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Home My WebLink AboutTIMAN PUD MASTER PLAN - 26-88B - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYTIHAN PUG MASTER. PLAN SITE ACCESS STUDY FORT COLLINS, COLORADO APRIL 1988 Prepared for: Front Range Partners 2200 E. River Road, Suite 123 Tucson, AZ 85718 Prepared by: MATTHELJ J. DELICH, P.E. 341:3 Banyan Avenue Loveland, Colorado 80538 Phone 303-669-2061 1 • 0 EXECUTIVE SUMMARY Timan PUD Master Plan is a proposed development located at the intersection of College Avenue and Trilby Road. This traffic impact study involved the steps of trip generation, trip distribution, trip assignment, capacity analysis, traffic signal warrant analysis, signal progression analysis, and accident analysis.. This study assessed the impacts of Timan PUD Master Plan on the short range (1990) and long range (2010) street system in the vicinity of the proposed development. As a result of this analysis, the following is concluded: - The development of the Timan PUD Master Plan is feasible from a traffic engineering standpoint. At full development as proposed, approximately 17,500 trip ends will be generated at this site daily. - Existing operation at the College./Trilby and College/ Skyway intersections are not acceptable with existing stop sign control. With the warranted signal at the College/ Trilby intersection, this intersection will operate acceptably. - By 19510, given development of Phase I of the Timan PUG Master Plan and an increase in background traffic, the ignalized intersection of College and Trilby will operate acceptably. With stop sign control, the College/Skyway intersection will operate unacceptably. It is recommended that Skyway Drive be widened to provide for an eastbound left -turn lane. - By 2010, the College/Trilby intersection will operate ' acceptably during the peak hours with College Avenue as a six lane street and a four lane cross section on Trilby Road. Due to an expected high right -turn volume on westbound Trilby ' Road, an exclusive right -turn lane improves the operation significantly. Ulith full development, signals will likely be warranted at the College/Skyway intersection and the College/ Access D intersection. Both of the signalized intersections will operate acceptably. The stop sign controlled Access A and B will operate acceptably except for loft -turn exits. With separate right- and left -turn exit lanes, any delays ' which might occur will be confined to the left -turn lane. Exits from this area do have alternative means of egress_.. The stop sign controlled Access F will operate acceptably. ' - Signals at the Coll ege/Skyw:lay and College/Access D intersections can fit into a progression band on College Avenue. The Access G intersection could be placed 550-650 ' feet north of Trilby Road for better signal progression along College Avenue. The proposed stop sign controlled limited turn driveway access (Access C) to College Avenue will operate acceptably. The following recommendations are made with regard to this right-in/right-out access: - The Access C to College Avenue does not significantly affect the operation at other adjacent intersections. Therefore, Access C cannot be justified from an operations point of view. - If Access b is moved to the south, as was suggested under the signal progression discussion, then the space between Trilby and Access D will not be long enough to accommodate another access. - Since the South College Access Flan will address this and other access along College Avenue, final determination should be determined as part of that process. - The recommended long range geometrics are shown in Figure 14. - With the recommended control geometric=_., the accident rate should be at an acceptable level for typical urban conditions. I. INTRODUCTION This site access study addresses the capacity, geometric, and control requirements at and near a proposed commercial development known hereinafter as the Timan PUD Master Plan. It is located at the intersection of College Avenue and Trilby Road in Fort Collins, Colorado. ' During the course of the analysis, numerous contacts vler•e made with the project planning consultant (Vaught*Frye) and the Fort Collins Traffic Engineering Department. This study generally conforms to the format set forth in the Traffic Impact Study Guidelines. 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 and daily traffic volumes. - Conduct capacity and operational level of service analyses on key intersections and roadway sections. Analyze signal warrants and signal progression. - Analyze potential changes in accidents and safety considerations. ' - Perform ivji th/vii thout analyses to evaluate the need for selected accesses to this property. II. EXISTING CONDITIONS ' The location of the Timan PUD Master Plan is shovin in Figure 1. It is important that a thorough understanding of the existing conditions be presented. ILand Use Land uses in the area are primarily either agricultural, residential or commercial. Commercial development exists to the east (across College Avenue) and north (across Skyvlay Drive). Residential land use exists to the north, south, and ' tj�test . Some agricultural (grazing) land is west of the site. The grazing use is sporatic and, as such, this land is predominantly vacant. Land in the area is rolling ixii th the high point of a. ridge just west of this site. The center of Fort Collins lies to the north of the Timan PUD Master Plan. 1 Roads The primary streets near the Timan PUD Master Plan are shoa,ln in Figure 2. Trilby Road is south of the Timan PUD Master Plan. It is an east -west street designated as a 1 I SITE LOCATION FIGURE 1 • • Q N SKYWAY DRIVE TRILBY ROAD (C.R. 34) PRIMARY STREETS FIGURE 2 I� Q 1983 DAILY TRAFFIC FIGURE 3 P collector in the North Front Range Corridor Study. It is currently a two lane road with a rural (shoulders) cross. section. The College/Trilby intersection has stop sign control with College Avenue receiving the right-of-way. It is expected that this intersection will be signalized this_. summer. On the t;iest approach to the College/Trilby intersection, all movements are handled in a single la.ne. On the east approach to the Col 1 ege/ Tr• i 1 b>• intersection, there ' is a right -turn lane and a left-turn/through lane. East of the intersection, Trilby Road is posted at 30 mph and west of the intersection, it is posted at 35 mph. Due to the grade differences, sight distance should be checked at all proposed accesses to Trilby Road. The nearest signal to this intersection is at the College/Harmony intersection, two miles to the north. There are no signals along Trilby Road. College Avenue (U.S. 287) borders the Timan PUD Master Plan on the east. It is a north -south street designated as a major arterial on the Fort Collins Master Street Plan. In this. area, College Avenue has a four lane urban cross section with a. center turn lane. There are wide shoulder lanes on College Avenue. These shoulder lanes are striped as acceleration and deceleration lanes at the College/Trilby intersection. The existing speed limit is 55 mph. When the signal is installed at the College/Trilby intersection, it is ' expected that the approach speeds_. on College Avenue will be decreased to 45 mph. On the east side of College Avenue (across from this site), there are many commercial uses with ' almost each one having its ot,.in access to College Avenue. This virtually uncontrolled access presents safety and operational problems along College Avenue. ' Skyway Drive is on the north side of the Timan PUD Master Plan. It is a local street with a two lane rural cr•os_.s. section. There is a single lane approach to College ' Avenue from the west. From the east, a driveway access lines up 4-ji th Skyway Drive. skyway increases in grade to the west from College Avenue. The College/Skyway intersection is stop sign controlled with College Avenue receiving the right-of- way. Skyway Drive provides access to an established residential subdivision to the west and north of the proposed Timan PUD Master- Plan. Existing Traffic Daily traffic flow is shown in Figure 3. These are machine counted volumes conducted by the Colorado Department of Hi ghvtays in 1 -'83. Peak hour turning movements obtained in March 1988 are shown in Figure 4. Raw traffic count data is provided in Appendix A. Figures_. 5 and 6 show the peak hour turning movements. in 1984 and 1985, respectively. While ' individual movements_. vary, the sum of the intersection approach volumes have not changed substantially over the past ' 2 I 1988 PEAK HOUR TRAFFIC Am Q N Ll FIGURE 4 W 0 W J J N o N Q U M � � �S\ 49/ 2>4 1/12 23/ 19 31/25 �� } Ilo/li �\ N �1* kJ r- 1984 PEAK HOUR TRAFFIC Q N TRILBY AM/PM FIGURE 5 Q ,, N W J J r p 4"7/ 31 21/14 30� 10 9/1 15 09� S 9 TRILBY AM/PM 1985 PEAK HOUR TRAFFIC FIGURE 6 ' few years. Based upon this stabilization of traffic over the past few years, the background traffic for the short range future was factored by one percent per year. Existing Operation The only two intersections which could be evaluated are ' College/Trilby and Coll ege/Skytaay. These intersections were evaluated as stop sign controlled intersections with existing geometric= using the volumes shown in Figure 4. The peak hour operation is shown in Table 1. The calculation forms are provided in Appendix B. Appendix C describes level of service for signalized and unsignalized intersections from the 1985 Hi ghtaay Capacity Manual. Since a signal will soon be installed at the College/Trilby intersection, it was also evaluated with signal control. This is also shown in Table 1. At the College/Skyway intersection and the College/Trilby ' intersection with stop sign control, delays to specific movements are due to the high volumes on College Avenue rather than turning movements to or from the minor streets. ' There is little, short of signalization, that can be done to improve the operation. Movements which experience delays, such as left -turn exits from the minor street, can be isolated into exclusive lanes. This will confine the delays ' to only those vehicles desiring to make a particular movement. To accomplish this, widening would be necessary on ' the minor street approaches. With signalization, the College/Trilby intersection will operate acceptably. III. PROPOSED DEVELOPMENT The Timan PUD Master Plan is a. proposed mixed use commercial development located at the intersection of College Avenue and Trilby Road in Fort Collins. Figure 7 shows a schematic of the site plan of the Timan PUD Master Plan ' indicating the uses shown in Table (. Phase 1 short range) analysis 2, Trip Generation.The used 1990 traffic, projected to increase at one percent per year for College Avenue. No 1995 analysis was performed since this development is t proposed as a master plan. Other than the Phase i parcel, the proposed uses are somewhat speculative. The long range analysis_. (2010) included full site development with the traffic volumes indicated in the North Front Range Corridor ' Study. When more definitive uses are proposed for other parcels, a brief update of the traffic study should be prepared which evaluates those uses and how they relate to ' the master plan. Table 1 1988 Peak Hour Intersection Operation Intersection API PM Col 1 ege;'Tr i 1 by SE? LT Collecie B B 1JB RT Tr i 1 by C B W8 LT: T Trilby E E NB LT College A C EB RT/T/LT Trilby E F College/Trilby (signal) A (0.33) A (0.27) Col 1 ege/Skyviay SB LT Col1eoe B B WB RT:-T/LT Skyviay, B E NB LT Skyway A C EB RT/T/LT Dr i vevlay F F Table 2 Trip Generation Daily A.M. Peak P.M. Peak Land Use Trips Trips Trips Trips Trips in out in out Phase 1 A - Furniture Store 258 7 4 11 12 & Warehouse - 60 KSF A - Retail - 70 KSF 2933 112 41? 217 231 B - Open Space C - Retail - 20 KSF 838 D - Retail - 77.5 KSF 3247 G - Office - 77.5 KSF 953 E - Open Space F - Retail - 150 KSF 6285 G��*H - Office - 240 KSF 2952 Total 17466 32 14 62 66 124 54 240 256 144 27 21 105 240 105 465 495 446 84 65 326 1105 337 1081 1491 I SKYWAY DRIVE G F TRILBY ROAD 0 mi rO� L.-J E W W W W J J 0 0 0 10 liq SCHEMATIC OF SITE PLAN FIGURE 7 1� l� 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 was prepared by the Institute of Transportation Engineers in 1976, updated in 19'83, and was used to project trips that would be generated by the proposed uses at this site. Table 2 shows the expected trip generation on a daily and peak hour basis. No adjustments were made for transit or ridesharing. Therefore, the trip generation can be considered conservatively high. Trip Distribution ' Two directional distributions of the generated trips were determined for the Timan PUD Master Plan. Distributions from the commercial uses used population as the attraction t variable in the gravity model. Future year (1990 and 2010) data was obtained from information supplied by the Fort Collins Planning Department. For the Phase 1 (1990) analysis, the distribution is shown in Figure 8; and for the ' long range (2010) analysis, the distribution is shown in Figure 9. ' Several land use generators such as shopping centers, drive-in (fast food) restaurants, service stations, convenience markets, and other support services (banks, etc.) t capture trips from the normal traffic passing -by the site. For many of these trips, the stop at the site is a secondary part of a linked trip such as from work to shopping center to home. In all of these cases, the driveway volumes at the site are higher than the actual amount of traffic added to the adjacent street system, since some of the site generated traffic was already counted in the adjacent street traffic. A pass -by factor of 25%* was applied to the newly generated trips. The procedure used to account for both pass -by traffic and primary destination traffic is as follows: 1 This pass -by factor was obtained by averaging pass -by factors from the following sources: 1. Transportation Engineering Design Standards, City of Lakevlood, June 1985. 2. Development and Application of Trip FH14A/USDOT, January 1985. 3. "A Methodology for Consideration of Traffic Impact Analyses for Shopping ITE Journal, August 1986, Pg. 37. Generation Rates, Pass -by Trips in Centers," Smith, S., 1 • �- SKYWAY 1—f /.► TRILBY 0 40 30% w 0 w J J 0 0 15 '�o f � I qk SHORT RANGE TRIP DISTRIBUTION FIGURE 8 Q 35/ N ■ e,%— SKYWAY I - 511/. -- w a SITE w J 0 0 I�-- TRILBY LONG RANGE TRIP DISTRIBUTION FIGURE 9 - Estimate the trip generation rate as is currently done and determine the total number of trips forecast to occur, based on the size of the development. Estimate the percentage of pass -by trips, and split the total number of trips into two components, one for pass -by trips and one for new trips. Estimate the trip distributions for the two individual components. The distribution of pass -by trips must reflect the predominant commuting directions on adjacent and nearby roadway fac i 1 i t i es. Most peak period pass -by trips are an intermediate link in a work trip. Conduct two separate trip assignments, one for pass -by trips and one for new trips. The distribution for pass -by trips. wi 1 1 require that trips be subtracted from some intersection approaches and added back in to others. Typically, this. wi 1 1 involve reducing through-roadviay volumes and increasing certain turning movements. Combine the assigned trips to yield the total link loadings, and proceed with capacity analysis as normally done. Traffic Projections Traffic projections for the short range time period were obtained by factoring the existing traffic by 101 percent per year to obtain the expected traffic in 1990 given an average rate of land development in the immediate area.. This traffic is identified as background traffic which passes by the site on both College and Trilby. Figure 10 shows the expected 1990 daily traffic considering the site generated traffic and the background traffic. For 20+ year projections (year 2010), the usual source for projections is the Traffic Flow Map as provided by the City. Hot.Eiever, the last Traffic Flow Map provides projections for only the year 2000. Therefore, an estimation was made of traffic in this area by the year 2010 using the latest Traffic Flow Map and the knowledge of what has been occurring and what is expected to occur in this area of Fort Collins. Information developed for the North Front Range Corridor Study was also u t i 1 i zed in these projections. These daily projections are shown in Figure 11. ' 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 12 shows the short range morning peak hour assignment and the afternoon peak hour assignment of the 1 Timan PUD Master Plan generated traffic plus background traffic. Figure 13 shows the long range peak hour assignment 1 5 O 0 0 4!2�1 � V.- SKYWAY w O 0 0 w SITE O J O J N O 0 -.0 1400".- TRILBY 0 0 Z 20 o 1990 DAILY TRAFFIC FIGURE 10 o N d I O d 4900 SKYWAY I z� Iw O ('} SITE 0 w J 20 1 pr Io,000 TRILBY I II,009 �y H O O 0 In 2010 DAILY TRAFFIC FIGURE 11 LJ 4 N 71 PHASE 1 PEAK HOUR TRAFFIC FIGURE 12 SKYWAY G /,1 l! Q O TRILBY 130/°1S 3�5/24S a 0 o D� \� 40/50 ��5/140) 25/20 15 i� 130/l 1 50/4 50/40 � I 10/ 30 00 50/9 5 �t �p0N F J r N E 40/90 O OE: O O O o � 40/ 100 s I.IOM. 40/ 5O D -f 5/ 300 —� MOM. 45/ 150 —� 000 LD aW- W J C 15/90 \ -i 0 B O 00 O O OWN 9 O ZOO/250 Z30/190 —50/95 1 `-150/IBO I ZO/ 130 I Q)O/2`� 5� ---400/455) �� 15/25 7-OO/Z50 400/410 — 100/ 17-0 —i O I20/ 130 —y 0 0 � 00 0 Lo It AM/PM 2010 PEAK HOUR TRAFFIC FIGURE 13 of the Timan PUD Master Plan generated traffic plus background traffic. These assignments assume access driveways at locations proposed by either the developer or site planner. ISi gnal Warrants 1 As a matterof policy, traffic signals are not installed at any location unless warrants are met according to the Manual on Uniform Traffic Control Devices. Hot. -,,ever, it is possible to determine whether traffic signal warrants are ' likely to be met based upon estimated ADT and utilizing the chart and/or peak hour warrants shown in Appendix D. Using the peak hour traffic volumes shown in Figure 12, it is not likely that traffic signal warrants .will be met at the Cal1ege/Skyt,,iay intersection. Traffic should be monitored to determine when or if traffic signal warrants are met. The warrant analysis assumes full turns at the College/Skyway intersection. Without a signal at this intersection, left turns from Skyway are at unacceptable operational levels of service due to the high volumes on College Avenue. ' Using the peak hour volumes shown in Figure 13, it is likely that traffic signal warrants vii11 be met at the ' Col 1 ege/Skyv,ia.y and College/Access D intersections. Traffic should be monitored to determine when traffic signal warrants will be met. This will likely occur v,lhen the majority of the ' proposed retail uses are developed. Signal Progression Signal progression was evaluated prior to intersection operational analysis in order to determine whether a signal ' at the Col 1 ege/Skyv,iay and College/Access D intersections should even be considered. The State Hicihway Access Code states that this analysis is necessary for all future or proposed signals along a. state highv,lay. In this area, U.S. 287 is a Category 3 highway. The analysis requires that progression be possible along U.S. 287 v0 th a desirable bandwidth of 40 percent (minimum 30 percent). A speed of 45 mph or the posted speed where less than 45 mph should be used. The analysis should include signals one mile north and south of the evaluated signal location. The analyses ' included in this report show progression diagrams from Trilby to Harmony (two miles). They do not include signal south of Trilby since the nearest anticipated signal is one mile to the south at County Road 32. The City of Fort Collins is anticipating to develop an access plan for College Avenue from Swallow Road to Trilby Road. This area t�loul d be included in that access_. plan. However, the timing of that work is after the submittal date for this project. Therefore, access to this site was evaluated as part of this site access• plan. It is anticipated that the recommendations regarding access to this site will be similar to those from the South College Avenue Access Plan when it is completed. The technique used in the signal progression analysis was a computer program called Signal Progression Analysis (SPAN) prepared by the University of Florida Transportation Research Center. Its main functions include: - Interactive entry of arterial system data. - Display a time location diagram which provides graphical representation of the quality of arterial progression. - Printing of a time -space diagram to show the quality of progression. ' - Optimization of signal offsets for arterial pro- gression. The program inputs are: - Intersection location - Cycle length Phasing Offsets - Speed Any or all of these inputs can be changed iteratively in achieving the optimal progression. College Avenue data for anticipated signals to the south of Harmony Road was obtained through review of previous traffic reports in the area. Projected traffic was used to determine phasing at Harmony, Trilby, and site intersections. Estimated traffic was used at other intersections to determine phasing. In lieu of actual phasing and offset data, this is the most reasonable means of determining the signal phasing. The evaluation was made v)i th and without a signal at Access D. The signal progression on College Avenue was analyzed based upon the following criteria: - Cycle length of 120-130 seconds (as determined by 1936 progression analyses for the City of Fort ' Collins). i ns�) . - Speed of 45 mph. (CDH policy of using 45 mph as a maximum in areas where signals are anticipated) ' - Mainline (College Avenue) G/C Ratio Harmony G/C = 0.46 Off Peak, G/C = 0.55 AM/PM Peak Fossil Creek Parkway G/C = 0.75 Off Peak, G/C = 0.70 AM/PM Peak Skyway G/C = 0.75 Off Peak, G/C = 0.75 AM/PM Peak Access D G/C = 1.00 (no signal), G/C = 0.75 Off Peak, G/C = 0.70 AM/PM Peak 1 Trilby G/C = 0.60 Off Peak, G/C = 0.55 AM/PM Peak IF - Green time on the cross street is cir•eater than the pedestrian crossing time of the mainline at 4 feet ' per second. - Achieve the largest bandwidth possible along College. In accordance with the State Highway Access Code, the expected posted speed of 45 mph was used. An off peak cycle length of 120 seconds and a AM/PM cycle length of 130 seconds were used in these analyses.. Based upon traffic count data., a balanced (equal) bandwidth is required for the off peak signal progression. Page 1 of Appendix E shows the off peak progression analysis with no signal at Access D. The through bandwidth is. 39 seconds in each direction or 32 percent. This is over the ' minimum allowable bandwidth for a Category 3 Hi ght,.)ay in the State Highway Access Code. Page 2 in Appendix E shows the off peak progression analysis with a signal at Access D. The through bandwidth is 36 seconds in each direction or 30 percent. It is concluded that there is no significant deterioration of the through bandwidths on College Avenue when a signal is introduced at Access. D. In the morning peak hour, traffic count data indicates that the northbound bandwidth should be wider than the southbound bandwidth using an approximate 60i:/40X ratio. ' Previous progression studies have indicated that a 130 second cycle length should be considered. Page 3 in Appendix. E ' shows the AM peak progression analysis with no signal at Access D. The through bandwidths are 48 seconds (37 percent) northbound and 35 seconds (27 percent) southbound. These average over the minimum allowable bandwidth for a Category 3 ' Highway. Page 4 in Appendix E shows AM progression analysis with a signal at Access D. The through bandwidth in each direction is slightly less than if there were no signal at Access D. It is concluded that there is no significant 1 deterioration of the through bandwidths on College Avenue when a signal is introduced at Access. D. In the afternoon peak hour, traffic count data indicates that the southbound bandwidth should be wider than the northbound bandwidth using an approximate 55%/45X ratio. ' Previous progression studies have indicated that a 130 second cycle length should be considered. Page 5 in Appendix E shows the PM peak progression analysis with no signal at Access D. The through bandwidths are 45 seconds (35 percent) ' southbound and 39 seconds (30 percent) northbound. These average over the minimum allowable bandwidth for a Category 3 Highway. Page 6 in Appendix E shows PM progression analysis ' with a signal at Access D. The through bandwidth in each direction is slightly less than if there were no signal at Access D. It is concluded that there is no significant ' deterioration of the through bandwidths. on College Avenue when a signal is introduced at Access D. The above progression analyses are presented to shot,,, ' that signals can fit on College Avenue. Design progression analysis must be conducted on a regular basis reflecting change in land use, speed, and other variables. ' The location of a signal approximately 500-600 feet from a major signalized intersection (Access D is 850 feet from Trilby), sometimes referred to as a "slave light," is a concept which has been recommended in the "Access Control Demonstration Project" prepared for the Colorado Department of Highviays, District 6. It is a method of providing access to corner properties located at the intersections of major arterial streets. It has been implemented in the City of Lakewood. The Lakewood Traffic Engineering Department was contacted to gain some insight with regard to their experience with this concept. The following comments were made: 1� �7L 1 L - The access point proposed for signalization must have much lower traffic volumes v1hen compared to the major street. A "rule of thumb" ratio of greentime is 1/3 versus_. 2/3. - The left -turn lane storage requirements on the major street at the arterial/arterial intersection take precedence over the location of a signal at the access. - The access signal should have as fevi phases as possible. A two or three phase signal seems to work best. A full eight phase signal is unacceptable. - At the intersection of two arterials, it i acceptable to introduce signals at the accesses on tic, legs, but not on all four legs. The "slave light" concept has been implemented in Lakewood on tt-jo adjacent legs at the Wadsworth/Jeviel1 intersection. Wadsworth Boulevard is a six lane arterial which is also State Highway 121. Jewell Avenue is a four lane arterial. The Lakewood Traffic Engineering Department stated that these signals have been performing satisfactori- ly, serving the adjacent land uses and not negatively impacting either Wadsvior th Boulevard or Jevie l l Avenue. The Wadsworth./Jewell location would be similar to the College./Trilby intersection in Fort Collins. College Avenue is a major arterial with projected traffic volumes similar to that projected for Wad=_viorth Boulevard. Based upon the preceeding progression analyses, the operational and geometric analyses provided later in this report, and the acceptability of this concept in the State of Colorado, it is recommended that the "slave light" concept be considered at this_. location. Final determination is subject to more refined "design level" studies. 1 0 L7 While it is concluded that a signal at Access D causes no significant deterioration of the through bandwidths on College Avenue, moving Access D a. few hundred feet closer to Trilby would cause no deterioration of through bandwidths. It is recommened that in future site designs, Access D should be moved to 550-550 feet north of Trilby Road. Operations Analysis Capacity analyses were performed on key intersections adjacent to the Timan PUD Master Plan. The operations analyses were conducted and discussed below as indicated on the site plan for the short range (1990) analysis. This includes stop sign control at the College/Skyviay intersec- tion. The long range (2010) analysis discusses access as proposed on the master plan as submitted by the planning consultant. It is at the long range level of traffic that geometric and operational requirements will be at the maximum. The philosophy used here is that, if the traffic operations work for the long range condition, it can work for the short range condition. Also, the evaluation of the proposed right-in/right-out on College is provided in a separate section of this report. Using the traffic volumes shown in Figure 12 and the existing geometrics, the affected intersections operate in the short range condition as indicated in Table 3. Calcula- tion forms for these analyses are provided in Appendix F. The College/Trilby intersection will operate at level of service A during the peak hours with the existing geometrics. l4h i 1 e the analysis indicates that the geometrics are adequate, it is likely that left -turn lanes will be provided on Trilby Road when the signals are installed during the summer of 1988. Phase 1 of the Timan PUD Master Plan has little effect on the operation of this intersection. The College/Skyway intersection will not warrant signalization at this level of development. With stop sign control, it will operate similar to the current operation during the peak hours. Left -turn exits will experience delays. It is recommended that Skyway Drive be widened to provide for an eastbound loft -turn lane. This will confine the delays to only those vehicles desiring to turn left. Using the traffic volumes shown in Figure 13 and recommended geometrics, the intersections operate in the long range condition as indicated in Table 4. Calculation forms for these analyses are provided in Appendix G. As stated earlier, signals would likely be warranted at the College/ Skyway and College/Access D intersections. As signalized intersections, the College/Trilby, College/Access D, and College/Skyway intersections operate acceptably with improved geometrics and signal phase improvements. The recommended/ required long range geometrics are shown schematically in 1 10 • • Tabl e 3 1990 Peak Hour Intersection Operation Intersection AM PM College/Trilby Existing Geometric. A (0.28) A (0.34) College/Skyway T/P.T Skyway A D LT Skyviay F F LT College A C Table 4 2010 Peak Hour Intersection Operation Intersection AM Pti College/Trilby B (0.65) C (0.76) College/Access D EB RT/T - EB LT A (0.48) D (0.85) EL P.T - EB LT/T - EB LT C (0.77) College/Skyway A (0.48) C (0.72) Trilby/Access A RT Access_• A A A LT Access A D E LT Trilby A A Trilby/Access B P.T Access A A A LT Access A C D LT Trilby A A Skyixtay/Access F P.T Access_. F A A LT Access_. F A A LT Skyway A A Figure 14. Right -turn deceleration lanes to this site are not shown on Figure 14 based upon the State Highway Access Code, Section 4.7.1.e which states, "(41here there are three or more through lanes in the direction of travel, the Department will normally drop the requirement for right -turn accelera- tion and deceleration lanes. Hov,,ever, each case shall be reviewed independently and a decision made based upon site specific conditions. Generally, the lanes will be required only for high volume access or when a specific geometric safety problem exists.." Since this portion of the site is being submitted as a master• plan and since the South College Access Plan will address these specific concerns, it is recommended that the need for right -turn deceleration be delayed to a later• time when the South College Access Plan is completed. At the two accesses. !A and B? to Trilby Road, the peak hour operation is generally acceptable except for• left -turn ' exits. There is little that can be done to improve this operation since signals mill not likely be warranted. It is recommended that right- and left -turn exit lanes be provided so that any delays are confined to only those vehicles desiring to turn left. These loft -turn exits do have alternative exits via other accesses to the Timan PUD Plaster Plan. Peak hour operation at Access F v.0 11 be acceptable. ' Access G is intended to be an employee parking area. Operation at this access will be acceptable. The right-in/right-out Access C will be evaluated in a. "wi th/'wi thou t" analysis in Chapter Its'. The analyses provided above show the access as proposed by the developer of the ' property. Accident Analysis ' Historic r•ev i et,., of accidents was deemed not appropriate at this. time, since this is a developing area and traffic patterns are likely to change substantially as development ' increases. The recommended control devices and geometrics should minimize vehicular conflicts and maximize vehicle separation. Therefore, the accident rate should be at its 1 minimum for a typical urban condition. IV. ACCESS ANALYSIS If a development plan proposes private driveway accesses ' to arterial streets, the City of Fort Collins requires a "with and without" analysis. The purpose of this analysis is to shove the change of operation to nearby intersections and s.tr•eets both with the pr•opo=_.ed access and without the ' proposed access. The Timan PUD PMaster• Plan site plan proposes a right-in/right out driveway access to College 1 11 I Fl LONG RANGE GEOMETRICS FIGURE 14 1-1 Avenue at Access C. The earlier analyses in Chapter III show Y p the expected traffic volumes and operation with this right- in/right-out access. The long range peak hour traffic volumes are shown in Figure 13 and the long range peak hour operation at intersections is shown in Table 4. Figure 15 shows the long range peak hour traffic volumes without the right-in/right-out access. Elimination of this access has the most impact on the adjacent intersections., Access B, Access. D, and the College/Trilby intersection. Table 5 shows the long range peak hour operation at the key intersections without the right-in/right-out Access C. Calculation forms for these analyses are provided in Appendix H. It can be seen that the operation at both the College:/ Access D and College/Trilby intersections does not change ' significantly from that reflected in Table 4. However, the operation of the left -turn exits at Access B does ' deteriorate. This is due to the expected increase in the number of loft turns which likely will use Access B if Access. C is eliminated. There will be alternative access via the right -turn exit at Access D. ' Based upon the analyses reflected in this report, the following conclusions are drawn with regard to the right- in/right-out Access C: - The Access C to College Avenue does not significantly affect the operation at other adjacent intersections. Therefore, Access C cannot be justified from an operations point of view. - If Access D is moved to the south, as was suggested under the signal progression discussion, then the space between Trilby and Access D will not be long enough to Laccommodate another access. - Since the South College Access Plan will address this and other access along College Avenue, final determination 1 should be made as part of that process_.. I V . CONCLUSIONS This study assessed the impacts of the Timan PUD Master ' Plan on the short range (1990) and long range (2010) street system in the vicinity of the proposed development. As a result of this analysis, the following is concluded: 1 - The development of the Tim. -An PUD Master Plan is feasible from a traffic engineering standpoint. At full development as proposed, approximately 17,500 trip ends will 1 be generated at this site daily. 1 12 • PARCEL F tno IA �- Z30voo TRILBY ►8o 2-95 37 S�24S 40C} 410—►- O 0 (-j�o N � 0 4 0/ 10 0 NoM. 75� woM. 55/ 195 W w J J 0 U Lp O O-� N aoo - r cam► 200/ZSO 50 95 �- I50� 180 //455 IZO/ 130 400 Zoo/250 100/120 -- ) I r 130/Ii5 —� o a� � OO 2010 PEAK HOUR TRAFFIC WITHOUT R-IN/R-OUT TO PARCEL F N AM/PM FIGURE 15 Table 5 2010 Peak Hour Intersection Operation with no Right-in/Right-out on College Intersection AM PM College/Trilby. B (0.65) C (0.75) ' College/Access D EB RT/T - EB LT A (0.48) D (0.85) EB RT - EB LT/T - EB LT C (0.77) College/Skyway A (0.48) C (0.72) Tr i 1 by;'Access A ' RT Access A A A LT Access A D E LT Trilby A A Trilby/Access B RT Access A A A ' LT Access A C E LT Trilby A A I 1 Existing operation at the College/Trilby and College/ 'skyway inter -sections are not acceptable with existing stop sign control. With the warranted signal at the College/ Trilby inter section, this intersection will operate acceptably. - By 1990, given development of Phase 1 of the Timan PUD Master Plan and an increase in background traffic, the signalized intersection of College and Trilby will operate acceptably. k1i th stop sign control, the Col lege/ Skytttay intersection will operate unacceptably. It is recommended that Skyway Drive be widened to provide for an eastbound left -turn lane. - By 2010, the College/Trilby intersection will operate acceptably during the peak hours with College Avenue as a six lane street and a four lane cross section on Trilby Road. Due to an expected high right -turn volume on westbound Trilby Road, an exclusive right -turn lane improves the operation significantly. With full development, signals will likely be warranted at the College/'Skyway intersection and the College! Access D intersection. Both of the signalized intersections will operate acceptably. The stop sign controlled Access A and B wi 1 1 operate acceptably except for left -turn ex. i ts. With separate right- and left -turn exit lanes, any delays which might occur will be confined to the left -turn lane. Exits from this area do have alternative means of egress. The stop sign controlled Access 1= will operate acceptably. - Signals at the College/Skyway and College/Access D intersections can fit into a progression band on College Avenue. The Access D intersection could be placed 550-650 feet north of Trilby Road for better signal progression along College Avenue. - The proposed stop sign controlled limited turn driveway access (Access C) to College Avenue will operate acceptably. The following recommendations are made with regard to this right-in/right-out access: - The Access- C to College Avenue does not significantly affect the operation at other adjacent intersections. Therefore, Access. C cannot be justified from an operations point of view. - If Access D is moved to the south, as was suggested under- the signal progression discussion, then the space between Trilby and Access D will not be long enough to accommodate another access_.. - Since the South College and other access along determination should be process. Access Plan will address this College Avenue, final determined as part of that 13 I - The recommended long range geometrics are shown in Figure 14. - With the recommended control geometrics, the accident rate should be at an acceptable level for typical urban conditions. � I � I I I LI P 1� 1 14