HomeMy WebLinkAboutJOHNSON DRIVE APARTMENTS - FDP190021 - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYDELICH 255 Johnson Drive TIS, October 2017
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TABLE OF CONTENTS
I. INTRODUCTION ........................................................................................................ 1
II. EXISTING CONDITIONS .......................................................................................... 2
Land Use ......................................................................................................................... 2
Roads .............................................................................................................................. 2
Existing Traffic ................................................................................................................. 5
Existing Operation ........................................................................................................... 5
Pedestrians Facilities ...................................................................................................... 5
Bicycle Facilities .............................................................................................................. 8
Transit Facilities .............................................................................................................. 8
III. PROPOSED DEVELOPMENT ................................................................................. 9
Trip Generation ............................................................................................................... 9
Trip Distribution ............................................................................................................... 9
Background Traffic Projections ..................................................................................... 12
Trip Assignment ............................................................................................................ 12
Signal Warrants ............................................................................................................. 12
Geometry ...................................................................................................................... 12
Operation Analysis ........................................................................................................ 12
Eastbound Left-turn and Northbound Left-turn Arrow Analysis ..................................... 24
Pedestrian Level of Service ........................................................................................... 24
Bicycle Level of Service ................................................................................................ 25
Transit Level of Service ................................................................................................. 25
IV. CONCLUSIONS/RECOMMENDATIONS .............................................................. 26
LIST OF TABLES
1. Current Peak Hour Operation .................................................................................... 7
2. Trip Generation ......................................................................................................... 9
3. Short Range (2022) Background Peak Hour Operation .......................................... 20
4. Long Range (2035) Background Peak Hour Operation ........................................... 21
5. Short Range (2022) Total Peak Hour Operation ..................................................... 22
6. Long Range (2035) Total Peak Hour Operation ...................................................... 23
DELICH 255 Johnson Drive TIS, October 2017
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LIST OF FIGURES
1. Site Location ............................................................................................................. 3
2. Existing Intersection Geometry ................................................................................. 4
3. Recent Peak Hour Traffic .......................................................................................... 6
4. Site Plan .................................................................................................................. 10
5. Trip Distribution ....................................................................................................... 11
6. Short Range (2022) Background Peak Hour Traffic ................................................ 13
7. Long Range (2035) Background Peak Hour Traffic ................................................. 14
8. Site Generated Peak Hour Traffic ........................................................................... 15
9. Short Range (2022) Total Peak Hour Traffic ........................................................... 16
10. Long Range (2035) Total Peak Hour Traffic ............................................................ 17
11. Short Range (2022) and Long Range (2035) Geometry ......................................... 18
APPENDICES
A. Base Assumptions form and related information
B. Recent Peak Hour Traffic
C. Current Peak Hour Operation/Level of Service Descriptions/Fort Collins LOS
Standards
D. Short Range (2022) Background Peak Hour Operation
E. Long Range (2035) Background Peak Hour Operation
F. Short Range (2022) Total Peak Hour Operation
G. Long Range (2035) Total Peak Hour Operation
H. Pedestrian/Bicycle Level of Service
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I. INTRODUCTION
This transportation impact study (TIS) addresses the capacity, geometric, and
control requirements at and near the proposed 255 Johnson Drive student housing
development. The proposed 255 Johnson Drive site is located in the southwest quadrant
of the Johnson/Arthur intersection in Fort Collins, Colorado.
During the course of the analysis, numerous contacts were made with the project
planning (Russell + Mills Studios) and the Fort Collins Traffic Engineering staff. This study
generally conforms to the format set forth in the Fort Collins transportation impact study
guidelines contained in the “Larimer County Urban Area Street Standards” (LCUASS).
The base assumptions packet 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.
This TIS is a revision of the “255 Johnson Drive Transportation Impact Study” dated
September 2017. It addresses City staff comments with regard to the College/Spring
Park- Johnson intersection.
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II. EXISTING CONDITIONS
The location of the 255 Johnson Drive site 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 commercial or residential. Land adjacent to the
site is flat (<2% grade) from a traffic operations perspective. This site is near the center of
Fort Collins. Colorado State University is north of the proposed 255 Johnson Drive site.
Roads
The primary streets near the 255 Johnson Drive site are College Avenue,
Johnson Drive, Spring Park Drive, and Arthur Drive. Figure 2 shows a schematic of the
existing geometry at the College/Spring Park-Johnson and College/Spring intersections.
College Avenue (US287) is to the east of the 255 Johnson Drive site. It is
classified as a six-lane arterial street on the Fort Collins Master Street Plan. Currently,
College Avenue has a six-lane cross section in this area. At the College/Spring Park-
Johnson intersection, College Avenue has northbound and southbound left-turn lanes
and three through lanes in each direction. At the College/Arthur intersection, College
Avenue has northbound and southbound left-turn lanes and three through lanes in each
direction. The College/Spring Park-Johnson intersection has signal control. The
College/Arthur intersection has stop sign control on Arthur Drive. The posted speed
limit in this area of College Avenue is 40 mph.
Spring Park Drive is to the east of the 255 Johnson Drive site. It is an east-west
street designated as a collector street on the Fort Collins Master Street Plan. Currently,
it has a two-lane cross section in this area. Spring Park Drive is the east leg of the
College/Spring Park-Johnson intersection. At the College/Spring Park-Johnson
intersection, Spring Park Drive has a westbound left-turn lane and a westbound
through/right-turn lane. The posted speed limit on Spring Park is 25 mph.
Johnson Drive is to the north (adjacent to) of the 255 Johnson Drive site. It is an
east-west street designated as a local street on the Fort Collins Master Street Plan.
Currently, it has a two-lane cross section with parking on both sides of the street.
Johnson Drive is the west leg of the College/Spring Park-Johnson intersection. At the
College/Spring Park-Johnson intersection, Johnson Drive has all eastbound movements
combined into a single lane. Johnson Drive is off set to the north of Spring Park Drive
(~45 feet). There is no posted speed limit on Johnson Drive.
SCALE: 1"=500'
SITE LOCATION Figure 1
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Prospect Road
Arthur Drive
Johnson Drive Spring Park Drive
College Avenue
255 Johnson
Drive
EXISTING GEOMETRY Figure 2
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Johnson Drive Spring Park Drive
Arthur Drive
College Avenue
Retail Access
- Denotes Lane
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Arthur Drive is an east-west street designated as a local street on the Fort Collins
Master Street Plan. Currently, Arthur Drive has a two-lane cross section with parking on
both sides of the street. Arthur Drive is the west leg of the College/Arthur intersection.
The east leg is into a retail development. At the College/Arthur intersection, Arthur
Drive has all movements combined into a single lane. The posted speed limit in this
area of Arthur Drive is 25 mph.
Existing Traffic
Figure 3 shows the recent morning and afternoon peak hour traffic counts at the
College/Spring Park-Johnson and College/Arthur intersections. Recent count data at
the College/Johnson-Spring Park and College/Arthur intersections was obtained in May
2017. Raw count data is provided in Appendix B.
Existing Operation
The College/Spring Park-Johnson and College/Arthur intersections were
evaluated using techniques provided in the 2010 Highway Capacity Manual
(2010HCM). Using the peak hour traffic shown in Figure 3, the peak hour operation is
shown in Table 1. The College/Spring Park-Johnson and College/Arthur intersections
meet the City of Fort Collins Motor Vehicle LOS Standard during the morning and
afternoon peak hours with existing signal control, geometry, and signal timing
Calculation forms are provided in Appendix C. At the College/Arthur intersection, the
calculated delay for the northbound left-turn lane was commensurate with level of
service F. The calculated delay associated with level of service F operation is provided
in Table 1. A description of level of service for signalized and unsignalized intersections
from the 2010 Highway Capacity Manual and a table showing the Fort Collins Motor
Vehicle LOS Standards (Intersections) are also provided in Appendix C. Acceptable
operation at signalized intersections during the peak hours is defined as level of service
D or better for the overall intersection, and level of service E or better for any leg or
movement. At arterial/arterial and collector/collector stop sign controlled intersections,
acceptable operation is considered to be at level of service E, overall and level of
service F, for any approach leg. At arterial/collector, arterial/local, collector/local, and
local/local stop sign controlled intersections, acceptable operation is considered to be at
level of service D, overall and level of service F, for any approach leg.
Pedestrian Facilities
There are sidewalks along College Avenue, Spring Park Drive, Johnson Drive,
Spring Court, and the north side of Arthur Drive.
RECENT PEAK HOUR TRAFFIC Figure 3
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Johnson Drive
AM/PM
7/9
1557/1640
17/27
8/12
922/2225
14/37
5/8
0/0
6/12
65/67
1/3
24/97
2/5
1580/1675
1/1
1/2
951/2331
0/1
1/0
0/0
4/6
0/1
0/0
0/0
Spring Park Drive
Arthur Drive
College Avenue
Retail Access
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TABLE 1
Current Peak Hour Operation
Intersection Movement Level of Service
AM PM
College/Spring Park-Johnson
(signal)
EB LT/T/RT E E
WB LT E E
WB T/RT D D
WB APPROACH E E
NB LT A B
NB T/RT A A
NB APPROACH A A
SB LT A A
SB T/RT A A
SB APPROACH A A
OVERALL A A
College/Arthur
(stop sign)
EB LT/T/RT C D
WB LT/T/RT A C
NB LT C F (54.4 secs)
SB LT A D
OVERALL A A
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Bicycle Facilities
Bicycle lanes exist on Spring Park Drive. The Spring Creek Trail is to the north
of the site and Mason Trail is to the west of the site. Bike lanes are not required on
local streets.
Transit Facilities
This area of Fort Collins is served by The Max. There is a Max stop to the south
of 255 Johnson Drive.
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III. PROPOSED DEVELOPMENT
The 255 Johnson Drive development is a student residential development with
412 beds (192 apartment dwelling units). Figure 4 shows a site plan of the 255
Johnson Drive development. The site plan shows access to/from Spring Court. The 255
Johnson Drive development will replace the existing mini storage and the duplexes on
the west side of Spring Court. The short range analysis (Year 2022) includes
development of the 255 Johnson Drive site and an appropriate increase in background
traffic, due to normal growth, and other approved developments in the area. The long
range analysis (Year 2035) includes background traffic due to normal growth and in
general accordance with the Fort Collins Structure Plan.
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, 9th Edition, ITE is customarily used to estimate trips that
would be generated by the proposed/expected use at a site. However, the City of Fort
Collins has developed trip generation rates for apartment projects similar to 255 Johnson
Drive. The Fort Collins trip generation rates are specifically applied to student housing
projects. Table 2 shows the daily and peak hour trip generation for the 255 Johnson Drive
site. It is assumed that alternative modes (pedestrian, bicycle, and transit) have been
considered in the City of Fort Collins rates for apartments. The trip generation of the
255 Johnson Drive development resulted in 1092 daily trip ends, 78 morning peak hour
trip ends, and 173 afternoon peak hour trip ends.
TABLE 2
Trip Generation
Code Use Size
AWDTE AM Peak Hour PM Peak Hour
Rate Trips Rate In Rate Out Rate In Rate Out
220 Apartment 412 Beds 2.65 1092 0.04 16 0.15 62 0.27 111 0.15 62
Trip Distribution
Directional distribution of the generated trips was determined for the 255 Johnson
Drive site. Figure 5 shows the vehicle trip distribution used for the 255 Johnson Drive site.
The trip distribution was agreed to by City of Fort Collins staff in the scoping discussions.
SITE PLAN Figure 4
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TRIP DISTRIBUTION Figure 5
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Johnson Drive
AM/PM
Spring Park Drive
Arthur Drive
College Avenue
Retail Access
30% 70%
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Background Traffic Projections
Figures 6 and 7 show the short range (2022) and long range (2035) background
peak hour traffic projections at the key intersections. Traffic at the key intersections was
increased at a rate of one percent per year for the short range (2022) and long range
(2035) background traffic forecasts. In addition to this, site generated traffic from
Elevations Credit Union was included in the traffic forecasts. Traffic from duplexes were
excluded from the traffic forecasts since they will be razed for the 255 Johnson Drive
development.
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. Using the trip distribution shown in Figure 5, Figure 8 shows the assignment
of the site generated peak hour vehicle traffic. The site generated vehicle traffic was
combined with the background traffic to determine the total forecasted vehicle traffic at
the key intersections. Figures 9 and 10 shows the short range (2022) and long range
(2035) total peak hour vehicle 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 (MUTCD). The
College/Spring Park-Johnson intersection is currently signalized. The stop sign
controlled intersection at the College/Arthur intersection is not expected to meet peak hour
signal warrants and does not meet signal spacing requirements.
Geometry
The short range (2022) and long range (2035) geometry is shown in Figure 11.
This is the existing geometry at the College/Arthur intersection. According to Figure 8-1
of LCUASS left-turn lanes are required at all intersections and all-movement accesses
on arterial roadways. Therefore, the College/Spring Park-Johnson intersection was
analyzed with and without a separate eastbound left-turn lane in the short range (2022)
and long range (2035) total peak hours to determine if this lane has an impact on the
level of service.
Operation Analysis
Operation analyses were performed at the College/Spring Park-Johnson and
College/Arthur intersections. The operation analyses were conducted for the short
range future, reflecting a year 2022 condition and for the long range future, reflecting a
SHORT RANGE (2022) BACKGROUND
PEAK HOUR TRAFFIC Figure 6
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Johnson Drive
AM/PM
11/26
1637/1725
18/28
8/12
983/2367
15/39
14/36
0/0
6/12
68/70
1/3
25/102
10/12
1665/1777
1/1
3/6
1011/2474
0/1
1/1
0/0
10/30
0/1
0/0
0/0
Spring Park Drive
Arthur Drive
College Avenue
Retail Access
LONG RANGE (2035) BACKGROUND
PEAK HOUR TRAFFIC Figure 7
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Johnson Drive
10/25
1865/1960
20/30
10/10
1115/2690
15/45
15/35
5/5
5/10
80/80
5/5
30/115
10/10
1885/2005
5/5
5/5
1140/2805
5/5
5/5
0/0
10/30
5/5
0/0
5/5
Spring Park Drive
Arthur Drive
College Avenue
Retail Access
AM/PM
Rounded to Nearest
5 Vehicles
SITE GENERATED
PEAK HOUR TRAFFIC Figure 8
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Johnson Drive
AM/PM
4/31
11/78
43/43
15/15
1/2
4/31
15/15
4/4
Spring Park Drive
Arthur Drive
College Avenue
Retail Access
SHORT RANGE (2022) TOTAL
PEAK HOUR TRAFFIC Figure 9
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Johnson Drive
AM/PM
15/57
1637/1725
18/28
19/90
983/2367
15/39
57/79
0/0
21/27
68/70
1/3
25/102
11/14
1669/1808
1/1
3/6
1026/2489
0/1
1/1
0/0
14/34
0/1
0/0
0/0
Spring Park Drive
Arthur Drive
College Avenue
Retail Access
LONG RANGE (2035) TOTAL
PEAK HOUR TRAFFIC Figure 10
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Johnson Drive
15/55
1865/1960
20/30
20/90
1115/2690
15/45
60/80
5/5
20/25
80/80
5/5
30/115
10/15
1890/2035
5/5
5/5
1155/2820
5/5
5/5
0/0
15/35
5/5
0/0
5/5
Spring Park Drive
Arthur Drive
College Avenue
Retail Access
AM/PM
Rounded to Nearest
5 Vehicles
SHORT RANGE (2022) AND
LONG RANGE (2035) GEOMETRY Figure 11
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Johnson Drive Spring Park Drive
Arthur Drive
College Avenue
Retail Access
- Denotes Lane
or
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year 2035 condition. The long range (2035) operational analyses are used for planning
and informational purposes only. The short range (2022) and long range (2035) total peak
hours were analyzed with and without a northbound left-turn arrow at the College/Spring
Park-Johnson intersection.
Using the short range (2022) background peak hour traffic volumes, the
College/Spring Park-Johnson and College/Arthur intersections operate as indicated in
Table 3. Calculation forms for these analyses are provided in Appendix D. The key
intersections will meet the City of Fort Collins Motor Vehicle LOS Standard in the
morning and afternoon peak hours with the existing geometry. At the College/Arthur
intersection, the calculated delay for the northbound left-turn lane and eastbound
approach was commensurate with level of service F. The calculated delay associated
with level of service F operation is provided in Table 3.
Using the long range (2035) background peak hour traffic volumes, the
College/Spring Park-Johnson and College/Arthur intersections operate as indicated in
Table 4. Calculation forms for these analyses are provided in Appendix E. In the long
range (2035) future, the key intersections will meet the City of Fort Collins Motor Vehicle
LOS Standard in the morning and afternoon peak hour with the existing geometry. At
the College/Arthur intersection, the calculated delay for the northbound left-turn lane,
eastbound approach, westbound approach was commensurate with level of service F.
The calculated delay associated with level of service F operation is provided in Table 4.
Using the short range (2022) total peak hour traffic volumes, the College/Spring
Park-Johnson and College/Arthur intersections operate as indicated in Table 5.
Calculation forms for these analyses are provided in Appendix F. The key intersections
will meet the City of Fort Collins Motor Vehicle LOS Standard in the morning and
afternoon peak hours with the existing geometry. The College/Spring Park-Johnson
intersection was also analyzed with an eastbound left-turn lane and an eastbound
through/right-turn lane. At the College/Arthur intersection, the calculated delay for the
northbound left-turn lane and eastbound approach was commensurate with level of
service F. The calculated delay associated with level of service F operation is provided
in Table 5.
Using the long range (2035) total peak hour traffic volumes, the College/Spring
Park-Johnson and College/Arthur intersections operate as indicated in Table 6.
Calculation forms for these analyses are provided in Appendix G. In the long range
(2035) future, the key intersections will meet the City of Fort Collins Motor Vehicle LOS
standard in the morning and afternoon peak hours with the existing geometry. The
College/Spring Park-Johnson intersection was also analyzed with an eastbound left-turn
lane and an eastbound through/right-turn lane. At the College/Arthur intersection, the
calculated delay for the northbound left-turn lane, eastbound approach, westbound
approach was commensurate with level of service F. The calculated delay associated
with level of service F operation is provided in Table 6.
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TABLE 3
Short Range (2022) Background Peak Hour Operation
Intersection Movement Level of Service
AM PM
College/Spring Park-Johnson
(signal)
EB LT/T/RT E E
WB LT E E
WB T/RT D D
WB APPROACH E E
NB LT A B
NB T/RT A A
NB APPROACH A A
SB LT A B
SB T/RT A A
SB APPROACH A A
OVERALL A A
College/Arthur
(stop sign)
EB LT/T/RT C F (66.6 secs)
WB LT/T/RT A C
NB LT C F (73 secs)
SB LT A D
OVERALL A A
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TABLE 4
Long Range (2035) Background Peak Hour Operation
(For Information Only)
Intersection Movement Level of Service
AM PM
College/Spring Park-Johnson
(signal)
EB LT/T/RT E E
WB LT E E
WB T/RT D D
WB APPROACH E E
NB LT A C
NB T/RT A A
NB APPROACH A A
SB LT A B
SB T/RT A B
SB APPROACH A B
OVERALL A B
College/Arthur
(stop sign)
EB LT/T/RT E F (645.7 secs)
WB LT/T/RT F (136 secs) F (615.3 secs)
NB LT C F (113.3 secs)
SB LT E E (54.4 secs)
OVERALL A A
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TABLE 5
Short Range (2022) Total Peak Hour Operation
Intersection Movement Level of Service
AM PM
College/Spring Park-Johnson
(signal)
(existing geometry)
(no northbound left-turn arrow)
EB LT/T/RT E E
WB LT E E
WB T/RT D D
WB APPROACH E E
NB LT A D
NB T/RT A A
NB APPROACH A A
SB LT A B
SB T/RT A B
SB APPROACH A B
OVERALL A B
College/Spring Park-Johnson
(signal)
(eastbound left-turn lane)
(no northbound left-turn arrow)
EB LT E E
EB T/RT A A
EB APPROACH E E
WB LT E E
WB T/RT D D
WB APPROACH E E
NB LT A D
NB T/RT A A
NB APPROACH A A
SB LT A B
SB T/RT A B
SB APPROACH A B
OVERALL A B
College/Spring Park-Johnson
(signal)
(existing geometry)
(northbound left-turn arrow)
EB LT/T/RT E E
WB LT E E
WB T/RT D D
WB APPROACH E E
NB LT A C
NB T/RT A A
NB APPROACH A A
SB LT A B
SB T/RT A B
SB APPROACH A B
OVERALL A B
College/Arthur
(stop sign)
EB LT/T/RT C F (71.8 secs)
WB LT/T/RT A C
NB LT C F (76.9 secs)
SB LT A D
OVERALL A A
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TABLE 6
Long Range (2035) Total Peak Hour Operation
(For Information Only)
Intersection Movement Level of Service
AM PM
College/Spring Park-Johnson
(signal)
(existing geometry)
(no northbound left-turn arrow)
EB LT/T/RT E E
WB LT E E
WB T/RT D D
WB APPROACH E E
NB LT A E
NB T/RT A A
NB APPROACH A B
SB LT B C
SB T/RT A B
SB APPROACH A B
OVERALL A B
College/Spring Park-Johnson
(signal)
(eastbound left-turn lane)
(no northbound left-turn arrow)
EB LT E E
EB T/RT D D
EB APPROACH E E
WB LT E E
WB T/RT D D
WB APPROACH E E
NB LT A E
NB T/RT A A
NB APPROACH A B
SB LT B C
SB T/RT A B
SB APPROACH A B
OVERALL A B
College/Spring Park-Johnson
(signal)
(existing geometry)
(northbound left-turn arrow)
EB LT/T/RT E E
WB LT E E
WB T/RT D D
WB APPROACH E E
NB LT A C
NB T/RT A A
NB APPROACH A A
SB LT B C
SB T/RT A C
SB APPROACH A C
OVERALL A B
College/Arthur
(stop sign)
EB LT/T/RT E F (897.3 secs)
WB LT/T/RT F (145.7 secs) F (1034.9 secs)
NB LT C F (134.1 secs)
SB LT E E
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College/Spring Park-Johnson Intersection Eastbound Left-turn and Northbound
Left-turn Arrow Analysis
According to the analyses, adding the eastbound left-turn lane increases the
delay for the east leg approach compared to that with the existing geometry. However,
this is due to the fact that the right turning vehicles can make their turning movement
during the minor street red phase and are not included in the approach delay
calculation. The eastbound left-turn lane should be considered if feasible.
Adding the northbound left-turn arrow increases the overall delay of the
College/Spring Park-Johnson intersection, but no change in the overall LOS letter
designation. The northbound left-turn delay is reduced in the morning and afternoon
peak hours. The afternoon peak hour LOS goes from D to C with a northbound left-turn
arrow. However, based on the afternoon 95th percentile queue without a northbound
left-turn lane, the queue will spill into the northbound through lane. The northbound left-
turn queue will not spill into the northbound through lane, based on the 95th percentile
calculation with a northbound left-turn arrow. Therefore, it is recommended that a
northbound left-turn arrow be installed.
Pedestrian Level of Service
Appendix H shows a map of the area that is within 1320 feet of the 255 Johnson
Drive site. The 255 Johnson Drive site is located within an area termed as “Activity
Centers and Corridors,” which sets the level of service threshold at LOS B for measured
categories, except for street crossing at LOS C. There are four destination areas within
1320 feet of the proposed 255 Johnson Drive site: 1) the Spring Creek and Mason trails;
2) the residential/commercial area to the north of the site; 3) the commercial area to the
south of the site; and 4) the offices to the southwest of the site. This site is proposed to
develop as student housing, therefore CSU (Area #5) was added to the destination
areas even though it is outside of the 1320 feet. The pedestrian LOS Worksheet is
provided in Appendix H. Currently, acceptable pedestrian level of service is achieved
for all pedestrian destinations, except for the Commercial area to the south.
Furthermore, all pedestrian destinations achieve a level of service of A, except for the
Commercial area to the south. This assumes that students use the Prospect Road
Underpass to get to CSU.
The commercial area to the south will meet acceptable pedestrian level of service
with the proposed Spring Station Development and a proposed stair connection. This
route will be non-ADA compliant, but will be an asset to most of the walking public.
Individuals that cannot go up/down the stairs have two other routes. One route to the
commercial area to the south is the Mason Trail to the Max station overpass. This route
achieves level of service A for all thresholds, except directness. The other route is using
the College Avenue sidewalk. This route achieves level of service A for all thresholds,
except directness and continuity. The directness is at level of service B which is
acceptable. In order to achieve acceptable level of service for continuity, the College
Avenue sidewalk would have to be separated with a landscape parkway. This is unlikely
to happen in the foreseeable future.
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Bicycle Level of Service
Appendix H shows a map of the area that is within 1320 feet of the 255 Johnson
Drive site. Based upon Fort Collins bicycle LOS criteria, there are three destination
areas within 1320 feet of the proposed 255 Johnson Drive site: 1) the Spring Creek and
Maxwell trails; 2) the residential/commercial area to the north of the site; and 3) the
commercial area to the south of the site. This site is proposed to develop as student
housing, therefore CSU (Area #4) was added to the destination areas even though it is
outside of the 1320 feet. Table 2 shows the bicycle LOS to the destination areas.
Acceptable bicycle level of service cannot be achieved based on the requirement that
the site must be directly connected to both North-South and East-West on-street lanes.
Due to the location of the site, it is unlikely that this will occur in the foreseeable future.
In this area College Avenue does not allow bicycle traffic. College Avenue However,
this site is directly connected to both North-South (Mason) and East-West (Spring
Creek) trails. At this location these trails will act similarly to on-street lanes
Transit Level of Service
This area of Fort Collins is served by The Max. There is a Max stop to the south
of 255 Johnson Drive.
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IV. CONCLUSIONS/RECOMMENDATIONS
This study assessed the impacts of the 255 Johnson Drive development on the
short range (2022) and long range (2035) street system in the vicinity of the proposed
development. As a result of this analysis, the following is concluded:
The development of the 255 Johnson Drive site is feasible from a traffic
engineering standpoint. At full development, the 255 Johnson Drive site will
generate approximately 1092 daily trip ends, 78 morning peak hour trip ends,
and 173 afternoon peak hour trip ends.
Current operation at the College/Spring Park-Johnson and College/Arthur
intersections meet the City of Fort Collins Motor vehicle LOS Standard during the
morning and afternoon peak hours. At the College/Arthur intersection, the
calculated delay for the northbound left-turn lane was commensurate with level of
service F in the afternoon peak hour.
In the short range (2022) future, given development of the 255 Johnson Drive
site and an increase in background traffic, the College/Spring Park-Johnson and
College/Arthur intersections will meet the City of Fort Collins Motor Vehicle LOS
Standard in the morning and afternoon peak hours. At the College/Arthur
intersection, the calculated delay for the northbound left-turn lane was
commensurate with level of service F in the afternoon peak hour.
In the long range (2035) future, given development of the 255 Johnson Drive site
and an increase in background traffic, the key intersections will meet the City of
Fort Collins Motor Vehicle LOS Standard in the morning and afternoon peak
hours. The long range (2035) operational analyses are used for planning and
informational purposes only. At the College/Arthur intersection, the calculated
delay for the northbound left-turn lane was commensurate with level of service F
in the afternoon peak hour.
The short range (2022) and long range (2035) geometry is shown in Figure 11.
According to Figure 8-1 of LCUASS left-turn lanes are required at all
intersections and all-movement accesses on arterial roadways. The eastbound
left-turn lane should be considered if feasible.
Adding the northbound left-turn arrow increases the overall delay of the
College/Spring Park-Johnson intersection, but decreases the northbound left-turn
delay. However, based on the afternoon 95th percentile queue without a
northbound left-turn lane, the queue will spill into the northbound through lane.
The northbound left-turn queue will not spill into the northbound through lane,
based on the 95th percentile calculation with a northbound left-turn arrow.
Therefore, it is recommended that a northbound left-turn arrow be installed.
DELICH 255 Johnson Drive TIS, October 2017
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Currently, acceptable pedestrian level of service is achieved for all pedestrian
destinations, except for the Commercial area to the south. Furthermore, all
pedestrian destinations achieve a level of service of A, except for the
Commercial area to the south. This assumes that students use the Prospect
Road Underpass to get to CSU. The commercial area to the south will meet
acceptable pedestrian level of service with the proposed Spring Station
Development and a proposed stair connection. This route will be non-ADA
compliant, but will be an asset to most of the walking public. Individuals that cannot
go up/down the stairs have two other routes. One route to the commercial area to
the south is the Mason Trail to the Max station overpass. This route achieves level
of service A for all thresholds, except directness. The other route is using the
College Avenue sidewalk. This route achieves level of service A for all thresholds,
except directness and continuity. The directness is at level of service B which is
acceptable. In order to achieve acceptable level of service for continuity, the
College Avenue sidewalk would have to be separated with a landscape parkway.
This is unlikely to happen in the foreseeable future.
Acceptable bicycle level of service cannot be achieved based on the requirement
that the site must be directly connected to both North-South and East-West on-
street lanes. Due to the location of the site, it is unlikely that this will occur in the
foreseeable future. In this area College Avenue does not allow bicycle traffic.
College Avenue However, this site is directly connected to both North-South
(Mason) and East-West (Spring Creek) trails. At this location these trails will act
similarly to on-street lanes.
Acceptable level of service is achieved for transit based upon the measures in the
multi-modal transportation guidelines.
OVERALL A A