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HomeMy WebLinkAboutPARK SOUTH PUD - MASTER PLAN - 46-88 - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDY• PARK SOUTH PUD SITE ACCESS STUDY FORT COLLINS, COLORADO MAY 1?88 Prepared for: Middel Enterprises, Inc. 1407 South College Avenue Fort Collins, CO 60524 Prepared by: MATTHEI.0 J. DELICH, P.E. 3413 Banyan Avenue Loveland, Colorado 80538 Phone 303-669-2061 1 6 0 IE<<ECIITIVE U[1[1i=R"(" The Park South PUD. located near the intersection of ' Hor•s.etooth Road and Manhattan Avenue in Fort Collins, Colorado, is proposed to be a. multi -use commercial .and residential development.. This study involved the steps of ' trip generation, distribution and assignment; tr•a.ffic projection; capac i ty analysis; tra.ff i c signal progression analysis., and -accidenta.na.ly�s.is as set forth in the City's ' Traffic Impa.c t Study Guidelines. This study assessed the impacts of Park South PUD on the ex i sat i nq street system in both 1 -'-'0 and 201 0 . As a resu l t of this anaal y=_.i s, the fol 1 0t,.ji ng is concluded: - The development of the Park South PUCE is feasible from a traffic engineering standpoint v.) i th specific improvements in the area. It is estimated that more than 4300 average t-,-jeeN:.day trips. v)i 11 be generated by the uses considered at Park: South PUD. Also included in this stud-y k.,,iere an additional 21 ,000 trips generated b>, the t4a.rren Farm and Minerva. Park. I- Current opera.t_ion of the Horse tooth/tlanhatt.a.n intersection is general 1 y acceptable t---)i th the stop sign control except_ for left -turn exits during the peak hours. 'South The Phase 1 (residential portion) of Park PUD an klarren Farm Phases=_. i and 2 1,,,1i 11 I i k e I y be implemented earl y and v.jere anal ;.•zed i n the =_.hart range anal y,s i s.. Opera.- ' tion of the streets. and intersections will be acceptable, e:;;cept for the left -turn exits at the Hors.etooth..'Ma.nhatta.n intersection. Some del a.;>,s. vii 11 be experienced but .should generally be confined to the peak hours. Stop sign control v,ii I be adequate considering short range development of the Park South PUD and l,Jarr•en Farm. 1 - [:Oith full development of the Park South PUD, UJarren Farm, and Minerva Business Park, signals be v.ia.rranted at the Horsetooth,."Ma.nhattan intersection. Actually, signa.ls I t,ii l l 1 ikely be viarranted prior to full development of each of the tracts and v,li 1 1 1 i k:el y occur shortly -after• Meadovil ark is completed as a. through =street to the north. This signal can f i t i n to a s i gna.l progress ion scheme al ong Horse tooth Road. - :atop si gn control i s. recommended at al 1 other intersections a.l onra tla.nha.t t.a.n Avenue. These intersections. v,iil1 operate acceptably except for the left -turn exits. - As a. si final i zed intersection, the Horsetooth/ I-leadowl ark i nter•_.ect i on tali 1 1 operate accepta.bl in the 1 ong range future v.ii th geometric improvements.. It is recommended ' that a. right -turn lane be provided on Horse tooth Road and i� 11 11 1 separate lanes for left turns, through_., and right turns be provided on both Manhattan and Meadowlark. - Right -turn a.ux i l i a.r•y (deceleration) lanes are warranted at the two proposed accesses along Horse tooth . The west access can be right-in/right-out. The east access should be right -in only due to operational constraints related to the distance to Manhattan Avenue. - The Dennison Avenue connection to the neighborhood to the west should not negatively impact the neighborhood with excessive traffic. Most trips generated by the developments considered in the report will uti 1 ize Hor•=_.etooth Road, Manhattan Avenue, and Meadowlark Avenue. However, Dennison Avenue wi 1 1 provide de an access to these commercial F developments for the neighborhood to the west. - With good design of the aforementioned geometric improvements to the intersections .and roads in this area as recommended in this report, the accident rate should be acceptable for urban conditions. II. INTRODUCTION This site access study addresses the capacity, geometric, and control requirements at and near a proposed developmentknownas the Park: Louth PUD located south4dest of the intersection of Horsetooth Road and 11anha.ttan Avenue in Fort C:ol 1 i ns, Colorado. ' Dur l ng the course of this. analysis, numerous contacts t,,+ere made vji th the project planning consultant (Vaught*Fr.e) a.nd the C: i t;. Traffic Engineering Department. The study conforms to the format set forth by the Traffic Engineering Department of the City. of Fort Col 1 i n The study involved the fol l ok.-.ii ng steps: ' - Collect physical, traffic, and development data. Perform trip generation, trip di st_r i but i on, and tr i p a. s. s. i ci n m e n t. Project traffic cirovith. Determine peak hour traffic volumes. Conduct ca.pac i ty and operational level of service ' - analyses on key intersections. Analyze signal tyia.rra.nts and signal progression. - Accident a.na1 y i s. ' Also included in this traffic impact study is development of the land to the north, as reported in the "tJar•ren Farm Site access. Study,," April 1 ='$.5 and land to the ' east, as reported in the "Minerva. Business Park Traffic Impact Analysis," May 1952'. II. EXISTING CONDITIOr-d' 1 The site of the Park South PIID, as shovin in Figure 1, is. in .a a. mired -use are. To the north Horsetooth, Hosetooth, it is. bounded by vacant land t•,ih i ch is expected to be developed as the txja.rren Farm PUD. To the vies.t and northt,•lest, it is I bounded by predominantly single family r•esidentia.l. To the ea,s.t , it is bounded by vacant land (one dwelling un i t used as an office) . Hot;,iever, this 1-And is zoned HE and for the purposes. of long range analysis, i t was assumed that i t wi l l ' be used as the Minerva. Business Park. There is currently vacant land to the southt,,l h i c h k.-,l i l l l i k: e l y be developed -as residential. - _ Horsetooth Road is cla•_s•ified as an -arterial L%lith the fol l ovii nq_ geometr i cs in the area of the Park 'mouth PIID: tk...Jo 1 a.nes. i n each d i rer_ t i on t,:i i th turn 1 a.nes. a.t. a.ppropr i .ate ' l oca.t i cans.. There is a. raised median in Horsetooth Road from the r•ai lr•oa.d tracks, t.--jest to Shields Street t:,.!i th br•ea.k:s at va.r•ioucz street intersections. South of Horsetooth Road, Manhattan Avenue is classified as a collector. It i s a. t�.,io 1 North Yard,' a I _j eli"IE ry ..0ad o, D _1 I in. . 1 1`11 '1 - )U I Tiwei s _.Vj r ' F., . 2( taro; i.* 'r I , !. a 51 IL- JI-E L,11_1 _W— r Nz­.8 11 -Park Golf Sf age it Course, 1 )7 - - -__it JUX11-11 it D i �posa I A :, I ----- - -- BM 4954, NO �J N1 W 17 S44 J[ I pj� r( _AEII _1r,_ "k, Hos L I TO 0, k, fc Ir - I IL :1� JL - rc- tr); - I V 5065 91 .. It 11 T1 �x;1 if ftilJi,� __ _jz i pr :Hu hes -'H UM heal j J, Stadi 2 -3 H c, It — I I �[ -!j 7 vel" ju Hr _j t Pit The. rakes ..... .. HI ra =f - J( w. I b-ol _E I oilr rIf- I) A _j II i 27 ------------ "n, 26 _7 F; Gravo 1 Oinegn 7' - i.--,. Pits 7 Lc;42—. `v i,� Z Wll')-) c I? 0 p Lake 499/8�/ car,;;. 11 '--qrGravel Dam PARK SOU Pit c Clellands vil P.U.D. Hat-mony Cem -b Cz 5ow IATFRk 4916 Resci-voi) le")a 4 SITE LOCATION FIGURE 1 ' lane street t-:ii th center left -turn lanes at the Horsetooth/ hla.nha.tIa. n inter sec Iion. North of the Park: South PUD s i to , Meadok;.!l a.rk Avenue (1 i nes up vii th Manhattan) is classified as. a. north./south col Iector betveen Drake Road -and Sla.l Ioi,,t Road. North of Drake Road, Mea.dokjl a.r•k: is proposed to continue as. a. collector intersecting t-�i i th Centre Avenue in the Centre for Advanced ' Technology development. Meadovfl a.rk: is a. vi i de street (pn1.4 = 80 feet) with one lane in each direction, turn lane_• at appropriate intersections, a bike lane on Moth sides of the street , and on -street parking. South of Stjal 1 ot.,i Road, hleadowI a.r k i s not c 1 ass i f i ed. Hot,,lever, , it has been the City'.s intent to continue the collector classification vtith hleadoka1 a.rk i nIers.ecI i ng vii I HorseIooth Road. Th i s t.�,i 1 1 be ' developed as past of the (.0arren Farm PUCE. St,.�a.l 1 ot,:i Road is an east/t,.iest collector- in the mile section north of the Pa.r•k. South PUD. 11 is the only rail road ' cross i no be tvieen Drake Road and Hor _.e Iooth Road. 1-1cC1 e 1 land Drive is a. tt::�o lane north south minor ar•ter•ia.I just east of the r•aiIroad tracks. It connect:. Drake ' Road and Horsetooth Road. One of the purposes of McClelland Drive is to provide some traffic re 1 i of to Col 1 er-Je A -venue . Nearby, traffic s. i ona.l s. tureen t l -y exist along Hor -.e tooth Road at College Avenue, Mason Street, and Shields. Street. Signal vjarr•a.nt=_. v,011 be evaluated at the Horse toothr'Pla.nhatta.n ' intersection as. part of this. study. Other nearby intersections -are step =_�i on controlled. IExis.tino Traffic _ s. Daily traffic f1r:�:i ain this area. is shovin in Fiour•e . These volumeare machine -counted volumes conducted by the Ci ty of Fort Coll ins. in 1983. ' In addition to the daily count data, peak: hour- turning movements t-,jere obtained at the Horsetoothr'Ma.nhatta.n intersect ion i n March 1987 (PM) and Apr i l 1988 (At -,I) . These counts are shc k: n in Figure .S. ' Existing Operation Using the traffic volumes shot.,ln in Figure S and the ex i st i no geometr i cs and control, the Horsetooth/t1a.nha.ttan intersection operates as shovin in Table 1. appendix A describes level of service for uns. i onal i zed intersections and i gna.l i zed intersections as defined in the 1' Hi ghtja•y 1 Ca. 'a.c i t,v Manual . This operation is considered to be acceptable in most urban situations except for left -turn • 4415 Z4 $ HORSETOOTH • Q N r s do 4! 9 27 - BZ-74 41o1 I s a w �- w 6' Q -i = J Z O Q U RECENT DAILY TRAFFIC COUNTS FIGURE 2 Q N ?,W-7 61 HORSETOOTH S/la Q N H Q Z Q AM / PM (1988) / (1987) RECENT PEAK HOUR TRAFFIC COUNTS FIGURE 3 0 0 Intersection Horsetooth2Manhattan NB LT NB RT QB LT Table I Existing Operation AM Peak P Peak D E D A B A Table 2 Trip Generation Dailx A.H. Peak P.H. Peak Land Use Trips Trips Trips Trips Trips in out in out Parcel A - 54 DU 540 11 30 84 20 Parcel B Office - 12.5 KSF 154 28 4 8 17 Commercial - 12.5 KSF 884 11 10 36 39 Parcel C Office - 50.0 KSF 615 93 is 14 68 Parcel D Retail - 175.0 KSF 1167 158 140 508 543 Parcel E Office - 12.5 KSF 154 23 4 8 17 Commercial - 12.5 KSF 834 11 10 36 82 Total 4298 SSO 216 634 284 t • 0 ' exits during the afternoon peek hour. Calculation forms for these analyses are provided in Appendix B. The existing ' control and geometrics are adequate at this location consi der i ng current traffic. Even though the 1 e+t-turn exits. from Manhattan experience some delays, the delays are onl;' for a portion of the peak hours. - III. PROPOSED DE'•,:'ELOPr1ENT The Park South PUD is a proposed multi -use commercial,,' residential development best of r1.3.nhattan and south of H� �r s•e tooth . A schematic of the site plan shove i ng the proposed .access points and land uses is provided in Figure 4. Tk,,o acces.s.es. to Hcr•setooth Road are proposed. Three accesses to Manhattan -are proposed. One access is the continuation of Denni son Avenue inter=.ecting vti th Han hatta.n Avenue. ' Trip Generation Trip generation is. important in considering the impact of development such as. this upon the existing street ' -a. =•y' fem. A compilation of trip generation information was prepared by the Institute of Transportation Engineers in ' 15'•_•, updated in 1'-'83, and was used to project tripsthat k!"oul d be generated by the proposed uses at this site. Table ? shot.. s the expected trip generation for the Park Louth PUG on a da.iIy and peak: hour ba.=•is. The analysis assumed no transit, r- i deshar i ng, or internal trips.. As such, the generation values used in subsequent analyses• are conservatively h i gh . Trip generation for tJa.r•ren Farm and r'1i nerva Business. Park: were taken from their respective reports which also used the same trip generation source. ITrip Distribution and Assignment The directional distribution of generated trips from the Park: 'mouth PUD via.s determined based upon a.nal;•'si= of ' current and future population,. -'employment data provided by the Fort Collins Development_ Center. The trip distributions. used ' .are shot,:m in Figure 5. _ Trip assignment is hov.j the generated and distributed trips are expected to be loaded on the street system. The assigned trips are the resultant of the trip distribution process. Figure 6 shoves the morning and afternoon peak hour trip assignments v.1i th factored 1 *-' '87:'1 ^S pe.a.k hour k oI umes. to reflect 1'-'-O condit.ions. This reflects Phase 1 (single ' family residential) development of the Park South PUD. It is expected that this is the level of development that can be expected in the short range future. This level of !w. 1 WARREN HORSETOOTH Parcel E Parcel D NORTH � ACCES Parcel C MIDDLE ACCESCI Parcel B , DENNISON ' \ '`(-- Parcel A 1 FARM MINERVA BUSINESS PARK I SITE PLAN SCHEMATIC FIGURE 4 0 0 0 0 0 N • Q N 44 0%/-70% HORSETOOTH z SITE a 0 5/ o% � a DENNISON a COMMERCIAL / RESIDENTIAL SHORT RANGE 0 0 0 Lo SITE 5% 0% ' 0 0 DENNISON N d 30. 507. HORSETOOTH COMMERCIAL / RESIDENTIAL LONG RANGE TRIP DISTRIBUTION FIGURE 5 I 1 1990 PEAK HOUR TRAFFIC FIGURE 6 development is. coupled t.,,li th the short range development of I-,I.a.rren Farm to the north. i Traffic Projections. Traff i c vol limes are projected for va.r i au=_. -streetst,,ii th i n the City of Fort Col 1 i ns. utilizing a tool knot,an as the ' gravity model which considers future land use, population, -and employment l oca.t i ons.. For 20 yea..r projections, thiss gravity model output is. the usual source for projections used in traffic impact -studies.. Hot. -,,ever, the last Traffic F1 ot.,a ' t,tap provides projections for the year 2000. Therefore, an e=_.t i mat i on k::ia= made of traffic in this area for the year 2010 using the l ates.t_ Traffic Fl ot.-,i Map, the t4orth Front Range Corridor Study, and the knot,,il edge of vjha•t_ has been occurring -and t,jhat is expected to occur in this area. of Fort Col 1 i ns.. Figure 7 shot%is the expected average dai 1 y traffic (ADT) for Horse tooth and Manhattan near this site in the year 1 -"-0 ' (.short range future). Figure 8 shoves the expected average daily traffic for Hor -etooth and tlanha.tta.n near th i cS =_•i to in the year 2010 t 1 ong range future). Figure = shot,,is the morning -and afternoon ion peak hour traffic for the s-treets in this area in the year 2010. I Signal kl a r• r• a. n t s As a matter of pol i cy, traffic ssi gnal =_. are not i n=_.tal 1 ed ' at any location unl es.=. tjia.rr•ants are met according to the "tla.nual on Uniform Traffic Control Devices." However, it is po-=.s.i bl e to determine whether traffic signal t,,ia.rra.nts are likely to be met based upon estimated ADT and utilizing a. 1 chart and.'or• the peak: hour signal t,,larr•ants shoi.in in Appendix C. Ut i 1 i z i ng this chart and the volumes s.hot,,in in Figures. 7 ' .and 8, =_.i,:)na.ls are not 1 ikely to be t,,ia.rranted at the Hcirs.etooth;*t--l-anh.att-a.n inter -section by 1'77-90. In 1990, stop s. i gn control will provide safe operation, although Hugh delays t,ai 1 1 be experienced by the t•leadot,,i1 a.rk and tlanha.tt.a.n legs during peaty, hours.. UIsi no the year 2010 projections., the Hers.etooth.•'t-lea.do,.,,i1 a.rk intersection wi 1 1 meet traffic signal warrants. Other i nters.ect i an=_. related to the Park South PUICy are not 1 i ke 1 y to require s, i final i za.t i on and v.lere subsequently ' analyzed t,,ii th =_.top sign control . Signal=• t,,li l l likely be t::jar•ra.n ted at the Horse tooth/.M-anhattan intersection t,,ihen a portion of the Park: South PUICy proposed uses. are developed and ' Hea.dovil ark is completed through to the north. The time vjhen _.i r-4nal s t:,li l l be t:.,lar r a n t e d is xth e n the daily traffic on t1ea.dot,flark north of or tla.nha.ttan south of Hors.etooth a.pproa.ches. : !_500. 0 13, 000 SHORT RANGE DAILY TRAFFIC Ito) 000 HORSETOOTH 2i10001, HORSETOOTH N FIGURE 7 Q N LONG RANGE DAILY TRAFFIC FIGURE 8 � Q N Oo 0 ON� O 100/110 20/ 20 I � � +— 450/ 1000 HORSETOOTH �— 1030/1340 J le,-300/340 IZ40/1000� -70/ 100 — 20/8o WO/Z30 �� 1 , 1020/ b10 —Y O I50/200 moo 0 0 00 0 To 10/100 20/ 80 1 T r 1JoM. 10/30 —� 00 O O Ln (DH) O M �l Nr 10/90 FJOM. 10/20 DENNISON 1I / 30/20 IJ OM. 10/10 —N 000 AM/PM ZQ NG _o 0 rn H � a Z a LONG RANGE PEAK HOUR TRAFFIC FIGURE 9 ' Signal Pr•ogressi on ' Si gnat progre_•si on v)a_• a.na.l yzed on Horsetooth Road si n c e a signal is anticipated at the Horsetooth/M••a.nha.t+_an intersec- tion. The technique used in the signal progression analysis t,,ias a computer program cal led Signa.l Progression Ana.lysi=_ r'SPAN) prepared by the University of Fl or• i da Transportation Research Center. Its main functions include: Interact ive entry of ar•ter•ial sy=.tem data. Display a time location diagram vihich provides graphical representation of the quality of arterial o g r• e s •_•ion . progression. - Printing of a. time -space diagram to shove the quality of progression. - Opt imiza.tion of =.igna.l offsets for ar•ter•ia.l pro- gression. The program input=. Aare: - Inter=.ection location - Cycle length Phasing Offsets - Speed Any or all of these inputs can be changed i ter•at i vel y in achieving the optimal progression. ' Hor—Setooth Road data for existing .-arid proposed signalss k.-.)ere used in evaluating progression along Hor =etooth Road. The signal progression on Hor_.etooth Road k,,,a=• analyzed based ' upon the following cr• i ter• i ..a: - Cycle 1 encith of 80-120 seconds. - Posted speed of 35-40 mph. - t1•-.in1 ine (Hor_.etooth) G.-"C Redo Shields G./C, = 0.40 Manhattan G,./C = 0.60 tla.son G/C = 0.27 (Signal on 1/2 cycle) :� �l l ege G/C: 0 . 30 College' - Green time on the cross street is greater than the pedestrian crossing time of the mainline at 4 feet per second (Gp = i.0 + 1(,.1/`4.01 - ` ) . - Achieve the largest bandt,di dth possible along Horsetooth. A number of cycle lengths and speeds. t,,ier•e examined. A cycle l encith of 10 seconds and a. travel speed of 35 mph t,,a.s selected as the best to meet the above cr i ter i a.. Appendix D shot:,,_. the progression analyses for Horset.00th Road. A ba.ndt,,i i dth of 15 seconds is possible in each direction. it 1 5 1 II� 17 1 1 1 1 The above progression analysis is presented to shoot that. =.I goal s can fit along Hor•setooth . Design progression analysis. must be conducted on a regular basis reflecting change i n 1 and use , speed, and ether var i abl es. Operations Analysis - Capacity analyses t:,tere performed on key intersections to determine hc�t:.j each t:,tould operate in 1990 with Phase 1 development of the Park South PUD. This includes the single f-am i1y det.a.ched re_•ident ial use vtest of Manhattan Avenue. Operations analyses tjere performed on key intersections for - year 2010 traffic, full development of the Park South PUGS, and full development of bath the 4jar•ren Farm and the Minerva Business Park. The i n i t i a.l capacity analyses viere conducted on the 1990 tr•a.ff i s condi t i on s as s•htav:tn in F i gur•e 6. The anal vs•e=_. assumed that , v:th i 1 e a connect i on be tvieen Mea.dowl -ark north of the s•i to and Hors.etooth south of the si to t:,tas made, i t t:.)ouI d be a circuitous route involving numerous turns and t.rans•vers•ing a. number of local streets, as was reported in the t:Jarren Farm Site Access Study. As such, the through traffic is 1 i kel y to be mi n im•a.l . The Phase 1 street system bath north and south of Horse tooth is shovin in Figure 10. The results of the capacity -anal yses are shown in Table S. Backup calculation forms are provided in Appendix E. I t ca.n be seen that during the peak hours, certain movements. have unacceptable operation. The best solution for this operation is s• i gna.l i za.t i on , hot::ver signals t:•! i l l not be viarran ted at this level of development. The unacceptable operation is. primarily due to the high through volumes or, Horsetooth Road. Unacceptable operation often occurs at stop sign controlled inter•s.ections prior to meeting signal via.r•r•-ants•. There is little that can be done except providing separate turning lanes. far the .1a.r i ous. movements so that delays are not shared by all approach vehicles. Geometric requirements at .a.l 1 access. points are addressed for the build -out (year 2010) condition, since these are customarily designed using 20 year traffic projections. The ex i s•t i ng cross section of Manhattan Avenue vai 1 1 accommodate the traffic generated by Phase I of Park South PUD and the i n i t. i al phases of t.,Jar•ren Farm. Capacity analyses v:tere also conducted utilizing the year 2010 traffic as shot:�,tn in Fi ciure 9. The results of these anal :•s•es• are s•hot:�,in in Table 4. Backup calculation farms. -are provided in Appendix F. i:-Ji th a. signal at the Horsetootht:` Manhattan intersection, this intersection should operate .acceptably v,ii th some geometric improvements on both Horse tooth and I -la that ta.n . The Fort C:ol 1 i ns ('Taster Street Plan indicates that Hors•etooth Road is designated as a major arterial vt i th four- lanes plus. turn lanes. The volumes projected in this report indicate that right -turn lanes 1 6 Q N n [11 1 11 11 C� I I PHASE I STREET SYSTEM FIGURE 10 0 0 Table a 1?90 Peak Hour Operation Intersection AM Peak P Peak Horsetooth: tanhattan NB LT D E NE RT D B SB LT F E SB RT/T C E QB LT B B EB LT A B Table 4 201O Peak Hour Operation Intersection AM Peak PH Peak Horsetooth2Manhattan Standard Arterial/Collector C D Geometries Exclusive RT lanes on all C C legs Manhattan: North Access HB LT A A SB LT A A QB LT D E QB RT' A A EB LT E F EB RT?T A A Manhattan: Middle Access NB LT A A SB LT A A QB LT D D MB RT/T A A EB LT D E EB RT/T A A Manhattan/Dennison NE LT A A SE LT A A QB LT C C QB RT/T A A EB LT C D EB RTZT A A JI I� I 1 I should be added to Horsetooth Road on both the east and vest apprc,a.ches. rlea.doi-A,-ark :north of Horsetooth? should be designed as a typical Fort Col 1 i ns collector street v)i th one travel lane in each direction -and a center left -turn lane. Manhattan (south of Hors.etooth) should be a. four lane plus center turn lane crc �_._. section through the commercial portion of Park South PUD and Minerva Business Park. This recommendation is due to the high traffic volumes. that are generated from both of these developments.. This viidened •aect.ion should extend to the Dennison inter -section. South of Dennison Avenue, rla.nha.tta.n can return to the typical Fort Col l i n=. collector- level cross section. In order to achieve -acceptable operation at the Horse tooth./Manha.t tan i n ters.ec- t i on , the north th and south appro-aches. should have separate left -turn, through, and right -turn lanes. Bike lanes. should be considered if they Are in conformance t::ji th the City - s bi k:evlay program. Stop s i cln control i s• adequate a.t al 1 other intersections. along Manhattan. Operation t,,ii 1 l be Acceptable except for the left -turn exits from the Park South PUD and Minerva Business Park accesses. Provision of left -turn lanes At each Access confine these delays to just one lane of tr•a.ff i c . Tt!do accesses are proposed to Park South PUG from Hors.etooth Road. The one on the ulest bett:,ieen Parcel s D and E is proposed as a right-in/right-out. The operation at this inter -section be in acceptable operational categories during the peak: hours. The access. to Parcel G, shcoin approximately 280 feet ixiest of Manhattan, should be .a. right - in only. This recommendation is made because the right -turn exits. wi 1 l have difficult-r, accessing all the lanes. on eastbound Hor_.etooth Road. Both of these accesses should have r• i oht-turn deceleration lanes of 37n feet for a. design speed of 40 mph. If constraints exist, consideration should be given to reducing these deceleration lanes to 310 feet, vih i ch t::ou l d u t i 1 i ze the posted speed ('35 mph) As the design speed. Concern i,.jas• expressed that traffic from Park Louth PUG a.nd the other developments. included in this traffic study, t;,lou 1 d u t i 1 i ze Dennison Avenue through the neighborhood to the k,lest as a. potential route. This is not 1 i ke l y to be the case, since acceptable operation will be achieved At the Hor =.eooth:'r,la.nhat tan intersection t1ahen it is s• i gna.l i zed. There be no cause for traffic to go through the neighborhood to the ixiest . Hotfiever• , the Dennison Avenue connection t,,ii 1 1 afford the residents of the neighborhood to the L%ies•t An opportunity to access the commercial areas v,ti thout using_ Hor••_•etooth Road. It is expected that this. traffic t,,ii 1 l be minimal -arid t:,ii l 1 hardly be noticed by the residents of these local streets. A short segment of Dennison Avenue, just vie•_.t of t-lanhat ta.n , t!,i i 1 1 serve As an access to both the neighborhood 7 ' (r•es i den t i al trips) -and the commercial area to the north . I t_ is. recommended that this short segment (about 300 feet) have ' a. three lane cross section t%ti th one travel 1 a.ne in each direction and a center turn lane. Since no dwe11inra uni _is are likely to front on this short segment of Dennison, park: i ng shout d not be a1 1 ok,,ied in order to max imi ze the utilization of this street. 1 Accident Analysis The oeometr i c recommendations at the Horsetr� t _o_h: t-1a.nha.tta.n intersection a.nd other inter -sections -al ong Manhattan should maximize the vehicle separation and Keep the accident rate -at a minimum. The aux i 1 i a.ry 1 a.nes al on Horsetooth Road, discussed above, should remove right -turning ' vehicles from the through traffic stream .and thus el imi na.te the 1 i k:el i hood of rear end accidents.. I V. C OP•I C L U S I Of,) This study assessed the impacts. of Park: South PUD on the existing street system in both 1 ; =0 and 2010. As a. result of this. analysis, the fol 1 oi,,ii ng i s concluded: - The development of the Park South PUD is. feasible from a. traffic engineering standpoint Vdi th specific improvements in the area. It is estimated that more than ' 4300 average vieek:d.aw trips wi 1 1 be generated by the uses considered at Park: South PUD. Also included in this study viere an additional 21,000 trips generated by the l,Jarren Farm and Minerva. Farb;. - Cur -rent operation of the Horse tooth./.Manhattan inter -section is generally acceptable i;,t i th the stop s• i pan control except for loft -turn exits during the peak hours.. - The Phase 1 (residential portion) of Park South PUDand l,,iarren Farm Phases 1 and 2 t,a i 1 1 1 i ke 1 y be implemented early and �,.lere analyzed in the short range analysis. Opera- tion of the streets and inter•s.ections i,:lill be acceptable, except for the left -turn exits at the Hor=_.etooth/Hanhatta.n ' intersection. Some delays. t:,iill be experienced but should generally be confined to the peak hours.. Stop sign control be adequate considering short range development of the ' Park South FIID and t0arren Farm. - L,Ji th full development of the Park South PIED, tJarren Farm, and h-liner•va. Business Park, signals t,,iill be vlarr•a.nted -at the Hor•s.etooth,,!P1a.nh.a.tt_a.n intersection. Actually, signals i,:iil l likely be vjarranted prior to full development of each of the tracts and tjiill Iikelx occur short_l;+ after [1eadov)lar•k is 1 1 1 1 1 completed as a. through street to the north. This Signal can fit into •a. signal progression scheme along Horsetooth Road. - Stop sign control is recommended at all other intersections along Manhattan Avenue. These intersections will operate acceptably except for the left -turn exits. - As a signalized intersection, the Horsetooth/ Manhattan intersection will operate acceptably in the long range future with geometric improvements.. It is recommended that .a. right -turn lane be provided on Horse tooth Road and separate lanes for left turns, throughs, and right turns be provided on both Manhattan and Meadowlark. - Right -turn aux i 1 i a.r•y (deceleration) lanes are warranted at the two proposed accesses along Hors.etooth. The west a.cce=.s can be right-in/right-out. The east access should be right -in only due to operational constraints related to the distance to Manhattan Avenue. - The Dennison Avenue connection to the neighborhood to the west should not negatively impact the neighborhood with excessive traffic. Most trips generated by the developments considered in the report will utilize Horse tooth Road, Manhattan Avenue, and Meadowlark Avenue. However, Dennison Avenue wi 1 1 provide an access to these commercial developments for the neighborhood to the west. - With good desi gn of the afor•emen t. i oned geometric improvements to the intersections and reads in this area as recommended in this report, the accident rate should be acceptable for urban conditions.