HomeMy WebLinkAboutWINDTRAIL APARTMENTS PUD PRELIMINARY - 66 93D - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYa
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VI. RECOMMENDATIONS
This study assessed the transportation impacts of the
continued development of CAT and Windtrail, located east of Shields
Street and between Prospect Road and Drake Road in Fort Collins,
Colorado. Currently, the key signalized intersections operate
acceptably. The unsignalized intersections operate acceptably,
' except for minor street left turns during the afternoon peak hour
at the intersections along Shields Street.
With full development of CAT and Windtrail, the unsignalized
intersections will operate acceptably, except for minor street left
turns at some intersections along Shields Street. This type of
operation is normal along arterial streets. It is expected that
the Shields/Rolland Moore and Drake/Worthington intersections will
warrant signalization in the future. Key signalized intersections
will generally operate acceptably with geometric improvements. The
location of these properties within Fort Collins provides
opportunities for high transit and bicycle usage.
The long standing connection between Shields Street and Centre
Avenue via Rolland Moore Drive has circulation benefits to both the
neighborhood and CAT tenants, as well as -the city in general. Both
the developers and the neighborhood desire not to have this
connection. There are no technical reasons why this connection
should not be made.
16
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MEADOWLARK
LONG RANGE GEOMETRICS Figure e
Table 3
Future Peak Hour Operation
(With Geometrics Shown in Figure 6)
Level of Service
Intersection
AM
PM
College/Prospect (signal)
C
D
College/Drake (signal)
C
D
Drake/Meadowlark/Research (signal)
B
B
Drake/Worthington (signal)
B
C
Drake/Shields (signal)
C
C
Shields/Centre/Raintree (signal)
B
C
Shields/Rolland Moore (signal)
B
C
Shields/Hill Pond (stop sign)
EB LT/T/RT
WB LT/T/RT
SB LT
NB LT
Shields/Prospect (signal)
Prospect/Centre (signal)
14
D E
E E
B C
B C
C E
B B
Table 2
Current Peak Hour Operation
Level
of Service
Intersection
AM
PM
College/Prospect (signal)
C
C
College/Drake (signal)
B
C
Drake/Meadowlark/Research (signal)
B
B
Drake/Worthington (stop sign)
NB LT/RT
A
B
WB LT
A
A
Drake/Shields (signal)
C
C
Shields/Centre/Raintree (signal)
B
B
Shields/Rolland Moore (stop sign)
EB LT
E
E
EB RT
A
A
NB LT
A
B
Shields/Hill Pond (stop sign)
EB LT/T/RT
D
E
WB LT/T/RT
C
D
SB LT
A
A
NB LT
A
B
Shields/Prospect (signal)
B
C
Prospect/Centre (signal)
B
B
13
Centre Avenue will be a collector street that will connect
Shields Street to Prospect Road. It will also connect to Drake
Road via Research Boulevard. The neighborhood (Windtrail,
Sundering, Hill Pond) will benefit by not creating an enclave with
only access to an arterial street (Shields). This connection will
remove some traffic from some arterial/arterial intersections that
will experience operational problems. While there will likely be
some traffic utilizing this connection which the neighborhood will
label as undesirable, this traffic will be small in volume due to
the circuitous nature of the connection. Conversely, the
connection may benefit CSURF and its expected tenants by providing
a second access to Shields Street.
With the connection, it is expected that Rolland Moore drive
will carry 3000-4000 vehicles per day on the segment closest to
Shields Street. At a point 400 feet east of Shields Street, Shire
Way intersects from the north and a shared loop driveway intersects
from the south. The 3000-4000 daily traffic will decrease rather
dramatically at this location. It is recommended that the 400 foot
segment east of Shields Street have a collector level cross
section. However, east of Shire Way, Rolland Moore Drive will
function as a local street and should, therefore, have a local
street cross section.
The neighborhood contends that this connection will be•a
convenient route for park users and others desiring a short cut.
The fact is, that if the connection is made, some of this will
occur. Assuming that the overall CAT project is desirable for this
area, in particular, and the City of Fort Collins as a whole, then
the issue of the road connection should have no bearing on the
desirability of the CAT or Windtrail developments.
12
V. TRANSPORTATION IMPACTS
The key intersections were analyzed using the unsignalized and
signalized analysis techniques as published in the "Highway
Capacity Manual," Special Report 209, TRB, 1985.
Table 2 shows the level of service analysis, using the
currently available morning and afternoon peak hour traffic at key
intersections. Calculation forms are provided in Appendix B. The
key intersections currently operate acceptably, except for minor
street left turns at stop sign controlled intersections along
Shields Street. Acceptable ,operation is defined as level of
service D or better. The delay associated with level of service
t E operation during the afternoon peak hour is common and is
generally accepted at stop sign controlled intersections on
arterial streets in urban areas.
It is expected that traffic signals will be warranted at the
Shields/Rolland Moore and Drake/Worthington intersections in the
future. The Shields/Rolland Moore signal will likely be warranted
in a relatively short period of time, given the development
activity in Parcel J. Table 3 shows the level of service at the
key intersections. Calculation forms are provided in Appendix C.
Acceptable operation can generally be achieved. Figure 6 shows the
geometrics necessary at each intersection to.achieve the levels of
service indicated in Table 3. The geometrics shown at some
intersections may be beyond that which is considered to be
practicable. However, this central area of Fort Collins is the
best area for utilizing alternative modes (transit and bicycle),
particularly for work trips. Therefore, the Figure 6 geometrics
may not be required if some travel reductions can be realized .for
CAT and in Fort Collins, in general.
Rolland Moore Drive
The developers of the north portion of CAT (CSURF) and
Windtrail (John McCoy) desire not to have Rolland Moore Drive
connect to Centre Avenue through Parcel J. This connection has
been shown on all previous CAT plans. However., deleting the
connection is in response to neighborhood concerns and the desire
of the developers to not mix commercial and residential traffic.
A sensitivity analyses was performed with and without this
access. From a purely technical basis, provision of this access
will not significantly affect the operation at any key intersection
in the vicinity of CAT. This connection between Shields Street and
Centre Avenue has always been considered to be a minor connection,
not intending to carry high traffic volumes. However, the
connection has benefits to both the neighborhood (present and
future) and CSURF.
11
II
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Rounded to nearest
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MEADOWLARK
FUTURE
PEAK HOUR TRAFFIC
CENTRE FOR ADVANCED TECHNOLOGY
BUILDOUT
Figure 5
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130/275
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250 623
/
134/465
`^'
+
4 n ro
334/862 ^ ^ ^
17/17
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326/55
PROSPECT
%
155/213
211 /114
f
117/45 -1
} 192/154
740/347
87/68
n o
N oc
653/560
49/34
o,ao u, 539/413 - -
N 191/332
n
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1989
nn�
1993
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1992
w
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30/18
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113/8
5/13
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5/35 1
5/65
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SYNTHESIZED
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1992
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5132
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f- 7/19
LEGEND:
AM / PM
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N o M 1989
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27/17
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1989
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MEADOWLARK
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3
RECENT
PEAK HOUR TRAFFIC
Figure 4
IV. TRAFFIC VOLUMES AND TRIP ASSIGNMENT
Morning and afternoon peak hour traffic counts were obtained
at the key intersections as shown in Figure 4. Raw count data is
provided in Appendix A.
Trip Assignment
The trip assignment is the product of the trip generation and
trip distribution process. Only a long range trip assignment was
performed, since historic development of CAT has not followed an
established phasing program. In the past, development has been
"market driven."
Figure 5 shows the long range trip assignment assuming full
build out of the subject properties. Background traffic was
obtained from review of City of Fort Collins transportation
planning forecasts and of historic trends in this area of Fort
Collins. Since CAT can be defined as an "in fill." development,
much of the traffic shown in Figure 5 will occur regardless of the
level of development of CAT.
8
5%
9
O Lo O
PROSPECT ROAD
F-
W
W
Q
H
to
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W_
a�
i
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'CENTRE
a
H
10%
DRAKE ROAD
b
L to
r-
TRIP DISTRIBUTION
A*
N
10%
10%
Figure 3
III. TRIP DISTRIBUTION
The overall directional distribution of the site generated
traffic was based upon the existing travel patterns and taken from
other traffic studies in this area of Fort Collins. Also
considered in the trip distribution was trip productions in Fort
Collins. Typical trip productions for employment and retail
centers are residence locations. Trip distribution was developed
and rounded to the nearest 5 percent as shown in Figure 3.
N.
Table 1 (Cont.)
Trip Generation
Daily A.M. Peak P.M. Peak
Land Use
Trips
Trips
Trips
Trips
Trips
in
out
in
out
N.
Elderly Housing
-
-
-
-
_
(Developed)
P.
Residential - New Mercer 310
14
8
6
18
Commons
Q.
Industrial/Office
210
27
5
5
24
(N.T.U.)
R.
Retail
6700
50
40
320
325
S.
Industrial/Office/
3940
153
43
168
295
Retail
T.
Industrial/Office/R&D
980
115
18
23
113
U.
Industrial/Office/R&D
660
85
14
16
76
V.
Retail/Auto Related
2700
46
13
50
89
N.
Commercial/Office/
2000
64
19
87
115
Auto Related
X.
Financial/Office/R&D
-
-
-
-
-
(Developed)
5
II. TRIP GENERATION
Trip generation was estimated using Trip Generation, 5th
Edition, ITE. Table 1 shows the daily and peak hour'
generation for the various uses within these developments. A trip
is defined as a one way vehicle movement from origin to
destination. The origin or destination of a generated trip would
be within the proposed developments. The trip generation shown in
Table 1 is for those portions of CAT which are currently either
under construction of vacant.
Land Use
A. Open Space/Recreation
B. Open Space/Recreation
C. Open Space/Recreation
E. Open Space/Recreation
F. Open Space/Recreation
G. Transitional
H. Industrial/Office/R&D
I. Industrial/Office/R&D
J. Residential - SF DU
- MF DU
Ja. Residential
X. Industrial/Office/R&D
L. industrial/Office/R&D
M. Office
Table 1
Trip Generation
Daily
Trips
40
20
20
50
50
170
1570
910
200
370
1240
1445
760
320
n
A.M.
Peak
Trips
Trips
in
out
6
4
3
2
2
2
8
6
8
5
18
4
198
.33
115
19
4
12
5
21
25
71
162
31
98
17
39
5
P.M.
Peak
Trips
Trips
in
out
5
8
2
4
2
3
e
12
7
11
5
18
37
179
21
104
14
7
21
11
86
45
34
165
18'
89
7
35
COLORADO STATE
I UNIVERSITY
ooneoed�T on..,
a
sTu�
SPRING CREt
FUTURE
SIGNALIZED
INTERSECTI1
RAINTRE
_
SITE PLAN
N
NO SCALE
Figure 2
SITE LOCATION Figure 1
I. INTRODUCTION
This traffic study for the Centre for Advanced Technology
(CAT) and Windtrail developments addresses the capacity, geometric,
and traffic control requirements associated with the proposed
residential, business park, and commercial uses, located in the
square mile bordered by Drake Road, Shields Street, Prospect
Street, and College Avenue in Fort Collins, Colorado. The site
location is shown in Figure 1. This report serves as an update for
the "Centre for Advanced Technology Site Access Study," January
1990. This update was precipitated by a land trade between the
Colorado State University Research Foundation (CSURF) and John
McCoy (developer of Windtrail). As part of the land trade, both
CSURF and John McCoy desired not to provide vehicular access
between Parcel J and proposed Centre Avenue. City staff requested
the update study due to the land use trade and street system
change.
Existing and Proposed Site Uses
The land for these developments is currently in various stages
of development. Figure 2. shows a site plan of the CAT and
Windtrail properties. The south portion of CAT (parcels K through
X) is being developed by Everitt Enterprises. This portion has
experienced steady development since the mid 1980's. The north
portion of CAT (parcels A through J) is being developed by CSURF.
The land trade proposed expanding Parcel H and a portion of Parcel
J (labelled as Ja in Figure 2) into the Windtrail area. The
portion of Parcel J that is adjacent to Shields Street would be
developed by John McCoy as various residential uses.
Site Access
Access is proposed via existing and new streets. Figure 2
also shows the primary streets that will access CAT. The CAT
development accesses the arterial street system via Shields Street
and Drake.Road. Figure 2 also shows that Centre Avenue will be
extended to Prospect Road when development occurs in the north
portion of CAT.
Existing Land Uses
Land uses in the vicinity of CAT and Windtrail are
predominantly residential, institutional, commercial, and
recreational. Rolland Moore Park and Raintree Shopping Center are
west of CAT. There is residential land north and south of CAT.
Colorado State University (CSU) is north of Prospect Road. The CSU
Veterinary Teaching Hospital is east of CAT.
1
04
CENTRE FOR ADVANCED TECHNOLOGY
SITE ACCESS STUDY
FORT COLLINS, COLORADO
MAY 1994
Prepared for:
Colorado State University Research Foundation
P.O. Box 483
Fort Collins, CO 80522
Prepared by:
MATTHEW J. DELICH, P.E.
3413 Banyan Avenue
Loveland, CO 80538
Phone: 303-669-2061