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HomeMy WebLinkAboutTIMAN PUD MASTER PLAN - 26-88B - REPORTS - RECOMMENDATION/REPORT W/ATTACHMENTSITEM NU. 13 PLANNING AND ZONING BOARD MEETING OF December 19,, 1988 STAFF REPORT PROJECT: Timan P.U.D. Master Plan, #26-88B APPLICANT: Timan Land Company c/o Vaught*Frye Architects 2900 South College Avenue Fort Collins, CO 80525 OWNER: Timan Land Company 2200 East River Road; Suite 123 Tucson, AZ 85718 PROJECT PLANNER: Linda Ripley PROJECT DESCRIPTION: This is a master plan request for approximately 53 acres consisting of retail, business service and office uses located on the west side of South College Avenue between Skyway Drive and Trilby Road, zoned B-P Planned Business with a PUD condition. RECOMMENDATION: Approval. EXECUTIVE SUMMARY: The intent of the Timan master plan is to give an indication of potential land uses and to establish access and future traffic circulation patterns within the development. The plan proposes approximately 645,000 square feet of development consisting of retail, office and warehouse land uses. The proposed access and circulation pattern is in conformance with the recently completed South College Access Control Plan. Significant natural resources in the master planned area include two wetland areas and several mature cottonwood trees. It is the intent of the master plan to preserve the trees and utilize the wetland areas for storm water detention and open space. OFFICE OF DEVELOPMENT 300 LaPorte Ave. • P 0. Box 580 • Fort Collins, Colorado 80522 • 1303) SERVICES, PLANNING DEPARTMENT Timan P.U.D. Master Plan #26-88B P & Z Meeting — December 19, 1988 Page 2 COMMENTS 1. Background: The surrounding zoning and land uses are as follows: N: C-Commercial (County); Restaurant; Hickory House FA -Farming (County); Single Family; Skyview Acres Subdivision S: C-Commercial County); Retail; High Country Pools FA -Farming (County); Undeveloped E: C-Commercial (County); Retail; Kelmar Strip Subdivision W: FA -Farming (County); Foothills Gateway Rehabilitation Center and Single Family; Skyview Acres Subdivision The master planned area was annexed June 7, 1988. 2. Land Use: Timan Master Plan is proposed to be a mixed use development providing primarily retail/business service and office uses. The land use mix represented on this plan is the applicant's best estimate of development potential. As changes occur in the market place and as development of the project continues, changes to the land use program may be requested. The LAND USE POLICIES PLAN describes a regional/community shopping cen- ter as a "cluster of retail and service establishments designed to serve consumer demands from the community as a whole or larger." The retail /commercial land uses proposed for Timan Master Plan would fall under this definition. Under the locational criteria described in the plan, regional/community shopping centers should locate in areas easily accessible to residential areas, near transportation facilities that can offer the required access without exceeding the capacity of the existing transportation network, where they can be served by public transportation and in areas served by existing water and sewer facilities. The master plan site addresses these locational policies. The property was annexed with a condition that any development on the property must be done as a planned unit development under the criteria of the Land Development Guidance System. 3. Neighborhood Compatibility: A neighborhood meeting was held March 24, 1988. The neighborhood's major concerns centered around annexation and the City's planning process, the land uses proposed, the site's natural resources and site specific design issues. A summary of items discussed at the meeting is attached. Timan P.U.D. Master Plan #26-88B P & Z Meeting — December 19, 1988 Page 3 4. Design: It is the owner's intent that the Timan P.U.D. Master Plan shall be designed with a cohesive architectural and landscape theme, and not become a "strip" development of individually incompatible buildings and landscapes. The architectural forms, material and scale of buildings, and landscape design and plant materials will be carefully planned to provide as much compatibility throughout the 50 acre development as is consistent with the various land uses proposed on the plan. The planned road alignment and open space respond to the natural topography of the land. The semi -circular drive, centrally located on the site encloses a natural amphitheater with an existing wetland area planned to be preserved in the center. The planning objectives indicate that the applicant intends to take advantage of these site characteristics throughout the development process. Mature cottonwood trees along the Louden Ditch will be preserved, although the ditch itself may be realigned to create developable parcels of land. The master plan indicates a landscape buffer along the western edge of the property intended to buffer the residential and institutional land uses existing to the west. 5. Transportation: The master planned area will have access to three signalized intersections along College Avenue. A traffic signal exists at College and Trilby Road, while the State Highway Department plans to install one at Skyway Drive in the near future. The South College Access Control Plan calls for an additional signal to be located approximately 650 feet north of Trilby Road as indicated on the Timan master plan. In addition there is a "right in/right out" access planned approximately 700 feet south of Skyway Drive. Internal circulation is provided by a centrally located, semi -circular street connecting to College Avenue at both ends, with connector streets linking it to both Trilby Road and Skyway Drive. The proposed access and circulation pattern is in conformance with the recently completed South College Access Control Plan. RECOMMENDATION The land uses proposed are supported by the LAND USE POLICIES PLAN and the proposed access and traffic circulation meets the city's objectives in regard to South College Avenue, therefore, staff recommends approval of Timan P.U.D. Master Plan, #26-88B. ITEM TIMAN PUD NUMBER 26-886 Master P I an KEY DEVELOPMENT AREA ® PRIMARY ROADWAY ® SECONDARY ACCESS EXISTING VEGETATION LANDSCAPE BUFFER DRAINAGE/OPEN SPACE NOTES L ® rr VCMIY MM PLANNING AND ZONING OWNER'S CERTIFICATION BOARD APPROVAL KELMAR STRIP SUBDIVISION Da -1-1 LAND USE PLANNING OBJECTIVES LEGAL I I TIMAN PUB. MASTER PLAN V , .I I ii o . 5-99 9 109 f➢➢ KEY DEVELOPMENT AREA PRIMARY ROADWAY F;;57 SECONDARY ACCESS pz�—(Dl EXISTING VEGETATION PK--(,R LANDSCAPE BUFFER PLANNING AND ZONING OWNER'S CERTIFICATION BOARD APPROVAL 'I.. NOTES z=- I, - PLANNING OBJECTIVES LEGAL T I M A N MASTER PLAN LAND USE VAUGHT FRYE T.H. U� loo zoo 11 11 L;e�A C' otsc Z) t( P.v.9.Mdod4rcA,. DESCRIPTION A tract of land located in Section 11, Township 6 North, Range 69 West of the 6th P.M., County of Larimer, State of Colorado, being more particularly described as follows: Considering the East line of the Southeast Quarter of said Sec- tion 11 as bearing, South 0°04'00" East from a brass cap at the East Quarter corner to a brass cap at the Southeast corner of said Section 11 and with all bearings contained herein relative thereto: Commencing at the Southeast corner of said Section 11; thence, along the South line of the Southeast Quarter of said Section 11, South 89°03'47" West, 50.00 feet to the POINT OF BEGINNING; thence continuing along said South line, South 89°03'47" West, 909.40 feet; thence, North 1°30'15" West, 2644.47 feet to a point on the South Right -of -Way of Skyway Drive; thence along said Right -of -Way, South 88°47'46" East, 982.97 feet to a point on the West Right -of -Way line of U.S. Highway 287; thence along said Right -of -Way, South 0°05'20" West, 2608.04 feet to the Point of Beginning. The above described tract of land contains 57.02 acres more or less and is subject to a 30.00 foot County Road Right -of -Way for Trilby Road and all other easement restriction and rights -of -ways now on record or existing. • LAND USE ANALYSIS TIMAN MASTER PLAN P.U.D./#8-09 APPROX. APPROX. NET FLOOR PARCEL LAND USE AREA AREA A Retail/Showroom 8.73 AC 130,000 SF B Open Space/Detention 1.22 AC C Retail 1.46 AC 20,000 SF D Retail/Office/Service 10.62 AC 155,000 SF E Open Space/Detention 1.96 AC F Retail Center 10.77 AC 150,000 SF G Office/Research & Development 16.04 AC 240,000 SF Street Right -of -Way 6.22 AC Total 57.02 AC 695,000 SF T I MAN PUU 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: MATTHEW J. DELICH, P.E. 3413 Banyan Avenue Loveland, Colorado 80538 Phone 30 3-669-20 61 1 EXECUTIVE SUMMARY 1 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 i feasible from a traffic engineering standpoint. At full development as proposed, approximately 1?,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 1990, given development of Phase I of the Timan PUD Master Plan and an increase in background traffic, the signalized intersection of College and Trilby will operate ' acceptably, With stop sign control, the College/Skyway intersection will operate unacceptably. It is recommended that Skyt�,iay 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 Col l eqe/ Access D intersection. Both of the signalized intersections ' will operate acceptably. The stop sign controlled Access A and B will operate acceptably except for left -turn exits. With separate right- and left -turn exit lanes, any delays ' which might occur will be confined to the loft -turn lane. Exits from this area do have alternative means of egress. The stop sign controlled Access F will operate acceptably. - Signals at the College/Skyt�iay 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. II 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 v i era. - If Access. D is moved to the south, as was suggested under the signal progression discussion, then the space bett�.leen Trilby and Access D will not be long enough to accommodate another access. - Since the South College Access Plan 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 were made with the project planning consultant (')A-ught*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 fol 1 ow i ng 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 roaduiay sections. Analyze signal warrants and signal progression. - Analyze potential changes in accidents and safety considerations. - Perform ivji th/vti thout analyses to evaluate the need for selected accesses to this property. I I . EXISTING CONDITIONS ' The location of the Timan PUD Master Plan is shot. -,in 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 Skxvlay Drive). Residential land use exists to the north, south, and ' vies.t . Some agricultural (grazing) land is west of the s i to . The grazing use is sporatic and, as such, this land is predominantly vacant. Land in the area is rolling t,iith 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 shot --,in in Figure 2. Trilby Road is south of the Timan PUD Master Plan. It is an east -west street designated as a a in I I I I I I I I 11 I 11 I I 17 I I I I . 11 1 . I "I ce-i eal.i I A , al * 11, Drakes 1 _ft , r :17 ------- 26 Y%0! 11 • r F G,av Pits 'r-N ir ['Omeg.1 J4, -77 G—el P.1 Me Clellands k7­1 IL,,, n,.,o=n y 103 n. 15�45000 „I 49/6 MA J,A TER PLAN Tr ciol '880 If 5024 Redmond\ Gravel Pit Re,thaven "'o I � Miaj GGardensII 'Crne'. y, Drive-in Theater 5,37 Nstump II 1 1141, hit I I FORT COLLINS AIRPORT - ._.. IOVIIAND — ! 1.11A I 4y nmc Cl S078 1516 II L o r elms n IG; tel Course Water I SITE LOCATION FIGURE 1 • • Q- N SKYWAY DRIVE TRILBY ROAD (C.R. 34) PRIMARY STREETS FIGURE 2 �� Q 1983 DAILY TRAFFIC FIGURE 3 collector in the North Front Range Corridor Study. It i currently a two lane road with a rural eshoulders) 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 west approach to the College/Trilby intersection, all movements are handled in a single lane. On the east approach to the College/Trilby 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 own 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 cross. section. There is a single lane approach to College ' Avenue from the west. From the east, a driveway access lines up with 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- tilay. 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 Highways in 1983. 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 Ak Q N u- 1988 PEAK HOUR TRAFFIC FIGURE 4 • 0 W 0 W J J TO o 20 O V M � � 49/64 23/ 19 r TRILBY AM/PM Q N 1984 PEAK HOUR TRAFFIC FIGURE 5 W 0 W J J r O 4-7/31 ZI/14 30/ 1 O 9/1 - 19/ 1-5 9 1985 PEAK HOUR TRAFFIC 4 N TRILBY AM/PM FIGURE 6 J 11 I 1 1 fetal years. Based upon this stabilization of traffic over the past few year., the background traffic for the short ra.nge future was factored by one percent per year. Existing Operation The only two intersections which could be evaluated are College/Trilby and Col 1 eqe/Skyt,iay. 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 Highway 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 mired 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 Plaster Plan indicating the uses shown in Table 2, Trip Generation. The Phase 1 (short range) analysis used 1990 traffic, projected to increase at one percent per year for College Avenue. No 1995 analysis vlas performed since this development is proposed as a master plan. Other than the Phase 1 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. 3 0 1 ?88 Pee. Intersec+_ion College/Trilby SB LT College WB P.T Trilby WB LT/T Trilby N8 LT College EB RT/T/LT Trilby College/Trilby (sign Col 1 ege/Skyway SB LT College W8 RT/T/LT Skyway: NB LT Skyway EB RT/T/LT Dr i vewa Land Use Trip Ph as, 1 A - Furniture Store 258 R Warehouse - 60 KSF A - Retail - 70 KSF 2?33 B - Open Space C - Retail - 20 KSF 838 G - Retail - 77.5 KSF 3247 D - Office - 77.5 KSF ?53 E - Open Space F- Retail - 150 KSF 6285 GLH - Office - 240 KSF 2i52 Total 17466 124 54 240 256 144 27 21 105 240 105 465 495 446 84 65 326 1105 337 1081 1491 1 1 SKYWAY DRIVE G F TRILBY ROAD 0 101 SCHEMATIC OF SITE PLAN FIGURE 7 1 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 t,ias prepared by the Institute of trip generation of Transportation information Engineers in 1976, updated in 15'83, 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 viere determined for the Tima.n PUD Master Plan. Distributions from the commercial uses used population as the attraction 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 S; and for the ' long range (2010) analysis, the distribution is shoran 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.) 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 1 i nked 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: * This pass -by factor was obtained by averaging pass -by ' factors from the following sources: 1. Transportation Engineering Design Standards, City of Lakevlood. June 1955. ' 2. Development and Application of Trip Generation Rates, FHWA/USDOT, January 1955. 3. "A Methodology for Consideration of Pass -by Trips in ' Traffic Impact Analyses for Shopping Centers," Smith, S., ITE Journal, August 1956, Pg. 37. • 51/1. - SKYWAY 100% TRILBY • 40 30% w a w J J O V 15% Q N SHORT RANGE TRIP DISTRIBUTION FIGURE 8 4!2y 35%1 I ■ 5%- SKYWAY 1 -5 l/°► w a SITE w J O U i452. TRILBY 25% -15/, LONG RANGE TRIP DISTRIBUTION FIGURE 9 fl 1 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 tvio individual components. The distribution of pass -by trips must reflect the predominant commuting directions on adjacent and nearby roadvia.y 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 will require that trips be subtracted from some intersection approaches and added back in to others. Typically, this will involve reducing through -roadway 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&iever, the 1 ast Tr•aff i c Fl ow Map pr•ov i des 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 l i zed in these projections. These daily projections are shown in Figure 1 1 . Trip Assignment Trip assignment is how the generated and distributed trips ar•e 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 Timan PUD Master• Plan generated traffic plus background traffic. Figure 13 shows the long range peak hour assignment 5 • • Q 0 O N � .- SKYWAY w 0 a 0 w SITE 0 O J N 0 U SW.- TRILBY 0 0 L ZZOO 1990 DAILY TRAFFIC FIGURE 10 0 Q 0 N goo SKYWAY z � n; 0 3 SITE � 20 1 P, U 10,000 TRILBY 1 11�9 0 0 0 M 2010 DAILY TRAFFIC FIGURE 11 Q N A PHASE 1 PEAK HOUR TRAFFIC FIGURE 12 • SKYWAY G A d)O O0 d" t �I TRILBY r `a 130/°15 3-75/Z45 , • 0 O ON 40/50 --I5/14D I 70/-10� � ` E Z5/2-0 ZS/ 30 �- 130j19� 1 T 50/40 I 10 30 —� O O 50/°15 �1 Lo \ N F FBI 0o O O N Z3O/I�o 15/ 25 400/410 E 40/90 Q N O Oa O O70 s 9 0 O 40/ 100 J NDM. 40/ 80 i5/300 �� p0M. 45/ 150 �O 8 O� LD - W s � W J �l C IS/90 -i v � 0 orN O s O �-- ZOO/250 s -50/9 5 r N I �_ 15 O/ 150 IZO/I30 -400/455 1+ ZOO/Z50 100/I7-0 —� I IZO/ 130 �` a 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. Signal Warrants 1 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. Hoviever, it is possible to determine whether traffic_ signal warrants are likely to be met based upon estimated ALIT and utilizing the chart and/or peak hour 4tilarrants 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 Col 1 ege.rSky1r.1a.>, intersection . Traffic should be monitored to determine when or if traffic signal warrants are met. The warrant analysis assumes full turns at the Col 1 ege/Skyl.,jay intersection. t�,Iithout 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 i 1 i kel y that traffic signal warrants wi 1 1 be met at the ' Col 1 ege/Skyt,,ia.y and College/Access D intersections. Traffic should be monitored to determine when traffic signal warrants will be met. This will likely occur when 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/Skyt,aay and College/Access D intersections should even be considered. The State Highway Access Code states that this. analysis is necessary for all future or proposed signals along a. state hight,,lay. In this area, U.S. 287 is a Category 3 highway. The analysis requires that progression be possible along U.S. 2S7 !ti�ith 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 1 included in this report shop,•! progression diagrams from Trilby to Harmony (two miles). They do not include signals 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 would 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 t,,lill be similar to those from the South College Avenue Access Plan when it is completed. The technique used in the signal progression analysis ' vitas 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 vias obtained through review of previous traffic reports in the area. Proiected 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 1 data, this is the most reasonable means of determining the signal phasing. The evaluation was made w.)i th and w,vi thout a signal at Access D. The signal progress -ion on College Avenue vlas analyzed based upon the following criteria: ' - Cycle length of 120-130 seconds. (as determined by 1956 progression analyses for the City of Fort ' Collins). - 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 API/PM Peak ' Trilby G/C = 0.60 Off Peak, G/C = 0.55 AM/PM Peak - Green time on the cross street is greater 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 Highway 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 60X/40% 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 al 1 oiraabl a bandwidth for a Category 3 ' Highway. Page 4 in Appendix E shoes 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 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 bandtytidth should be wider than the northbound bandwidth using an approximate 55X/45*A 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. P The above progression analyses are presented to show 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), s_.ometimes 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 inter -sections 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 vier•e made: ' - The access point proposed for s i gnat i zat i on must have much lower traffic volumes when compared to the major street. A "rule of thumb" ratio of greent ime 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 fe1w phases as possible. A two or three phase signal seems to t�,lork best. A full eight phase signal is. unacceptable. - At the intersection of two arterials, it i acceptable to introduce signals at the accesses on Ivio legs, but not on all four legs. The "slave light" concept has been implemented in ' Lakewood on two adjacent legs at the Vladswor th/Jet,,le 1 1 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 Wadstyaor th Boulevard or Jewell Avenue. ' The t4a.dsworth"'Jewel 1 location tA!oul d 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 Wadsviorth Boulevard. Based upon the preceedi ng progression analyses, the operational and geometric analyses provided later in this report, and the ' a.cceptabi l i ty 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_.. 0 J 1 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 550-650 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 (15190) analysis. This includes. stop sign control at the Col 1 ege/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. While 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 1?88. Phase 1 of the Timan PUD Master Plan has little effect on the operation of this intersection. The Col1ege!Skyviay intersection will not warrant signatization 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 10 Table 3 1??0 Peak Hour Intersection Operation Intersection AM PM College./Trilby Existing Geometrics A (0.28) A (0.34) Col 1 ege/ Skyway T/RT Skyvlay A D LT Skyviay F F LT College A C Table 4 2010 Peak Hour Intersection Operation Intersection API PM College/Trilby B (0.65) C (0.76) 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) Trilby/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 D LT Trilby A A Skyt,..jay/Access F RT Access F A A LT Access F A A LT Skyway A A I iJ L 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, "Where 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. However, 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 tittle that can be done to improve this operation since signals will 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 Tim -An PUD Master Plan. Peak hour operation at Access F will 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. "with/t.-jithout" analysis in Chapter IV. The analyses provided above show the access as proposed by the developer of the property. Accident Analysis Historic review 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 minimum for a typical urban condition. IV. ACCESS ANALYSIS If a development plan proposes private driveway accesses ' to arterial streets, the City of Fort Col 1 i ns requires a "with and without" analysis. The purpose of this analysis is to show the change of operation to nearby intersections and streets both with the proposed access and without the ' proposed access. The Timan PUD Master Plan site plan proposes a right-in/right out driveway access to College 11 fill Allk j 1 Q N I LONG RANGE GEOMETRICS FIGURE 14 11 11 Avenue at Access_. C. The earlier analyses in Chapter III show 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 significa.ntly 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 left 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 accommodate another access. - Since the South College Access Plan will address this and other access along College Avenue, final determination should be made as part of that process. IV. CONCLUSIOPTS 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: - The development of the Timan PUD plaster 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. 12 • PARCEL F ,no IA �— Z301190 TRILBY I80 Z95 13o/95 —, 15/Z5 ---,v 3-75/Z45 -- 40C�410-- • Q N D i i5/30C wom. 55/ 19 5 40/loo NOM. �— 40/ 130 — O TO _LD W w J J O U Od) O — i" N 200/ZSO 50 �i5 I � ISO 180 1w/ l30 400/4S5 Zoo/250 �/ too/►ZO 130/l1S �a p a� �p 00 O O— _ d. 2010 PEAK HOUR TRAFFIC WITHOUT R-IN/R-OUT TO PARCEL F AM/PM FIGURE 15 • • Table 5 2010 Peak Hour Intersection Operation ixii th 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 - EL LT C (0.77) Coll ege/Sky4-jay 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 RT Access A A A LT Access A C E LT Trilby A A - Existing operation at the College/Trilby and College/ :skyway intersections are not acceptable with existing stop sign control. With the warranted signal at the Coll ege/ Trilby intersection, this intersection will operate acceptably. - By 1990, given development of Phase I of the Timan PUD Master Plan and an increase in background traffic, the signalized intersection of College and Trilby will operate acceptably. With stop sign control, the College/Skyt.%tay 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 taestbound 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 will operate acceptably except for left -turn exits. With separate right- and left -turn exit lanes, any delays which might occur will be confined to the loft -turn lane. Exits from this area do have alternative means of egress_.. The stop sign controlled Access F 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 wi 1 1 address this College Avenue, final deter -mined as part of that 13 L The recommended long range geometrics are showin in Figure 14. - Ulith the recommended control geometric=, the accident rate should be at an acceptable level for typical urban conditions. t i� 14 NEIGHBORHOOD MEETING ITEM: Timan Master Plan, Annexation and Zoning Request DATE: March 24, 1988 LOCATION: Foothills Gateway Rehabilitation Center APPLICANT: Timan Land Company CONSULTANT: Vaught*Frye Architects QUESTIONS, CONCERNS COMMENTS: 1. How tall can the buildings be? Specific building heights are not defined at the master plan level. Another neighborhood meeting will be held prior to the submission of a specific development plan, so that you will have an opportunity to comment on site plan and building design. In general the City has a height limitation of 40 feet. When developers propose buildings taller than 40 feet, the following special review criteria are used to evaluate the building: community scale, views, light and shadow, privacy and neighborhood scale. 2. Does the Master Plan assume the surrounding area will be annexed? No. The Master Plan has no direct effect on annexation of the surrounding area. The surrounding area is within the Urban Growth Area as defined by the City and the County. It is anticipated that ultimately all the land within the Urban Growth Area boundary will be within the City limits. 3. How close will the project be to Solar Drive? The Master Plan indicates a landscape buffer between proposed commercial development and Skyway Acres Subdivision. The exact width of the buffer will be determined when preliminary site plans are submitted for review. You will have another opportunity to comment at that time. Page 2 • • 4. Do you plan to save the trees? Mature cottonwood trees along the Louden Ditch will be preserved. 5. Why plan for more office and retail space when there are so many vacan- cies? It is anticipated that the market place will change and that there will be a demand for quality office and retail space in this location within the next ten years. Development of the Master Plan will most likely occur in phases responding to market demand. 6. It's difficult to comment on a Master Plan without more detail. A master plan is the first step in the review process. It sets expectations for land use and for traffic circulation. When preliminary site plans are proposed you will have another opportunity to comment. 7. Will the frontage road continue through this development? No. Major vehicle circulation will be a horse -shoe shaped public street connecting to College Avenue at two intersections, with a link to Trilby Road. 8. Will there be access onto Skyway? There is already too much traffic on Skyway and the same problem exists on Trilby. Minor access is proposed off of Skyway Drive. The applicant is required to do a traffic analysis as part of the development review process. Comments regarding acceptable levels of traffic on Skyway Drive and Trilby Road will be addressed after the traffic analysis is reviewed. 9. What are the advantages to being annexed? One difference between developing in the City versus the County is that in the City, this development would be reviewed against the criteria of the LAND DEVELOPMENT GUIDANCE SYSTEM rather than zoning regula- tions. The City system gives the developer more flexibility in developing their property as long as the project conforms to certain criteria designed to protect the health, safety, convenience and general welfare of the people of Fort Collins. On the other hand, development standards are generally higher. City electrical rates are significantly lower than REA. 10. Will the development be provided with City services? The City will provide electrical service. Water and sewer service will continue to be provided by Fort Collins -Loveland Water District and South Fort Collins Wastewater District. 11. Will the developer submit design guidelines for development at the Master Plan level? Design guidelines for development are generally not a requirement for master plans submitted with first phase preliminary plans. Page 3 • 12. We are concerned about truck traffic on Skyway. See No. 8. 13. Will the project be phased? Development of Parcel A is expected to occur this year. Remaining parcels will develop in response to market demand. 14. The Louden Ditch lateral is very important. Home owners use it for irrigation water. Concerns about the Louden Ditch, water shares and usage will be addressed during the development review process. 15. How many water shares go with the property? Two water shares go with the property. The developer may use irrigation water from the Ditch. 16. Has the land been sold? Will the farmer be gone? The land has been sold. The land will be leased to the farmer until phased development occurs. 17. Will there be a fence between development and adjacent properties? This issue will be addressed when specific development plans are reviewed. 18. We have a concern about auto dealerships and hours of operation. This issue will be addressed when specific development plans are reviewed. 19. Will land uses be limited? Could another "Kangaroo Storage" go in on this property? The Master Plan lists storage facilities as a specific use which may be proposed in the future. The City would evaluate the proposal against the criteria of the LAND DEVELOPMENT GUIDANCE SYSTEM. 20. What is the plan for the corner at College and Trilby? The Master Plan indicates a "Retail Center" at this corner. 21. Will the proposed access points on College Avenue have matching access points on the east side of College? The City is in the process of preparing a South College Access Plan which will address this issue. It is anticipated that the plan will be complete in 3 or 4 months. 22. How would site development be phased? Would all the roads go in with the first phase? Page 4 • • Parcel A is designated as Phase One. This project shows two access points off of Skyway Drive. (See No. 13) 23. Large showroom type uses would require significant grading. Are these uses really appropriate for this site? This issue will be evaluated when a specific development plan is proposed. 24. What rights/power does the neighborhood have? The City requires informal meetings between neighborhoods, developers and City staff on development projects perceived as having significant neigh- borhood impact. Within the participation framework, citizens delineate neighborhood values, goals and objectives and they participate in the approval and modification of project plans. 25. What will be done to protect the natural resources of the site? The two natural low lying areas created by the rolling terrain are retained as passive open space areas conducive to wildlife and useable as storm water detention areas. 26. We don't want our property annexed. What can we do to prevent it? The annexation of this parcel of land does not directly effect the annexa- tion of your property. The City of Fort Collins will consider annexation of any property which satisfies the eligibility requirements of the Statutes of the State of Colorado and the Intergovernmental Agreement for the Fort Collins Urban Growth Area. For the purposes of most annexation requests, the City shall consider eligible properties which meet the following general criteria. a. Not less than one sixth of the perimeter of the area proposed to be annexed is contiguous to the City of Fort Collins municipal boundary. b. The area to be annexed is within the Fort Collins Urban Growth Area. This site meets both criteria. Annexation will enable the City to plan for utility extensions and street improvements and it will give the City some control over the quality of development on this site. If you are opposed to the annexation, you have the opportunity to voice your concerns before the Planning and Zoning Board and City Council at public hearings. The first reading of the annexation and zoning ordinances is scheduled for City Council May 3, 1988. The Planning and Zoning Board will make its recommendation on the annexation and zoning request May 23, 1988 and City Council will hold a public hearing and second reading of the annexation and zoning ordinances June 7, 1988. These dates may change. You can find out about new meeting dates by checking the public notice section of the Coloradoan or by calling the Planning Department. 27. Is a regional mall a possibility for this location? As far as we know, there are no plans for a regional mall at this location. Page 5 • 9 28. Is there a demand for development of this type? There are several different specific land uses listed on the Master Plan as potential future development. The demand for each particular use varies and is constantly changing. The developer's proposed land uses respond to what they perceive the market demand to be today as well as anticipation of what it will be five or ten years from now. 29. What assurances do we have that there will be tenants to fill the space? Only that in the free enterprise system it does not make economic sense to build tenant space when there is no demand for it. 30. Will the Fort Collins Loveland Water District change their rates as a result of this project? Will development affect our water pressure? The Fort Collins Loveland Water District indicates that rates and water pressure will not be affected by this development. 31. Will power lines be underground? Yes. 32. How can we stop this annexation. See No. 26. 33. Why would the City allow this type of development in this location, when they are trying to encourage development downtown? The City is doing a number of things to encourage development in the Downtown, but it is not the City's policy to discourage development in other parts of the community. 34. We are concerned about construction operations dragging out over a long period of time. The development will be phased over a period of several years. Individual construction projects within the development must be complete prior to the issuance of a Certificate of Occupancy. 35. What will the zoning be? The requested zoning is BP -Planned Business, with a planned unit develop- ment condition. This zoning designation is for areas planned as a unit to provide business services while still protecting surrounding residential neighborhoods. 36. Drainage problems exist on Skyway Drive. Existing culverts don't drain. This concern will be addressed during the development review process. 37. Who is the property owner? Page 6 • f Timan Land Company, 2200 E. River Road, Suite 123, Tucson, AZ 85718 38. What will happen to the wildlife that exists on the property now? See No. 25. 39. Will this development be using irrigation water from the ditch? See No. 15. 40. We would like to see the project completed within a reasonable period of time, including landscaping. See No. 34. 41. Make the project nice looking, quiet and keep the traffic moving. The City's development review process is sensitive to these issues. 42. Is the development east of College in the City? No. 43. What will this project do for our neighborhood. Why should we support it? This project will develop the land to City standards of streets, utility services and planned land uses. The project is subject to the City Master Plan and Planned Unit Development review procedures. Support for this project will mean the chance for a better quality planned project as your neighbor, rather than something that might be done under the County's review procedures. As an example, flea market strip development could be repeated under County review procedures. It is not the this developer's intent to do this. 44. Will our property values go up or down? This is a judgement call, and is not part of the City's review process. 45. What is the existing County zoning on the property? C-Commercial and FA -Farming. 46. Who will be responsible for plowing the streets in the winter? The City is responsible for plowing City streets. Downtown areas, arterials and collector streets are given first priority. Local streets are generally not plowed. 47. Will you sell off individual parcels to other developers? Individual parcels may be sold off, as serviced lots with streets and utilities in place. All development will be controlled by the City's Master Plan and Planned Unit Development review procedures. Page 7 i 48. If sales don't go well, will Timan Land Company develop the property? Yes, that is a possibility. 49. If this Master plan doesn't generate interest in the development community will you revise it? In order to amend the Master Plan the developer will have to go through the same development review process and have the change approved by the Planning and Zoning Board. 50. The quality of the development will be better if it develops in the City rather than in the County because of more restrictive development requirements. 51. Does the city have landscape design guidelines for buffering different types of land uses? The Land Development Guidance System requires that all planned unit developments meet certain landscape design objectives. Those landscape objectives include street trees, visual screening of parking and loading areas, buffers between different land uses, building foundation plantings and general aesthetics. 52. Is the City involved in the development of this property? No. 53. Would the property develop in the County if the City didn't annex the property? The property is destined for development, whether in the City or County. A better quality project may result under City guidelines for development. 54. Will any of this development drain to the west? No. 55. Will the project have a start and completion date? See No. 13. 56. When Trilby Road is widened and additional right of way is required, which side will the additional right of way be taken from? Trilby Road is designated an arterial street in the City of Fort Collins. City arterial standards indicate a 70 foot pavement width within a 100 foot right of way. The right of way is typically acquired in equal portions from both sides. However, this is not always the case. The situation along Trilby Road will be evaluated when it is widened. Which side the right of way comes from has not been decided. Adk PROJECT: TYPE OF MEETING: DATE: rc�Vl ���� .SElrUb o'E;we1" WRITTEN NOTIFICATION NAME ADDRESS ES O OWNER RENTER / \ F-Al Mdsme&5 S-c A &` 4"it, Av 590� tilC UNC a7 T. T=:o\ -F2gcca 6yo, v ✓one ' C nd yi <' �e Jack - LG/f O `' e ( e S v j ce. l Yi 1 , /J/I L4 �if P2�4�t% ,Z %1'� f9 � ✓., �"S' T�"S :ice ✓ J.:Y --�0�� / � f�'s'Gfs+j " / " � _ "r b �!, .� �C�I�Fccf✓ G%, l�S �CJ� 5 a 5 �s Adh PROJECT: TYPE OF MEETING: DATE: NAME ADDRESS WRITTEN NOTIFICATION YES/NO OWNER RENTER n�,614 55111 mFikll' 0 &zc 8 At) VVN J.F-E J1..V (,hMXY wfl yt% don �3-Y q 6 Nz P v e- 5 Is All yz So �5"3v S, /t 4: Ole- 1--a�rr � �.•-� bl � �� �- per �� q�. �� s ,�'. YCS 22 {+� u I' 1 PROJECT: TYPE OF DATE: MEETING: NAME ADDRESS WRITTEN NOTIFICATION YES/NO OWNER RENTER /�--- Lmj 4