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HomeMy WebLinkAboutLIND PROPERTY, 2ND FILING - PDP - 39-94D - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYare: 1) Richard's Lake residential and the homes adjacent to Fort Collins Country Club and 2) future Maple Hill 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 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 not/will not be served by transit service according to the Fort Collins Transit Plan. 23 N J � N Vista TRIP DISTRIBUTION Figure 4 10 IV. CONCLUSIONS This study assessed the impacts of the Lind Property Development on the short range (2008) 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 4875 daily trip ends, 381 morning peak hour trip ends, and 512 afternoon peak hour trip ends. Current operation at the key intersections is acceptable with existing controls and geometry. - Using the short range (2008) background traffic forecasts, peak hour signal warrants are likely to be met at the Timberline/Vine, Mountain Vista/Timberline, and CR11/Country Club intersections using speed greater than 40 mph. Using the short range (2008) total traffic forecasts, peak hour signal warrants are on the threshold of being met at the CR11/CR52 intersection using speed greater than 40 mph. However, acceptable operation may be achieved with stop sign control and improved geometry, or the City may desire to delay installation of signals by using all -way stop sign control or roundabout control. - In the short range (2008) future, given development of the Lind Property Development and an increase in background traffic, most key intersections are shown 'to operate acceptably with improved geometry, all -way stop sign control, roundabout control, or 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 sole responsibility of the Lind Property. The Lemay/Vine intersection will not operate acceptably without geometric improvements. The Timberline/Vine intersection will operate acceptably with geometric improvements. Acceptable level of service is achieved modes based upon the guidelines. The is Collins. measures in the no transit serv. for pedestrian and bicycle multi -modal transportation ce in this area of Fort 24 40 W� DAILY TRAFFIC FORECAST Figure 9 22 existing intersections may not be prudent. Contributions from developments that impact these intersections would be more practical. A funding formula could be determined that provides a fair contribution for all future developments. That formula should have a component that includes the existing traffic that uses the intersections. The auxiliary lanes at the Mountain Vista/CR9, Mountain Vista/Timberline, CR11/Country Club, and CR11/CR52 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). 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 and Site Access intersections, the southbound left - turn lanes are only required because of the default criteria in the street standards for a two-lane arterial street. Street Classifications Figure 9 shows the daily traffic forecast at each of the accesses to the Lind Property, Filing 2 from the external street system. Volumes will generally decrease further into the site. The Fort Collins Master Street Plan shows that the Lind Property has a number of collector streets within it. The range of traffic volumes for collector streets is 2500-3800 vehicles per day for a minor collector and 3500-5000 vehicles per day for a major collector. Figure 9 indicates that none of the streets within the Lind Property meet the volume threshold of a collector street. The volumes are at levels that would indicate that they should all be local streets, except for Access C. which should be a connector street. The street system in this area of Fort Collins has higher classified streets than traffic forecasts show. It is not known why this is the case, but the classifications are not consistent with that in the remainder of the City. This issue has been raised a number of times with City staff. Given this analysis, it is recommended that streets in this area of the City be reevaluated with regard to classification and the streets within the Lind Property be classified as local streets or a connector street at Access C. 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 21 .�Lemay�ne TimO GvAine/Vine O Timbedine/Mtn .a ® Mtn Vsta/CR9 O 1 O CR11/Country Club i OCR11/Access C 1 CR11/Access G © CR11/CR52 1 Q CR11/Access D OCR52/Access A 11 CR11/Access E ® CR52/Access B 12 CR11/Access F --- - Denotes Lane Road m CR52 � © O U O 1 Vine RT RANGE (2008) GEOMETRY Mountain Vista rn U Figure 8 20 Continued from previous page TABLE 4 Short Range (2008) Total Peak Hour Operation t ?Z . w �+r �M� 'v� .rc/n SERF- hyILy& S ��V��s V 3;4 5s, e ya §5 . i�Y SfiHn ° FF� i` � yr~ TYts ��i �f ,,iJ i'F. `".YCf Vk tr, 1 rJ:p`q 4 9 3 . r �"1i1 w` 7� turn �! ��. �5 SAv..w.�.4t !//'[{yM��[�^x�r-u.�}..t'«i�'rf y`.r S1S4 , r ,✓'}f�;�ruA'rp�, ga CR11/Access C (stop sin WB LT/RT B B SB LT A A CR11/Access D (stop sign WB LT/RT B B SB LT A A CR11/Access E (stop sign WB LT/RT B B SB LT A A CR11/Access F (stop sin WB LT/RT B B SB LT A A CR11/Access G (stop sign) EB LT/T/RT A A WB LTIT/RT B B NB LT A A SB LT A A CR11/Access H (stop sign) WB LT/RT B B SB LT A A 19 Continued from previous page TABLE 4 Short Range (2008) Total Peak Hour Operation f r Y1 .i• +�r�u'{r"t tax `iS. Y! leC;Y. � d-Ir f NT 1d •Q 11._ 7i %F�£`J i, 1 h �v1*�v t y �vi� , �t`51)! ri ifl$.) r�@ 7 4 kG"i x L{r'r I.'>77�iC„'rt%'� '. Lk fit l 'i M1C� Gr}Y'S, fv tJa �.,+� ��py.f �vC� is CR11/Country Club (signal) EB C C WB C C NB B B SB B B OVERALL B B CR11/CR52 (stop sign) EB LT C D EB T/RT B B EB APPROACH B B WB LT E F WB T/RT A B WB APPROACH E F NB LT A A SB LT A A CR11/CR52 (all -way stop) EB LT B B EB T/RT B A EB APPROACH B B WB LT B B WB T/RT A A WB APPROACH B B NB LT A A NB T/RT B F NB APPROACH B F SB LT A A SB T E C SB APPROACH E C OVERALL D F CR11/CR52 (roundabout) 0.10/0.12 EB 0.05/0.06 WB 0.12/0.14 0.1210.15 NB 0.24/0.28 0.64/0.76 SB 0.50/0.60 0.3210.39 CR11/CR52 (signal) EB C C WB C C NB B B SB B B OVERALL B B CR52/Access A (stop sign) NB LTlr/RT A A SB LT/T/RT A A EB LT A A WB LT A A CR52/Access B (stop sign) NB LTrr/RT A A SB LT/T/RT A A EB LT A A WB LT A A uontinuea on next page is TABLE 4 Short Range (2008) Total Peak Hour Operation x i. W "F ^ d N^S. r\ T1 � CT 'i t .m.�,crF�-' Su,,,. ;. .n 7 .�:5 Mt y ': 1 .,i- rem lt� .a i5, v- ' r�' `ri'Y Vr /�F /_p! Ma ✓ . a...;•. ''��_ Y"j°I�WI Lemay/Vine (signal) EB C F WB E E NB B F SB E B OVERALL E E Timberline/Vine (signal) EB C E WB C C NB D E SB B B OVERALL C D Mountain VistaTmberline (all -way stop) EB T B C EB RT C D EB APPROACH C C WB LT B C WB T B D WB APPROACH B D SB LT B F SB RT A B SB APPROACH B F OVERALL C E Mountain VistaTmberline (roundabout) i; ;v/cl2aho ... 6tiimdffoare�•bws�d + i"� EB 0.70/0.84 0.47/0.57 WB 0.27/0.32 0.64/0.79 NB 0.26/0.32 0.64/0.77 Mountain VistaTmberiine (signal) EB B B WB B B NB C C OVERALL B C Mountain Vista/CR9 stop sign) SB LT/RT C B EB LT/T A A CR11]Country Club (all -way stop) EB LT B D EB T/RT B B EB APPROACH B C WB LT B B WB T/RT B B WB APPROACH B B NB LT B C NB T/RT B F NB APPROACH B F SB LT A B SB T E D SB APPROACH E D OVERALL'�••// D F CR11/Country Club (roundabout) EB 0.34/0.43 0.45/0.55 WB 0.06/0.08 0.08/0.10 NB 0.26/0.31 0.80/0.98 SB 0.69/0.83 0.49/0.60 Continued on ne)d page 17 TABLE 3 Short Range (2008) Background Peak Hour Operation( M1'rt. ;. : et ia.. I <. , ... fY a 7. _6 A�'?lo1.Y..i x T' Lit'.. l.R'♦lY1 f. s....t�' , Lemay/Vine (signao EB C E_ WB D D NB B - E SB D B OVERALL D D Timberline/VineWB (signal) EB C C C C NB C D SB B B OVERALL C C Mountain Vistammberline (stop sign) NB LT C F NB RT B B NB APPROACH B F WB LT A A Mountain VistaTmberiine (all -way stop) EB T B B EB RT B B EB APPROACH B B WB LT B C WB T A C WB APPROACH B C SB LT B C SB RT A B SB APPROACH B C OVERALL B C Mountain Vista/CR9 (stop sign) SB LT/RT B B EB LT/T A A CR11/Country Club (all -way stop) EB LT B C EB T/RT B B EB APPROACH B B WB LT B B WB T/RT A WB APPROACH A EERE] NB LT B NB T/RT g C NB APPROACH B C SB LT q B SB T B B SB APPROACH B B OVERALL B C CR11/CR52 (stop sign) EB LT B C EB T/RT B A EB APPROACH B WB LT C WB T/RT A EA WBAPPROACH C NB LT A SB LT q q 16 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. Operation Analysis Capacity analyses were performed at the key intersections. The operations analyses were conducted for the short range analysis, reflecting a year 2008 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 (2008) 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 improved geometry, all -way stop sign control, roundabout control, or warranted signalization. Using the traffic volumes shown in Figure 7 and the recommended geometrics, the key intersections operate in the short range (2008) 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 improved geometry, all -way stop sign control, roundabout control, or warranted signalization with some exceptions. The Lemay/Vine intersection will experience delays that are commensurate with level of service E. The minimum operation at this intersection is level of service D. This intersection will experience adequate public facilities (APF) issues without improvements. It is not known whether the necessary improvements will be made by the year 2008 (short range future). At the Timberline/Vine intersection, the south and west legs will experience delays that are commensurate with level of service E in the afternoon peak hour. Provision of northbound and southbound left -turn lanes of Timberline Road will enable this intersection to operate acceptably. Geometry Figure 8 shows the schematic of the short range (2008) 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 - 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 and Timberline/Vine intersections, in their current locations, would require acquisition of right-of-way on the east and west legs of both intersections. !i Given the City's plan to build the Lemay Avenue and Timberline Road y overpasses, expenditure of funds, public or private, to improve the 15 OLemayNine O TimbedineNine I O Timberline/Mtn vista I ® Mtn vsta/CR9 0 o � o 13=15 f- 3451270 J 1� 175/130 45/1255 200/405 90/100 c A w U �Co �n o g 25/45 N m v r-1651150 J 1 1801115 80/235 1051145 —� 110/165 W 0 N m O N 11) CR11/Country Club I © CR11/CR52 r� o 92 o ,O 5/5 N a 15/10 J 35/25 /— 1001280 --/ I r 5/15 —�rivl to 0 1501125Q ti IO CR11/Access C 0 0 0 515 j 70145 1 CR11/Access G 0 0 5/5 LO `n ,I o f- NOM J 1 30/20 /-- 515 NOM —► 0 o 15/10 CD CD � o N M 10/10 LOiO �- NOM J 1 l_ 100170 � 10/5 � ) t r NOM —� 0 0 0 55/35 —y 0 !eL - N m N 1 Q CR11/Access D 0 rn 0 0 ` cov o45 l /-40/ tI � a V 14 CR11/Access H —105/290 165/185 270/155 —� 475/315 aoo m n m OCR52/Access A NOM LONOM z f 0130 0/5 15/50 20/35 —� NOM — z z z 11 CR11/Access E LO u� o N o 510 301. II U90 o e- o O 0 0 25/80 f- 170/365 50/95 335/195 —� ® . CR52/Access B ono c p ;B 5115 N ZI --a-10/25 1 /— 5/10 5/20 15/15 -� NOM z z 12 CR11/Access F LO 515 40/25 '—NOM -.-a— AM/PM (-15/10 Rounded to Nearest 5 Vehicles 0 LO Road htL CR52 © 0 U CR50E O Mountain Vista a� c W^ Y Li_ r Vine SHORT RANGE (2008) TOTAL PEAK HOUR TRAFFIC rn U Figure 7 14 LemayMne N `-4 �— 53/35 J1 35124 1/38 7/56 —� CO OTimberline/Jine O Timberline/Mtn Vsta I 4) Mtn Vista/CR9 m . i4 on a 6/17 28194 T Im CO > CR11/Country Club © CR11/CR52 � N O) F \--6/4 / 55/34 18164 f r N cc CD J / CR11/Access C L 0 c+ 55 1 1 44M 1 f(0 !e � O CR11/Access G N —3/2 �29/20 Q CR11/Access D 0 N �4/3 1 1 40/26 N R 7 14 CR11/Access H 12/9 --w-- 9/33 28118 —q— 161/107 CO n LO T CR52/Access A c 0/1 r 18/11 13/47 6/20 - 1 CR11/Access E 3/2 /-28/19 I CD e m_ V �— 6117 f- 9/33 28118 -� ® CR52/Access B Ft '. CD qq 6116 �— 0/1 6120 1/0 2 CR11 /Access F co R1 1 -�*-- AM/PM Rounded to Nearest 5 Vehicles SITE GENERATED Figure 6 'PEAK HOUR TRAFFIC 13 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, Hearthfire PUD, Maple Hill, Trailhead, Eastridge, and Lind Property Development, Filing 1. In addition to site generated traffic from other developments, existing traffic volumes were increased by 2% per year on all area streets. Since site generated traffic from other developments would likely be included in the 2% per year increase, background traffic forecasts are considered to be conservative. 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. Figure 6 shows the site generated peak hour traffic assignment. Figure 7 shows the total (site plus background) short range (2008) 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 (2008) background traffic forecasts, peak hour signal warrants are likely to be met at the Timberline/Vine, Mountain Vista/Timberline, and CRil/Country Club intersections using speed greater than 40 mph. Using the short range (2008) total traffic forecasts, peak hour signal warrants are on the threshold of being met at the CR11/CR52 intersection using speed greater than 40 mph. However, acceptable operation may be achieved with stop sign control and improved geometry, or the City may desire to delay installation of .signals by using all -way stop sign control or roundabout 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 Lemay/Vine, Timberline/Vine, Mountain Vista/Timberline, and CR11/Country Club intersections. The roundabout analyses were not performed at the Lemay/Vine and Timberline/Vine 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 12 OLemayMne o —130/215 f 290/235 --140/105 35/85 --/ f 180/350 —i 90/100 `O o m OTimberline/Vine to to CD ma o LO NI cm 2025 i-165/150 + 50/140 l�1180/115 1 T I I I 105/145 —; 110/166 m o OCR11/Country Club © CR11/CR52 0 0 CO 5/5 0 c ` `�. u� LO ,n ,� 5/5 j 35/25 �— NOM 45rM i-15/10 souls } 10/5 -� } 5/15 Ln on 0 NOM —� o u� o 150/125 ICJ IA 55/35 cm m N In a- e- V � OTimberline/Mtn Vista ® Mtn VSta/CR9 +- 951255 165/185 2401/135Fivil 310/205 o LO CD20/60 �- 1601330 50/95 305/175 —� f AM/PM Rounded to Nearest 5 Vehicles I SHORT RANGE (2008) BACKGROUND Figure 5 PEAK HOUR TRAFFIC 11 SITE PLAN dop Ahl _E: 1 "=500' Figure 3 E III. PROPOSED DEVELOPMENT The Lind Property Development, Filing 2 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 2. The short range analysis (Year 2008) includes development of the Lind Property Development, Filing 2 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, Filing 2 via two accesses to CR52 and six accesses to CR11. 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, 7`h 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 y�,�' �'or 9 f .�q 1 f f SS '� i Sn'I!Yi 4 �tia Y� f ��F ,�fM1.y {�y�ft'uu. '� Sy` {Si L• �9.2 •.��1'1i s%�(l�YR g4T1.Pi Li jl:r+ •YY�A_j�. i }t`$.y� a i 1 Eyr1 Si ii Q p,.. 4a W.r.H` T { s � -Y �.y i' 4y1Y�'i j.. Ty h - �' .���...� .'�'fl• !t RN A:x' 3 1 YtM1 {. �Y `f'�r` I ,,}.{t rF Y4' t o 't y� *% y.(�g,�.. T�W'-4'-,_ a .�. . i i/ s -! Il �l. m. 'C'> > ii !7 ii { s •: 230 Townhome 30 D.U. 5.86 176 0.07 2 0.37 11 0.35 11 0.17 5f PE Single Family 491 D.U. 9.51 4699 0.19 93 0.56 275 0.64 314 0.37 182 Total 4875 95 286 325 187 Trip Distribution Directional distribution of the generated trips Filing 2 of the Lind Property Development based analysis, the location of trip productions for these and engineering judgment. Future year ,data was NFRRTP and other traffic studies. Figure 4 shows th used for the Lind Property Development. Background Traffic Projections Figure 5 shows the short range (2008) projections. Background traffic projections was determined for upon gravity model types of land uses, obtained from the e trip distribution .background traffic for the short range 8 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 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 few 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. Transit Facilities Transfort does not serve this area of Fort Collins. TABLE I Current Peak Hour Operation NNIPRS ilUFiMIIsImg, - fS MftNNMAMA I Lemay/Vine (signal) EB C C WB C C NB B C SB C B OVERALL C C Tim . berline/Vine (all -way stop) EB B B WB B. B NB B C SB B B OVERALL B B Mountain Vistarrimberline (stop sign) NB LT/RT 8 C WB LT/T A A Mountain Vista/CR9 (stop sign) SB LURT B B EB LTIT A A CR1 II/Country Club (stop sign) EB LURT B B NB LT/T A A CR1 I/CR52 (stop sign) EB LTIT/RT A A WB LTITIRT A A NB LTITIRT A A SB LTITIRT A A m o o I 510 0/0 -y 7/3 �s Jm co \/ / Country Club 26/34 123190 co e N ` `-- 92/177 c� N to iO +-169/154 45145 2200/48 1 f r 132/211 CO n a 80/90 w LO mILO w a a m E m J o= U 1/2 -r 0/0 /- 6/10 CR52 C Ia mW) C#)CD-54/123 w m � )�,- 137/139 J l 128/63 i 143175 I N N W 44184 163/89 —� co LO — 7/8 r 1301122 In J I� l 70/31 21/49\\\ Vine 118/135 —� m 134186 C io I m c m E H RECENT PEAK HOUR TRAFFIC m T `— 15/46 — 1001168 Mountain Vista -f— AM/PM Figure 2 9 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 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. Casual observation indicated that traffic counts have not changed significantly in this area. Since traffic forecasts were based upon the development/occupancy of adjacent developments, the historic traffic counts were used. Forecasts would reflect the appropriate traffic increases. There is little traffic in this area that is not/will not be related to development that is not reflected in the available traffic counts. 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 4 SCALE 1'--4000' SITE LOCATION Figure 1 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) to the west of the site and a residential development (Hearthfire) to the northwest of the site are under construction. 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 2 I. INTRODUCTION This transportation impact study (TIS) addresses the capacity, geometric, and control requirements at and near the proposed Filing 2 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." Since this development is a continuation of the Filing 1 of the Lind Property, the same Base Assumptions form was used. This Base Assumptions form is 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 TIS for Filing 1 of the Lind Property Development was submitted in February 2003. 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 (2008) Background Peak Hour Traffic ...... 11 6. Site Generated Peak Hour Traffic ..................... 13 7. Short Range (2008) Total Peak Hour Traffic ........... 14 8. Short Range (2008) Geometry .......................... 20 9. Daily Traffic Forecast ............................... 22 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 Trip Generation ...................................... 8 Trip Distribution .................................... 8 Background Traffic Projections ....................... 8 Trip Assignment ...................................... 12 Signal Warrants ...................................... 12 Roundabouts .......................................... 12 Operation Analysis ................................... 15 Geometry............................•................ 15 Pedestrian Level of Service .......................... 21 Bicycle Level of Service ............................. 23 Transit Level of Service ............................. 23 IV. Conclusions .......................................... 24 LIST OF TABLES Table Page 1. Current Peak Hour Operation .......................... 6 2. Trip Generation ...................................... 8 3. Short Range (2008) Background Traffic Peak Hour Operation .......................... 16 4. Short Range (2008) Total Traffic Peak Hour Operation .......................... 17 THE LIND PROPERTY, FILING 2 TRANSPORTATION IMPACT STUDY FORT COLLIN1 , O(K I . ` DO.... 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