �iT U Q
N53(
..."..'•uC,z . ...�. .. .. ` „, . ,.
pl
210
Single Family
185 D.U.
9.57 1770
0.19
35 0.56
104
0.65
1 120 10.36
67
Trip Distribution
Directional distribution of the generated trips was determined
the Lind Property Development based upon gravity model analysis,
location of trip productions for these types of land uses,
engineering judgment. Future year data was
other traffic studies. Figure 4 shows th
the Lind Property Development.
Background Traffic Projections
obtained from the NFRRTP
e trip distribution used
for
the
and
and
for
Figure 5 shows the short range (2006) background traffic
projections. Background traffic projections for the short range
future horizon was obtained by reviewing the NFRRTP and various
traffic studies prepared for this area of Fort Collins. The other
traffic studies in this area are for Richard's Lake PUD and Hearthfire
8
1 intersections, acceptable operation is considered to be at level of
service D for any approach leg for an arterial/collector or arterial/
' local intersection and level of service D for any approach leg for an
collector/local intersection in low density mixed -use residential areas.
Pedestrian Facilities
Currently, there are no pedestrian facilities along the area
streets. However, when these roads are built to arterial standards,
sidewalks will be included in the respective cross sections.
Sidewalks are/will be incorporated within this development.
Bicycle Facilities
' Bicycle lanes exist within the cross section of Lemay Avenue,
Timberline Road, Vine Drive, and Mountain Vista Drive. Currently,
' there are no bicycle facilities along the other area streets.
However, when these roads are built to arterial standards, bicycle
lanes will be included in the respective cross sections.
1 Transit Facilities
Transfort does not serve this area of Fort Collins.
TABLE I
Current Peak Hour Operation
"M - OF INIW
- OK
t�.' ORO-
mm ML. q-q
Lemay/Vine
(signal)
EB
C
C
WB
C
C
NB
B
C
SB
C
C
OVERALL
C
C
Timberline/Vine
(all -way stop)
EB
B
B
WB
B
B
NB
B
C
SB
B
B
OVERALL
B
B
Mountain Vista/CR9
(stop sign)
SB LT/RT
B
B
EB LT/T
A
A
Mountain Vista/Timberline
(stop sign)
NB LT/RT
B
C
WB LT/T
A
A
CRI 1/Country Club
(stop sign)
EB LT/RT
B
B
NB LT/T
A
A
CR11/CR52
(stop sign)
EB LT/T/RT
A
A
WB LT/T/RT
A
A
NB LT/T/RT
A
A
SB LTIT/RT
A
A
U
�1/2
+ 1.
O10
-6/10
0510 /0CR52
n c
713 �
Country Club 26134
123/90
�- 541123
137/139
128/63 -+- r
143l75 -� N
N
88/167
�- 150/139
50M,
13/39
/
f f
114/165
m n
58/65
(o
I
cq
T
(0
E
N
J
rn
U
15146
-1001168
N
Mountain Vista
aa/ea --/
163/89 —
718
130/122
70/31
21/49
(� Vine
118/135 -►
134/86
i v
N
C
N
E
F-
RECENT PEAK HOUR TRAFFIC
-•F— AM/PM
Figure 2
47
east of Timberline Road and classified as a two-lane arterial west of
Timberline Road. Currently, it has a two-lane cross section east of
' CR11. At Timberline Road, Mountain Vista Drive has the eastbound and
westbound approaches in a single lane. The existing speed limit in this
area is 45 mph. Mountain Vista Drive provides access to Interstate 25.
' County Road 11 is to the west of the Lind Property Development
site. It is classified as a two-lane arterial on the Fort Collins
Master Street Plan. Currently, CR11 has a two-lane cross section north
of Mountain Vista Drive. At Country Club Road and CR52, CR11 has the
northbound and southbound approaches in a single lane. The CR11/Country
Club intersection has stop sign control on Country Club Road. The
CR11/CR52 intersection has stop sign control on CR52. The existing
speed limit in this area is 45 mph.
' Country Club Road is southwest of the Lind Property Development
site. It is an east -west street designated as a two-lane arterial west
of CR11 and classified as a collector street east of CR11. Currently,
' it has a two-lane cross section west of CR11. At CR11, Country Club
Road has the eastbound approach in a single lane. The existing speed
limit in this area is 35 mph.
County Road 52 (Richard's Lake Road) is south of the Lind Property
Development site. It is an east -west street designated as a two-lane
arterial on the Fort Collins Master Street Plan. Currently, it has a
two-lane cross section near the Lind Property Development site. At
CR11, CR52 has the eastbound and westbound approaches in a single lane.
The existing speed limit in this area is 45 mph.
' Existing Traffic
' Recent peak hour traffic counts at the key existing intersections
are shown in Figure 2. The traffic data for the Lemay/Vine
intersection was collected in January 2002. The traffic data for the
' Timberline/Vine intersection was collected in May 2002. The traffic
data for the other key intersections was collected in September 2002.
Raw traffic counts are provided in Appendix A.
Existing Operation
' The counted intersections were evaluated using techniques provided
in the 2000 Highway Capacity Manual. Using the peak hour traffic shown
in Figure 2, the peak hour operation is shown in Table 1. Calculation
forms are provided in Appendix B. A description of level of service for
signalized and unsignalized intersections from the 2000 Highway Capacity
Manual and a table showing the Fort Collins Motor Vehicle LOS Standards
(Intersections) are also provided in Appendix B. The key intersections
operate acceptably overall during both the morning and afternoon peak
hours. Acceptable operation at signalized intersections during the
' peak hours is defined as level of service D or better. At unsignalized
4
N
D
Douglas Road
Lind
Property
CR52
U �
CR50E v
Mountain Vista
a�
%. C
(Q L
E W
J E
H
Vine
.M.
Mulberry (SH14)
SITE LOCATION
SCALE: 1 "=4000'
Figure 1
3
II. EXISTING CONDITIONS
The location of the Lind Property Development is shown in Figure
1. It is important that a thorough understanding of the existing
conditions be presented.
Land Use
Land uses in the area are primarily either vacant (agriculture) or
residential. A residential development (Richard's Lake) is under
construction to the west of the site. In addition to this, a
residential development (Hearthfire) is under construction to the
northwest of the site. Land adjacent to the site is flat (<2% grade)
from a traffic operations perspective. The center of Fort Collins lies
to the southwest of the proposed Lind Property Development.
Roads
The primary streets near the Lind Property Development site are
Lemay Avenue, Timberline Road, Vine Drive, Mountain Vista Drive, County
Road 11, Country Club Road, and CR52.
Lemay Avenue is to the west of the Lind Property Development site.
It is classified as a four -lane arterial south of Country Club Road and
classified as a two-lane arterial north of Country Club Road.
Currently, Lemay Avenue has a two-lane cross section north and south of
Vine Drive. At Vine Drive, Lemay Avenue has the northbound and
southbound approaches in a single lane. The Lemay/Vine intersection has
signal control. The existing speed limit in this area is 35 mph.
Timberline Road is to the south of the Lind Property Development
site. It is classified as a six -lane arterial south of Vine Drive and
classified as a four -lane arterial north of Vine Drive. Currently,
Timberline Road has a two-lane cross section south of Mountain Vista
Drive. At Vine Drive, Timberline Road has the northbound and southbound
approaches in a single lane. The Timberline/Vine intersection has all -
way stop sign control. At Mountain Vista, Timberline Road has the
northbound approach in a single lane. The Mountain Vista/Timberline
intersection has stop sign control on Timberline Road. The existing
speed limit in this area is 45 mph.
Vine Drive is south of the Lind Property Development site. It is
an east -west street designated as a four -lane arterial on the Fort
Collins Master Street Plan. Currently, it has a two-lane cross section
in the subject segments. At Lemay Avenue, Vine Drive has eastbound and
westbound left -turn lanes, and combined through/right-turn lanes. At
Timberline Road, Vine Drive has the eastbound and westbound approaches
in a single lane. The existing speed limit in this area is 45 mph.
Mountain Vista Drive is south of the Lind Property Development
site. It is an east -west street designated as a four -lane arterial
E
I. INTRODUCTION
This transportation impact study (TIS) addresses the capacity,
geometric, and control requirements at and near the proposed Filing 1 of
the Lind Property Development. The proposed Lind Property Development
is located in the northeast quadrant of the CR11/CR52 intersection in
Fort Collins, Colorado.
During the course of the analysis, numerous contacts were made
with the project planning consultant, the project engineering
consultant, and the project owner/developer. This study generally
conforms to the format set forth in the Fort Collins transportation
impact study guidelines as contained in the "Larimer County Urban Area
Street Standards." A Base Assumptions Form and related information are
provided in Appendix A. 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;
- Conduct level of service evaluation of pedestrian, bicycle, and
transit modes of transportation.
A draft TIS was submitted in October 2002
staff comments pertaining to the draft TIS.
This report reflects
1
LIST OF FIGURES
Figure
Page
1.
Site
Location ........................................
3
2.
Recent
Peak Hour Traffic .............................
5
3.
Site
Plan ............................................
9
4.
Trip
Distribution ....................................
10
5.
Short
Range (2006) Background Peak Hour Traffic ......
11
6.
Site
Generated Peak Hour Traffic .....................
13
7.
Short
Range (2006) Total Peak Hour Traffic ...........
14
8.
Short
Range (2006) Geometry ..........................
18
APPENDIX
A Base Assumptions Form/Peak Hour Traffic Counts
B Current Peak Hour Operation/Level of Service Descriptions
C Signal Warrant Analysis
D Short Range Background Traffic Operation
E Short Range Total Traffic Operation
F Pedestrian/Bicycle Level of Service Worksheets
TABLE OF CONTENTS
Page
I. Introduction ......................................... 1
II. Existing Conditions .................................. 2
LandUse ............................................. 2
Roads................................................ 2
Existing Traffic ..................................... 4
Existing Operation ................................... 4
Pedestrian Facilities ................................ 7
Bicycle Facilities ................................... 7
Transit Facilities ................................... 7
III. Proposed Development ................................. 8
TripGeneration ...................................... 8
Trip Distribution .................................... 8
Background Traffic Projections ....................... 8
TripAssignment ...................................... 12
Signal Warrants ...................................... 12
Roundabouts.......................................... 12
Operation Analysis ................................... 15
' IV
Geometry............................................. 15
Pedestrian Level of Service .......................... 19
Bicycle Level of Service ............................. 19
Transit Level of Service ............................. 20
Conclusions.......................................... 21
LIST OF TABLES
Table Page
1.
Current Peak
Hour
Operation ..........................
6
2.
Trip Generation ......................................
8
3.
Short Range
(2006)
Background
Traffic Peak
Hour
Operation ..........................
16
4.
Short Range
(2006)
Total
Traffic Peak
Hour
Operation ..........................
17
THE LIND PROPERTY DEVELOPMENT, FILING 1
TRANSPORTATION IMPACT STUDY
FORT COLLINS, COLORADO
FEBRUARY 2003
Prepared for:
Centex Homes
9250 East Costilla Avenue, #200
Englewood, CO 80112
Prepared by:
MATTHEW J. DELICH, P.E.
2272 Glen Haven Drive
Loveland, CO 80538
Phone: 970-669-2061
FAX: 970-669-5034
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