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HomeMy WebLinkAboutPROSPECT STATION II - PDP - PDP150021 - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYDELICH Prospect Station TIS, February 2013 ASSOCIATES TABLE OF CONTENTS I. INTRODUCTION........................................................................................................ 1 II. EXISTING CONDITIONS .......................................................................................... 2 Land Use......................................................................................................................... 2 Streets............................................................................................................................. 2 Existing Traffic................................................................................................................. 2 Existing Operation........................................................................................................... 6 Pederstrian Facilities....................................................................................................... 6 Bicycle Facilities..............................................................................................................6 Transit Facilities ..............................................................................................................6 III. PROPOSED DEVELOPMENT................................................................................. 8 Trip Generation ............................................................................................................... 8 Trip Distribution ............................................................................................................. 10 Background Traffic Projections ..................................................................................... 10 Trip Assignment ............................................................................................................ 10 Signal Warrants............................................................................................................. 10 Operation Analysis ........................................................................................................ 19 Geometry ...................................................................................................................... 22 Pedestrian Level of Service........................................................................................... 22 Bicycle Level of Service ................................................................................................ 22 Transit Level of Service................................................................................................. 24 IV. CONCLUSIONS .................................................................................................... 25 DELICH Prospect Station TIS, February 2013 ASSOCIATES LIST OF TABLES 1. Current Peak Hour Operation.................................................................................... 7 2. Trip Generation ......................................................................................................... 8 3. Short Range (2018) Background Peak Hour Operation .......................................... 20 4. Long Range (2035) Background Peak Hour Operation........................................... 20 5. Short Range (2018) Total Peak Hour Operation ..................................................... 21 6. Long Range (2035) Total Peak Hour Operation...................................................... 21 LIST OF FIGURES 1. Site Location ............................................................................................................. 3 2. Existing Geometry..................................................................................................... 4 3. Recent Peak Hour Traffic .......................................................................................... 5 4. Site Plan.................................................................................................................... 9 5. Trip Distribution ....................................................................................................... 11 6. Short Range (2018) Background Peak Hour Traffic................................................ 12 7. Long Range (2035) Background Peak Hour Traffic................................................. 13 8. Short Range (2018) Assigned Site Generated Peak Hour Traffic ........................... 14 9. Short Range (2018) and Long Range (2035) Pass-by Site Generated Peak Hour Traffic ........................................................................... 15 10. Long Range (2035) Assigned Site Generated Peak Hour Traffic............................ 16 11. Short Range (2018) Total Peak Hour Traffic ........................................................... 17 12. Long Range (2035) Total Peak Hour Traffic............................................................ 18 13. Short Range (2018) Geometry ................................................................................ 23 APPENDICES A. Base Assumptions Form B. Peak Hour Traffic Counts C. Current Peak Hour Operation/Level of Service Descriptions/Fort Collins Motor Vehicle LOS Standards (Intersections) D. Short Range (2018) Background Peak Hour Operation E. Long Range (2035) Background Peak Hour Operation F. Short Range (2018) Total Peak Hour Operation G. Long Range (2035) Total Peak Hour Operation H. Pedestrian/Bicycle Level of Service Worksheets DELICH Prospect Station TIS, February 2013 ASSOCIATES Page 1 I. INTRODUCTION This Transportation Impact Study (TIS) addresses the capacity, geometric, and control requirements for the proposed Prospect Station. The proposed Prospect Station site is located along the south side of Prospect Road just west of the railroad tracks in Fort Collins, Colorado. During the course of the analysis, numerous contacts were made with the project planning consultant (TB Group), the project architect (R4 Architects), the project civil engineer (Interwest Consulting Group), and the City of Fort Collins Traffic Engineer. The Transportation Impact Study Base Assumptions form and related documents are provided in Appendix A. This study generally conforms to the format set forth in the Fort Collins TIS Guidelines in the “Larimer County Urban Area Street Standards” (LCUASS). Scoping discussions were held with the Fort Collins Traffic Engineering staff. 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 DELICH Prospect Station TIS, February 2013 ASSOCIATES Page 2 II. EXISTING CONDITIONS The location of the Prospect Station 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 residential and commercial/office. There are residential uses to the north of the site. There are existing commercial uses to the north, east, and west of the site. Colorado State University is to the north of the site. This site is near the center of Fort Collins. Streets The primary street near the Prospect Station site is Prospect Road. Figure 2 shows the current geometry at the key intersections. Prospect Road is north (adjacent to) of the proposed Prospect Station site. It is an east-west street classified as a four-lane arterial street in this area on the Fort Collins Master Street Plan. Currently, Prospect Road has two through lanes in each direction and a two-way left-turn lane. The posted speed limit is 35 mph in this area pf Prospect Road. The west driveway serves 3500 square feet of office use (Griffin Buildings) on the south leg, and 16 apartment units and the Rocky Mountain Research Station on the north leg. The center driveway serves a vacant gas station (Prospect Station Site) on the south leg and 8 apartment units on the north leg. The east driveway serves a vacant gas station (Prospect Station Site) on the south leg and a 2400 square foot restaurant (Suh Sushi) and 3475 square feet of retail space on the north leg. The south leg of the east driveway will be vacated with the proposed Prospect Station development. All driveway accesses along Prospect Road have all movements combined into a single lane. Existing Traffic Recent peak hour traffic volumes at the Prospect/West Driveway, Prospect/Center Driveway, and Prospect/East Driveway intersections are shown in Figure 3. The counts at the key intersections were obtained in February 2013. Raw traffic count data is provided in Appendix B. It was observed that the traffic to/from the south access at the Prospect/Center Driveway intersection was construction traffic for the Mason Street Corridor/Max Project. SCALE: 1"=500' SITE LOCATION Figure 1 DELICH ASSOCIATES Prospect Station TIS, February 2013 Page 3 College Avenue Remington Street Prospect Road Lake Street Pitkin Street Centre Avenue EXISTING GEOMETRY Figure 2 DELICH ASSOCIATES Prospect Station TIS, February 2013 Page 4 West Driveway Prospect Road Center Driveway East Driveway Prospect Road - Denotes Lane RECENT PEAK HOUR TRAFFIC Figure 3 DELICH ASSOCIATES Prospect Station TIS, February 2013 Page 5 AM/PM 0/1 0/0 0/1 1/8 0/0 0/11 4/1 942/1108 0/0 14/5 923/1359 0/0 0/0 0/0 0/0 0/3 0/0 0/2 1/5 937/1120 0/0 1/4 940/1364 0/0 West Driveway Prospect Road 2/0 0/0 3/8 0/2 0/0 0/0 0/1 935/1117 7/2 0/0 935/1362 5/5 Center Driveway East Driveway DELICH Prospect Station TIS, February 2013 ASSOCIATES Page 6 Existing Operation The Prospect/West Driveway, Prospect/Center Driveway, and Prospect/East Driveway intersections were evaluated using techniques provided in the 2010 Highway Capacity Manual. Using the morning and afternoon peak hour traffic shown in Figure 3, the peak hour operation is shown in Table 1. Calculation forms are provided in Appendix C. The key intersections are currently operating acceptably with existing control and geometry in the morning and afternoon peak hours. At the Prospect/West Driveway intersection, the calculated delays for the northbound and southbound approaches are commensurate with level of service F in the afternoon peak hour. At the Prospect/East Driveway intersection, the calculated delay for the southbound approach is commensurate with level of service F in the afternoon peak hour. A description of level of service for unsignalized intersection from the 2010 Highway Capacity Manual and a table showing the Fort Collins Motor Vehicle LOS Standards (Intersections) are also provided in Appendix C. The Prospect Station site is in an area termed “campus district.” The “campus district’ is considered to be a “mixed use district” for the purpose of motor vehicle level of service standards. In areas termed “mixed use districts,” acceptable operation at unsignalized intersections during the peak hours is defined as level of service F for any approach leg for an arterial/local intersection. In such areas, it is expected that there would be substantial delays to the minor street movements at unsignalized intersections during the peak hours. This is considered to be normal in urban areas. Pedestrian Facilities Pedestrian facilities in this area were built under earlier street standards. Sidewalks exist along Prospect Road in this area. There are pedestrian crosswalks and ramps at the Prospect/Centre and College/Prospect intersections. Bicycle Facilities There are no bicycle lanes along Prospect Road. Lake Street, one block to the north, is the closest street with east-west bike lanes. The Spring Creek Trail is to the south. A spur path to the Spring Creek trail runs along the west side of the railroad tracks connecting to Prospect Road. Transit Facilities The study area is service by Transfort. This area is served (within 1320 feet) by transit routes 1 and 7. Route 1 operates on College Avenue and Route 7 operates on Centre Avenue. DELICH Prospect Station TIS, February 2013 ASSOCIATES Page 7 TABLE 1 Current Peak Hour Operation Intersection Movement Level of Service AM PM EB LT B B WB LT A A NB LT/T/RT A F Prospect/West Driveway (stop sign) SB LT/T/RT B F EB LT A B WB LT B B NB LT/T/RT D B Prospect/Center Driveway (stop sign) SB LT/T/RT A C EB LT B B WB LT A A NB LT/T/RT A A Prospect/East Driveway (stop sign) SB LT/T/RT A F DELICH Prospect Station TIS, February 2013 ASSOCIATES Page 8 III. PROPOSED DEVELOPMENT The Prospect Station is proposed as a 29 unit (69 beds) apartment building and a 900 square foot retail use. In discussions with the project team members, it was decided a likely use would be a coffee shop. In the long range future, it is expected that lots 2 and 3 will develop as office uses. Figure 4 shows a site plan of the Prospect Station. The short range analysis (Year 2018) includes development of the Prospect Station (Lot 1) and an appropriate increase in background traffic due to normal growth and other potential developments in the area. The long range analysis (Year 2035) includes development of the Prospect Station (Lots 1, 2, and 3) and an appropriate increase in background traffic due to normal growth and in general accordance with the Fort Collins Structure Plan. The site plan shows that the Prospect Station will have one access to Prospect Road. The south leg of the Prospect/East Driveway intersection will be vacated. The south leg of the Center Driveway will be a public street (Tamasag). Trip Generation Trip generation is important in considering the impact of a development such as this upon the existing and proposed street system. Trip generation information contained in Trip Generation, 9th Edition, ITE was used to estimate the trips that would be generated by the proposed/expected use at the Prospect Station site. Land use codes 220 (apartments), 936 (coffee shop), and 710 (general office) were used to determine the trip generation of the site. A trip is defined as a one-way vehicle movement from origin to destination. Table 2 shows the expected trip generation on a daily and peak hour basis. The total short range (2018) trip generation of the Prospect Station development resulted in 830 daily trip ends, 112 morning peak hour trip ends, and 58 afternoon peak hour trip ends. The total long range (2035) trip generation of Prospect Station plus the lots to the south resulted in 1216 daily trips, 167 morning peak hour trip ends, and 110 afternoon peak hour trip ends. TABLE 2 Trip Generation AWDTE AM Peak Hour PM Peak Hour Code Use Size Rate Trips Rate In Rate Out Rate In Rate Out Short Range 220 Apartment 69 persons Eq. 174 0.06 4 0.22 15 Eq. 19 Eq. 10 Alternate Modes – 25% 44 1 4 5 2 Assigned Apartment Trips 130 3 11 14 8 936 Coffee Shop 0.9 KSF Data 700 55.27 50 53.01 48 20.38 18 20.38 18 Pass-by – 90% 630 44 44 16 16 Assigned Coffee Shop Trips 70 6 4 2 2 Short Range Total Assigned Trips 200 9 15 16 10 Long Range 710 General Office 35.0 KSF 11.03 386 1.37 48 0.19 7 0.25 9 1.24 43 Long Range Total Assigned Trips 586 57 22 25 53 DELICH Prospect Station TIS, February 2013 ASSOCIATES Page 10 Trip Distribution Trip distribution for the Prospect Station was based on existing/future travel patterns, land uses in the area, consideration of trip attractions/productions in the area, and engineering judgment. Figure 5 shows the trip distribution for the short range (2018) and long range (2035) analysis future. The trip distribution was agreed to by City of Fort Collins staff. Background Traffic Projections Figures 6 and 7 show the respective short range (2018) background traffic and long range (2035) background projections at the key intersections. Background traffic projections for the short range and long range future horizon were obtained by reviewing the North Front Range Regional Transportation Plan and various traffic studies prepared for this area of Fort Collins. Based upon these sources, it was determined that traffic volumes on Prospect Road would increase by approximately 2.0% per year plus other developments in the area. The developments included in this TIS were the Grove and the Choice Center developments, which are approved and under construction. The observed construction related vehicles on the south leg of the center driveway were not included in the background peak hour traffic. 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 8 shows the short range (2018) assigned site generated peak hour traffic assignment. Figure 9 shows the short range (2018) and long range (2035) pass-by site generated peak hour traffic assignment. Figure 10 shows the long range (2035) assigned site generated daily traffic assignment. Figure 11 shows the short range (2018) total (site plus background) peak hour traffic at the key intersections. Figure 12 shows the long range (2035) total (site plus background) 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. It is expected that peak hour signal warrants will not be met at the any of the key stop sign control intersections. In addition to this, arterial/driveway intersections would not meet the signal spacing criteria. TRIP DISTRIBUTION Figure 5 DELICH ASSOCIATES Prospect Station TIS, February 2013 Page 11 Prospect Road SITE 40% 60% SHORT RANGE (2018) BACKGROUND PEAK HOUR TRAFFIC Figure 6 DELICH ASSOCIATES Prospect Station TIS, February 2013 Page 12 AM/PM 0/1 0/0 0/1 1/8 0/0 0/11 4/1 1078/1263 0/0 14/5 1039/1570 0/0 West Driveway Prospect Road 0/0 0/0 0/0 0/2 0/0 0/0 0/1 1078/1274 0/0 0/0 1053/1573 0/0 Center Driveway East Driveway 0/3 0/2 1/4 1053/1570 1/5 1077/1269 LONG RANGE (2035) BACKGROUND PEAK HOUR TRAFFIC Figure 7 DELICH ASSOCIATES Prospect Station TIS, February 2013 Page 13 0/5 0/0 0/5 5/10 0/0 0/10 5/5 1490/1755 0/0 15/5 1450/2175 0/0 West Driveway Prospect Road 0/0 0/0 0/0 0/5 0/0 0/0 0/5 1490/1765 0/0 0/0 1465/2175 0/0 Center Driveway East Driveway 0/5 0/5 5/5 1465/2170 5/5 1485/1760 AM/PM Rounded to Nearest 5 Vehicles SHORT RANGE (2018) ASSIGNED SITE GENERATED PEAK HOUR TRAFFIC Figure 8 DELICH ASSOCIATES Prospect Station TIS, February 2013 Page 14 4/6 6/4 West Driveway Prospect Road 6/4 NOM 9/6 4/6 5/10 Center Driveway East Driveway 5/10 9/6 AM/PM SHORT RANGE (2018) AND LONG RANGE (2035) PASS-BY SITE GENERATED PEAK HOUR TRAFFIC Figure 9 DELICH ASSOCIATES Prospect Station TIS, February 2013 Page 15 West Driveway Prospect Road 22/9 22/7 -22/-7 22/7 -22/-9 22/9 Center Driveway East Driveway AM/PM LONG RANGE (2035) ASSIGNED SITE GENERATED PEAK HOUR TRAFFIC Figure 10 DELICH ASSOCIATES Prospect Station TIS, February 2013 Page 16 23/10 9/21 West Driveway Prospect Road 9/21 NOM 13/32 23/10 34/15 Center Driveway East Driveway 34/15 13/32 AM/PM SHORT RANGE (2018) TOTAL PEAK HOUR TRAFFIC Figure 11 DELICH ASSOCIATES Prospect Station TIS, February 2013 Page 17 AM/PM 0/1 0/0 0/1 1/8 0/0 0/11 4/1 1082/1269 0/0 14/5 1045/1574 0/0 West Driveway Prospect Road 28/13 0/0 31/13 0/2 0/0 0/0 0/1 1056/1267 26/13 0/0 1031/1564 27/19 Center Driveway East Driveway 0/3 0/2 1/4 1058/1580 1/5 1086/1275 LONG RANGE (2035) TOTAL PEAK HOUR TRAFFIC Figure 12 DELICH ASSOCIATES Prospect Station TIS, February 2013 Page 18 0/5 0/0 0/5 5/10 0/0 0/10 5/5 1515/1765 0/0 15/5 1460/2195 0/0 West Driveway Prospect Road 30/30 0/0 35/40 0/5 0/0 0/0 0/5 1470/1755 45/20 0/0 1445/2165 55/25 Center Driveway East Driveway 0/5 0/5 5/5 1500/2185 5/5 1500/1790 AM/PM Rounded to Nearest 5 Vehicles DELICH Prospect Station TIS, February 2013 ASSOCIATES Page 19 Operation Analysis Operation analyses were performed at the Prospect/West Driveway, Prospect/Center Driveway, and Prospect/East Driveway intersections. The operations analyses were conducted for the short range future, reflecting a year 2018 condition, and long range future, reflecting a year 2035 condition. Using the short range (2018) background traffic volumes shown in Figure 6, the Prospect/West Driveway, Prospect/Center Driveway, and Prospect/East Driveway intersections operate as indicated in Table 3. Calculation forms for these analyses are provided in Appendix D. The key intersections will operate acceptably. At the Prospect/West Driveway intersection, the calculated delay for the northbound and southbound approaches in the afternoon peak hour was commensurate with level of service F. This is considered to be normal during the peak hours at stop sign controlled intersections along arterial streets. Using the long range (2035) background traffic volumes shown in Figure 7, the Prospect/West Driveway, Prospect/Center Driveway, and Prospect/East Driveway intersections operate as indicated in Table 4. Calculation forms for these analyses are provided in Appendix E. The key intersections will operate acceptably. At the Prospect/West Driveway intersection, the calculated delay for the northbound and southbound approaches in the afternoon peak hour was commensurate with level of service F. At the Prospect/East Driveway intersection, the calculated delay for the southbound approach in the afternoon peak hours was commensurate with level of service F. This is considered to be normal during the peak hours at stop sign controlled intersections along arterial streets. Using the short range (2018) total traffic volumes shown in Figure 11, the Prospect/West Driveway, Prospect/Center Driveway, and Prospect/East Driveway intersections operate as indicated in Table 5. Calculation forms for these analyses are provided in Appendix F. The key intersections will operate acceptably. At the Prospect/West Driveway intersection the calculated delay for the northbound and southbound approaches in the afternoon peak hour was commensurate with level of service F. At the Prospect/Center Driveway intersection the calculated delay for the northbound approach in the morning and afternoon peak hours was commensurate with level of service F. This is considered to be normal during the peak hours at stop sign controlled intersections along arterial streets. Using the long range (2035) total traffic volumes shown in Figure 12, the Prospect/West Driveway, Prospect/Center Driveway, and Prospect/East Driveway intersections operate as indicated in Table 6. Calculation forms for these analyses are provided in Appendix G. The key intersections will operate acceptably. At the Prospect/West Driveway intersection, the calculated delay for the northbound and southbound approaches in the morning and afternoon peak hours was commensurate with level of service E and F. At the Prospect/Center Driveway intersection, the calculated delay for the northbound and southbound approaches in the morning and afternoon peak DELICH Prospect Station TIS, February 2013 ASSOCIATES Page 20 TABLE 3 Short Range (2018) Background Peak Hour Operation Intersection Movement Level of Service AM PM EB LT B B WB LT A A NB LT/T/RT A F Prospect/West Driveway (stop sign) SB LT/T/RT B F EB LT A B WB LT A A NB LT/T/RT A B Prospect/Center Driveway (stop sign) SB LT/T/RT A C Prospect/East Driveway EB LT B B (stop sign) SB LT/RT A D TABLE 4 Long Range (2035) Background Peak Hour Operation Intersection Movement Level of Service AM PM EB LT B C WB LT A A NB LT/T/RT A F Prospect/West Driveway (stop sign) SB LT/T/RT C F EB LT A C WB LT A A NB LT/T/RT A A Prospect/Center Driveway (stop sign) SB LT/T/RT A C Prospect/East Driveway EB LT B C (stop sign) SB LT/RT A F DELICH Prospect Station TIS, February 2013 ASSOCIATES Page 21 TABLE 5 Short Range (2018) Total Peak Hour Operation Intersection Movement Level of Service AM PM EB LT B B WB LT A A NB LT/T/RT A F Prospect/West Driveway (stop sign) SB LT/T/RT B F EB LT A B WB LT B B NB LT/T/RT F F Prospect/Center Driveway (stop sign) SB LT/T/RT A C Prospect/East Driveway EB LT B B (stop sign) SB LT/T/RT A D TABLE 6 Long Range (2035) Total Peak Hour Operation Intersection Movement Level of Service AM PM EB LT B C WB LT B C NB LT/T/RT F F Prospect/West Driveway (stop sign) SB LT/T/RT E F EB LT B C WB LT C C NB LT/T/RT F F Prospect/Center Driveway (stop sign) SB LT/T/RT F F Prospect/East Driveway EB LT B C (stop sign) SB LT/RT E F DELICH Prospect Station TIS, February 2013 ASSOCIATES Page 22 hours was commensurate with level of service F. At the Prospect/East Driveway intersection, the calculated delay for the southbound approach in the morning and afternoon peak hours was commensurate with level of service E and F, respectively. This is considered to be normal during the peak hours at stop sign controlled intersections along arterial streets. Geometry Figure 13 shows a schematic of the short range (2018) geometry. This is the existing geometry. If/when Lots 2 and 3 develop (as 35,000 square feet of office), the eastbound right-turn volume in the morning peak hour will exceed the threshold requiring a right-turn deceleration lane according to LCUASS, Figure 8-4. Pedestrian Level of Service Appendix H shows a map of the area that is within 1320 feet of the Prospect Station development. There will be five pedestrian destinations within 1320 feet of the Prospect Station development. These are: 1) Colorado State University to the north of the site, 2) the residential area and office to the west of the site, 3) the commercial area to the east, 4) the residential area to the east of the site, and 5) the Spring Creek Trail to the south of the site. This site is in an area type termed “pedestrian district.” The minimum level of service for “pedestrian district,” is A, except for Street Crossing which is B. Acceptable pedestrian level of service cannot be achieved for all pedestrian destinations. Continuity is not achieved, since Prospect Road was built under earlier street standards. Street Crossing is not achieved to area 4, since College Avenue has an eight lane cross section. Pedestrian LOS Worksheet is provided in Appendix H Bicycle Level of Service Appendix H shows a map of the area that is within 1320 feet of the Prospect Station development. There are two destination areas within 1320 feet of the proposed Prospect Station development: 1) Colorado State University to the north of the site and 2) the Spring Creek Trail to the south. Based upon Fort Collins bicycle LOS criteria, the level of service threshold for bicycles is LOS C. The Prospect Station site is adjacent to the Mason Street Multi-modal Corridor. The Mason Street Multi-modal Corridor will install a Pedestrian/Bicycle signal crossing Prospect Road just west of the railroad tracks. Prospect Station is connected to east-west bike lanes on Lake Street via the Mason Street Multi-modal Corridor, which satisfies the LOS C criteria. The bicycle LOS worksheet is provided in Appendix H. SHORT RANGE (2018) GEOMETRY Figure 13 DELICH ASSOCIATES Prospect Station TIS, February 2013 Page 23 West Driveway Prospect Road Center Driveway East Driveway Prospect Road - Denotes Lane DELICH Prospect Station TIS, February 2013 ASSOCIATES Page 24 Transit Level of Service The study area has extensive transit service. This area is served (within 1320 feet) by transit routes 1 and 7. The Prospect Station is adjacent to the MAX. The MAX will have a station on the north side a Prospect Road. The MAX will provide convenient north-south bus rapid transit to residents of Prospect Station. The Prospect Station development is located in an area defined as “mixed-use centers and commercial corridors” for the purpose of public transit level of service evaluation. In the future, transit service will be improved as depicted on the Fort Collins Transit System Plan. The future level of service will be in the B category. DELICH Prospect Station TIS, February 2013 ASSOCIATES Page 25 IV. CONCLUSIONS This study assessed the impacts of the Prospect Station on the street system in the vicinity of the proposed development in the short range (2018) and long range (2035) future. As a result of this analysis, the following is concluded: - The development of the Prospect Station is feasible from a traffic engineering standpoint. The total short range (2018) trip generation of the Prospect Station development will generate approximately 830 daily trip ends, 112 morning peak hour trip ends, and 58 afternoon peak hour trip ends. The total long range (2035) trip generation of the Prospect Station plus the lots to the south will generate approximately 1216 daily trip ends, 167 morning peak hour trip ends, and 110 afternoon peak hour trip ends. - Currently, the Prospect/West Driveway, Prospect/Center Driveway, and Prospect/East Driveway intersections operate acceptably with existing control and geometry. At the Prospect/West Driveway intersection, the calculated delays for the northbound and southbound approaches are commensurate with level of service F in the afternoon peak hour. At the Prospect/East Driveway intersection, the calculated delay for the southbound approach is commensurate with level of service F in the afternoon peak hour. This is considered to be normal during the peak hours at stop sign controlled intersections along arterial streets. - It is expected that peak hour signal warrants will not be met at the any of the key stop sign control intersections. In addition to this, arterial/driveway intersections would not meet the signal spacing criteria. - In the short range (2018) future, given development of the Prospect Station and an increase in background traffic, the Prospect/West Driveway, Prospect/Center Driveway, and Prospect/East Driveway intersections will operate acceptably. At the Prospect/West Driveway intersection the calculated delay for the northbound and southbound approaches in the afternoon peak hour was commensurate with level of service F. At the Prospect/Center Driveway intersection the calculated delay for the northbound approach in the morning and afternoon peak hours was commensurate with level of service F. This is considered to be normal during the peak hours at stop sign controlled intersections along arterial streets. The short range (2018) geometry is shown in Figure 13. - In the long range (2035) future, given development of the Prospect Station and an increase in background traffic, the Prospect/West Driveway, Prospect/Center Driveway, and Prospect/East Driveway intersections will operate acceptably. At the Prospect/West Driveway intersection, the calculated delay for the northbound and southbound approaches in the morning and afternoon peak hours was commensurate with level of service E and F. At the Prospect/Center Driveway intersection, the calculated delay for the northbound and southbound approaches in the morning and afternoon peak hours was commensurate with level of service F. DELICH Prospect Station TIS, February 2013 ASSOCIATES Page 26 At the Prospect/East Driveway intersection, the calculated delay for the southbound approach in the morning and afternoon peak hours was commensurate with level of service E and F, respectively. This is considered to be normal during the peak hours at stop sign controlled intersections along arterial streets. If/when Lots 2 and 3 develop (as 35,000 square feet of office), the eastbound right-turn volume in the morning peak hour will exceed the threshold requiring a right-turn deceleration lane according to LCUASS, Figure 8-4. - Acceptable level of service is achieved for bicycle and transit modes based upon the measures in the multi-modal transportation guidelines and future improvements to the street system in the area. Acceptable level of service cannot be achieved for continuity and street crossings. Prospect Road was built under earlier street standards.