HomeMy WebLinkAboutEAST DRAKE TERRACE OFFICE PARK PUD - 58 93 - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYI
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LEVEL -OF -SERVICE CRITERIA
SIGNALIZED INTERSECTIONS
Level -of -service for signalized intersections is defined in terms of delay:
Delay is a measure of driver discomfort, frustration, fuel consumption, and lost
travel time. Specifically, level -of -service criteria are stated In terms of the
average stopped delay per vehicle for a 15-minute analysis period.
Level -of -service A describes operations with very low delay, i.e., lees than 5.0
seconds per vehicle.
Level -of -service B describes operations with delay in the range of 5.1 to 15.0
seconds per vehicle.
Level -of -service C describes operations with delay in the range of 15.1 to 25.0
seconds per vehicle.
Level -of -service D describes operations with delay in the range of 25.1 to 40.0
seconds per vehicle.
Level -of -service E describes operations with delay in the range of 40.1 to 60.0
seconds per vehicle. This is considered to be the limit of acceptable delay.
Level -of -service F describes operations with delay in excess of 61.1.0 seconds per
vehicle. This is considered to be unacceptable to most drivers.
RESERVE CAPACITY
UNSIGNALIZED INTERSECTIONS
LEVEL OF
SERVICE
EXPECTED DELAY TO
MINOR SWEET TRAFFIC
4UU A Little or no delay
30U-399 B Short traffic delays
200-299 C Average traffic delays
100-199 D Long t.riffic delays
0- 99 E Very luny Lrsffic delays
* F
*When demand volume exceeds the capacity of the lone, extreme dalays will be
encountered with queuing which may cruse severe congestion affaulA ng other
traffic movements in the intersection. This condition usually warrants
improvement to the intersection.
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1 APPENDIX B
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M►ATTHEW J. DEL(CH, P.E.
3413 BANYAN AVENUE
LOVELAND, CO 80538
TABULAR SUMMARY -OrF VEHICLE COUNTS
Observer Date / Z 9 3 Day (H012'S DA City oP /-rLo (-L\A R = Right turn
STO V L /� cycJh Y ( 1 L= LettStraight
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MA7rHEW J. DELICH, P.E.
3413 BANYAN AVENUE
LOVELAND, CO 80538
TABULAR SUMMARY OF VEHICLE COUNTS
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MATTHEW J. DELICH, P.E.
3413 BANYAN AVENUE
LOVELAND, CO 80538
TABULAR SUMMARY OF VEHICLE COUNTS
Observer Date? 13 93 Day /uesDAy City F—d j2 Y Co LL r k) 5 R = Right turn
S Td �l E2 7 2 ��T 17 iz A K 9- �o Ab S = Straight
INTERSECTION OF AND L =Lett turn
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APPENDIX A
III. Conclusions
' The following summarizes the significant findings as a result
of this study:
' - The East Drake Terrace traffic can be accommodated on the area streets. It is expected that approximately 600 daily trip
ends will be generated by the assumed uses.
' - Current traffic operation at the area intersections is
acceptable. Heritage Christian School related traffic should use
the church driveways as designated.
' - In the short range future (1995), the key intersections
generally operate acceptably.
' - In the long range future (2010), the key intersections will
generally operate acceptably.
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Site
DRAKE
AM / PM
Rounded to nearest
5 vehicles.
LONG RANGE PEAK HOUR TRAFFIC
Figure 8
Intersection
Table 3
Short Range Peak Hour Operation
Level of Service
AM PM
Drake/Stover (signal)
B
B
Stover/Driveway (stop sign)
WB LT/RT
A
A
SB LT
A
A
Stover/Marquette (stop sign)
NB LT/RT
A
A
WB LT
A
A
Marquette/Driveway (stop sign)
NB LT/RT
A
A
WB LT
A
A
Table 4
Long Range Peak Hour Operation
Level of Service
Intersection AM PM
Drake/Stover (signal) B B
Stover/Driveway (stop sign)
WB LT/RT A B
SB LT A A
Stover/Marquette (stop sign)
NB LT/RT A B
WB LT A A
Marquette/Driveway (stop sign)
NB LT/RT A A
WB LT A A
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Site
DRAKE
AM / PM
Rounded to nearest
5 vehicles.
N
SHORT RANGE PEAK HOUR .TRAFFIC Figure 7
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NO SCALE
TRIP DISTRIBUTION
Figure 6
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Trip Distribution
Trip distribution was determined based upon an evaluation of
trip productions and the most likely routes available to travel
from those productions. The directional distribution of the
approaching and departing traffic generated at East Drake Terrace
is a function of:
- Geographic location within the City of Fort Collins;
- Location of residential uses which are likely to produce
trips;
- Access to the site.
Figure 6 illustrates the trip distribution percentages used in the
subsequent traffic assignments.
Traffic Assignment and Intersection Operation
Using the vehicular trip generation estimates presented in
Table 2, the site generated traffic was assigned to the area street
network. The analyzed intersections were Drake/Stover, Stover/
Driveway Access, Stover/Marquette, and Marquette/Driveway Access.
Figure 7 shows the short range (1995) peak hour traffic
assignment. This assignment also includes the increase in
background traffic as described earlier in this report and the
traffic generated by East Drake Terrace. Table 3 shows the peak
hour operation at the key intersections. Calculation forms are
provided in Appendix D. All of the analyzed intersections will
operate acceptably.
' Figure a shows the long range (2010) peak hour traffic
assignment, which includes background traffic on the area streets
and the traffic generated by East Drake Terrace. Table 4 shows the
peak hour operation at the key intersections. Calculation forms
' are provided in Appendix E. All intersections will continue to
operate acceptably. As the number of left turns on Drake and
Stover increase, separate left -turn phases may be required at this
' signal. This will not be needed for a number of years. Traffic
volumes should be monitored and operation should be evaluated to
determine when/if these phases are necessary.
' The proposed access driveway to Marquette Street will not
attract/produce much traffic. This access is one of convenience
rather than necessity from a traffic perspective. It may provide
' a need from an emergency vehicle access consideration. The impact
to Marquette Street will be negligible.
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NO SCALE
MARQUETTE
DRAKE
�D
SITE PLAN
Figure 5
Highway Capacity Manual for signalized and unsignalized
intersections are provided in Appendix B. Calculation forms for
the operation shown in Table 1 are provided in Appendix C.
During the traffic counting in early September, it was
observed that the driveways that serve the church (school) are busy
during the morning peak hour. The afternoon peak hour has very low
driveway volumes. The church driveway north of Marquette Street
is designated as "in only" and the church driveway south of
1 Marquette Street is designated as "out only." During the morning
peak hour, when many children were dropped off by private
automobiles, the "out only" was used as the predominant ingress
' driveway. Due to short offset distances, using the south driveway
as such, creates left -turn conflicts in the center of Stover Street
and general confusion at the south driveway. It is recommended
' that the users of these driveways, use them properly. It is
recommended that standard entrance, exit, and do not enter signs
be placed at the church driveways. School administration should
enforce the proper use of these driveways by parents.
III. Proposed Development
East Drake Terrace is proposed to be developed with office
uses. A schematic site plan is shown in Figure 5. Primary access
will be from Stover Street at the existing driveway used by the
' apartments. A minor secondary access is proposed to Marquette.
Street to the north. Both of these intersections will have stop
sign control.
Trip Generation
' Trip generation estimates for the proposed uses were obtained
from Trip Generation, 5th Edition, ITE. It was assumed that half
the area would be general office and half the area would be
medical/dental office use. Table 2 shows the trip generation used
for the uses considered in this study.
' Background Traffic
Background
traffic is defined as the traffic that is and/or
'
will be on
the
area streets but is not related to the proposed
development.
The short range background traffic was projected to
increase at
the
rate of 4 percent per year on Drake and 1 percent
t
per year on
Stover to 1995. From 1995 to the year 2010, the rate
of increase
was
2 percent per year on Drake and 0.5 percent per
year on Stover.
These projected rates of increase were developed
after review of various transportation planning documents and
historic traffic counts. The site generated traffic is added to
the background traffic.
1 2
Table 1
1993 Peak Hour Operation
Level of Service
Intersection AM PM
Drake/Stover (signal) B B
Stover/Driveway (stop sign)
WB LT/RT A A
SB LT A A
Stover/Marquette (stop sign)
NB LT/RT A A
WB LT A A
Land Use
General Office Building
- 11 KSF
Medical/Dental Office
Building - 11 KSF
Total
Table 2
Trip Generation
Daily
A.M.
Peak
P.M.
Peak
Trips
Trips
Trips
Trips
Trips
in
out
in
out
220
25
3
5
24
380
23
7
13
31
600
48
10
18
55
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f 460/853
22/60
784
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638 678 -►
28/63 -�
to M
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DRAKE
AM/PM
4
N
1993 ADJUSTED PEAK HOUR TRAFFIC
Figure 4
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DRAKE
AM/PM
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1993 PEAK HOUR TRAFFIC
Figure 3
MARQUETTE
DRAKE ROAD
A&
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AREA STREETS
Figure 2
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SITE LOCATION Figure 1
I. Introduction
East Drake Terrace is a proposed office park located in the
northeast quadrant of the Drake/Stover intersection in Fort
Collins, Colorado. The site location is shown in Figure 1. It is
expected that this office park will be built within a two year
period. This site access study addresses the short range (1995)
and long range (2010) impacts and operation.
The primary streets near this development are shown in Figure
2. These streets are Drake Road, Stover Street, and Marquette
Street.
■ Drake Road is classified as an arterial on the Fort Collins
Master Street Plan. The segment between College Avenue and Lemay
' Street has a four lane plus center left -turn lane cross section.
There is signal control at the Drake/Stover intersection.
' Stover Street is classified a collector street. It has a
three lane cross section. Stover Street approaches Drake Road with
a left -turn lane and a through/right-turn lane cross section.
There is a raised median (12-15 feet wide) on Stover Street north
' and south of Drake Road. This median extends 120-130 feet north
and south of Drake Road. Except for a few parcels, the land along
Stover Street is built out.
' Marquette Street is a local street. It serves the primarily
residential uses along it. Marquette Street has stop sign control
at Stover Street.
' Land uses in the immediate area are primarily residential.
There are apartments east of this site. These apartments have
' access through this site to Stover Street. There is a church west
of the site. This church houses the Heritage Christian School.
Land in the area is flat. The center of Fort Collins is north of
' East Drake Terrace.
II. Existing Conditions
'
Peak hour
intersection counts were obtained in 1993 and are
shown in Figure
3. These counts are provided in Appendix A. Since
the Drake/Stover intersection was counted in July before school
'
started, these
counts were factored to reflect the higher volumes
during the school
year. Figure 4 shows the adjusted peak hour
traffic at the
key intersections.
'
With the
existing control and geometry at the key
intersections,
the peak hour operation (Figure 4 volumes) is shown
in Table 1.
The operation is deemed acceptable at all
'
intersections.
Acceptable operation is defined as level of service
D or better.
Descriptions of level of service from the 1985
'
1
1
EAST DRAKE TERRACE
SITE ACCESS STUDY
FORT COLLINS, COLORADO
SEPTEMBER 1993
Prepared for:
Murdoff Construction, Inc.
' 2208 Stonecrest Drive
Fort Collins, CO 80521
Prepared by:
MATTHEW J. DELICH, P.E.
3413 Banyan Avenue
' Loveland, CO 80538
Phone: 303-669-2061
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