HomeMy WebLinkAboutMONTAVA - PHASE G & IRRIGATION POND - BDR210013 - DOCUMENT MARKUPS - ROUND 4 - VARIANCE REQUEST (4)
November 14, 2022
Tim Dinger
Engineering Department Manager
281 North College Avenue
Fort Collins, Colorado 80524
RE: Montava PUD – Timberline Larimer County Urban Area Street Standards (LCUASS) Variance Request
Dear Mr. Dinger,
Variance Request: 2-Lane Arterial Street Cross-Section
Issue Identification:
The Montava Phase G Roadway Plan includes deviations from the street cross-sections as outlined in
Chapter 7 - Street Design and Technical Criteria. Specifically, section 7.3.1-A makes reference to the City of
Fort Collins street sections figures 7-1F through 7-13F. A variance is requested to allow for deviations from
the City of Fort Collins ‘2-Lane Arterial Street’ cross-section to accommodate a Vision Zero focused roadway
that reflects accommodations for pedestrian facilities and bicycle connectivity envisioned for the Montava
project.
Proposed Alternate Design:
The proposed street cross section vary from the LCUASS City of Fort Collins street cross sections by a change
in following street components: minimum right-of-way (ROW) width, roadway width, or parkway width.
The specific alternate designs are as follows:
1. 2-Lane Arterial Street– Request for modified street section, comparison to Standards and Justification:
a. Reduce total Right of Way width by 18’ from 84’ to 66’ by the following parameters:
i. Extending the western parkway landscaping by 12’ for an overall parkway landscaping
area of 22’
ii. Reducing the eastern parkway landscaping by 2’ for an overall parkway landscaping
area of 8’
iii. Expanding each through lane by 1’ to allow for 12’ through lanes instead of the typical
11’ through lanes and excluding the 10’ double left turn lane. Excluding the double left
turn throughout the corridor is consistent with the community layout as there are no
intermediate access locations between the intersections making it not warranted and
redundant.
iv. The required minimum 6’ sidewalks are unchanged.
P a g e 2 | 2
v. The bike lanes are not accommodated within the roadway corridor and are instead
accommodated to the east outside of the public right of way. A grade separated 12’
cycle track trail is provided and is considered safer feeling for all rider’s novice and
experienced alike.
Exhibits of the City of Fort Collins street section alongside the proposed street cross-section are attached to
this letter in support of this variance request.
Justification
Montava’s design implements key aspects of the subarea plan and the City’s mixed-use goals. In order to
accomplish these, the development will take the form of seamless neighborhoods and centers, supported by
calm, walkable streets fostered by active and human-centric buildings. This requires a greater diversity of
streets and a reduction of barriers and buffers between uses and neighborhoods. Compatibility between
uses and intensity of development is handled by gradually increasing and decreasing development intensity
by controlling the form and scale of buildings as well as the diversity of activities that take place within
them. Street design is intended to stitch these uses together, not separate them. The variances sought
provide a wider range of innovative street conditions and coordinate the design of roadways with adjacent
sites and buildings. These are necessary to achieve a connected and integrated series of neighborhoods that
support commercial centers, encouraging residents to walk and bike as a primary means of transportation.
Attachment 2 is a letter previously prepared by Kimley Horn, dated July 29, 2022, that speaks to each
requested modification and it’s subsequent safety improvement for the greater good of the community and
residence travel through and experience
There is no foreseen adverse impact to capital and maintenance costs relating to this variance request.
This variance is not foreseen to be detrimental to the public health, safety, and welfare nor reduce the
design life of the improvement.
Sincerely,
Deborah Alvarado, PE
Attachments:
Attachment 1 – Connector Local with no on-street parking
Attachment 2 – Montava – N Timberline Road Intersection Designs at Chesapeake and Longwood
66 ft
22 ft (w) and 8 ft (e)
Protected Bike Lanes
6 ft
24 ft
Attachment No. 1: 2-lane Arterial
kimley-horn.com 13455 Noel Road, Two Galleria Office Tower, Ste 700, Dallas, TX 75254 (972) 770-1300
July 29, 2022
Max Moss, President
HF2M Colorado
430 N College Ave. Suite 410
Fort Collins, CO 80524
Re: Montava – N Timberline Road Intersection Designs at Chesapeake and Longwood
A VISION ZERO CORRIDOR
Since the Montava design team’s meeting with the City of Fort Collins on Thursday, July 21st, City
comments have been vetted and an updated intersection layout created for both intersections at
Chesapeake Dr and at Longwood Dr. We heard resounding support for a Vision Zero corridor for N
Timberline Rd which is where our focus has been throughout the iterations of geometric development of
these intersections. This memo explains the rationale and safety-related benefits of the intersection
designs being presented on Friday, July 29th. An accompanying Exhibit T.1 reflects the proposed roadway
geometry, pedestrian facilities, and bicycle facilities. We have collaborated with Mobycon, a Netherlands-
based engineering and planning firm, to optimize the intersection layout with the goal of achieving:
Low vehicle speeds (10mph-15mph range);
Enhanced sight distance for all modes of transport (driving, cycling, walking);
Reduced vehicle-vehicle and vehicle-ped/bike conflict points;
Low-speed conflict points;
Established priority movements of N Timberline Rd through materials and markings;
Accommodation of WB-50 movements along Timberline and fire truck accommodation for all
turning movements, and
Pedestrian routing that is convenient to avoid jaywalking by keeping pedestrians within
designated areas and creating routing that is discernable to visually-disabled pedestrians.
The end goal is a corridor that will function free of injury and fatal crashes. We know from experience that
traffic signals and two-way stop-control (TWSC) intersections inherently create an opportunity for a
mistake to be made resulting in a high severity crash. Whether it be a distracted motorist, a motorist that
doesn’t judge a correct gap in traffic, speeding, or navigating dozens of conflict points in a narrow zone
with limited decision-making time. We are proud of the support the City of Fort Collins provides related to
the guiding principles that enhance safety for all modes. We believe we have captured such elements
within the proposed design of these two subject intersections.
Attachment No. 2
kimley-horn.com 13455 Noel Road, Two Galleria Office Tower, Ste 700, Dallas, TX 75254 (972) 770-1300
SAFETY PARAMETERS SUMMARIZED
Before discussing the parameters leading to the current intersection designs, several factors should be
considered based on the context and situation in which these intersections are being constructed.
These are opening day installations, not retrofits. Drivers will not see an overnight change in
priority movements, they will be trained the first time they use the intersection. Common users of
the intersections are anticipated. Over time, it will be rare that a driver is experiencing the
intersection for the first time.
These intersections will be some of the lowest-speed intersections installed in the U.S., when
built. The geometric deflection of curbs, narrow lanes, and raised crosswalks will contribute to
speeds less than 15mph. Speed-monitoring can take place post-construction to evaluate the
installed measures in coordination with plans for similarly constructed intersections within
Montava in future phases of build-out.
These two installations are not the only two installations of Dutch-style kidney bean intersections
planned within Montava. Drivers will become accustomed to using the intersections along
Timberline, as well as other installations in the community.
The first several years of operation will result in much less than 4,500 vehicles per day along
Timberline, a number that is drastically lower than the likes of Mountain Vista or Giddings. Over
the first five years, it will be common to have 15-20 seconds where no traffic is present at the
intersections during the peak periods. These are low-volume and low-speed intersections, not to
be confused with busier and more frequently traveled dense urban intersections.
FHWA’s Safety Performance for Intersection Control Evaluation (SPICE tool) was sourced to
analyze the predicted crashes if these intersections were constructed as a traffic signal, a TWSC,
or a single-lane roundabout. This crash prediction considers traffic growth over the life of the
project. As witnessed by the output, a traffic signal would be anticipated to yield the highest
number of life cycle crashes at 6.85 over a 20-year span. The low traffic volume projected for the
intersections correlates with the reduced number of predicted crashes for all three intersection
control measures.
To provide perspective, here is video footage of a similar intersection that operates with around
13,000 vehicles per day in the Netherlands. https://youtu.be/yceHo8VvQbs Note that the
intersection does not contain a center island, nor does it have raised crosswalks on the major
roadway to slow the priority movement vehicles speeds.
The following are the key characteristics that will achieve low-speed and our expectations of enhanced
safety performance along N Timberline Road.
1. N Timberline Road traffic has an uncontrolled, priority movement through the intersections. Due to the
imbalance in anticipated traffic volumes along Timberline versus the side streets (ratio of 4:1 or greater),
Timberline has been assigned with uncontrolled northbound and southbound movements into the
intersections. The side streets at Chesapeake and at Longwood would be marked and signed with yield
conditions for both the ped/bike crossings, and at the entry to the intersection where
northbound/southbound traffic crosses the entry of both side streets.
2. Minor road traffic must yield to ALL other traffic. Due to the lower threshold of vehicles using the
intersection throughout the day, Chesapeake and Longwood traffic will likely operate as a rolling stop
outside of the peak periods. During peak periods, after drivers navigate past the ped/bike crossings on
Chesapeake and Longwood, they will yield to vehicles on Timberline. Based on the traffic projections for
kimley-horn.com 13455 Noel Road, Two Galleria Office Tower, Ste 700, Dallas, TX 75254 (972) 770-1300
the design year, it is anticipated that on average there will be a conflicting vehicle present on Timberline
every 7-8 seconds. Delays will be minimal for all movements, creating enhanced air quality via reduced
vehicle emissions.
3. The side streets will be differentiated in road surface materials (we want to install pavers). The raised
crosswalks will establish slow-speed movement, and combinations of yield signs and yield symbols will
reinforce yield control for side-street entries.
4. The surface of cycle way will be a continuous material and color through the roadway crossing,
providing a further indication to motorists to yield to cyclists at the intersection.
5. The entry movement of the side streets is purposefully pushed forward one vehicle length from the
pedestrian and bicycle crossings along the side streets. This is similar to how modern roundabouts treat
crossings. After drivers are slowed by the raised crosswalks and successfully yield to pedestrians and
cyclists, they then safely interact with Timberline drivers at the intersection itself. This removes a
dangerous situation at conventional intersections where crosswalks are located in front of a vehicle
navigating a left turn or right turn movement while trying to judge a gap in traffic cross or merge into
conflicting traffic
6. Drivers keep the cycle way free, always. This is accomplished by the advance yield and the vehicle-
length between the crossings and the entry to the intersection.
7. Pedestrians and cyclists are given space to cross behind the queued/waiting vehicle. The space for
motor traffic after the cycle path is big enough for a standard car, or a van, or an amazon vehicle.
8. NB/SB left turns, EB/WB left turns and thru movements encounter a yield condition on the northern
and southern side of the intersection. This movement, which is more so a U-turn movement, has been
pushed farther from the center of intersection compared to the previous design submitted to the City. This
design update reinforces yielding behavior for the circulating drivers.
9. The design is focused on enhanced sight triangles for all modes of users at the intersection. Setbacks
of pedestrian and bicycle crossings provide lengthened decision-making for motorists as well as
pedestrians and bicyclists. The design is like North American adoption of protected intersections.
10. The low speeds of vehicles promote yielding. Drivers are more apt to yield or stop when navigating
an intersection at 10-15mph versus 30,40,50+ mph. Research published in NCHRP Report 834 shows
that the combination of raised crosswalks and rectangular rapid flashing beacons (RRFBs) can result in
as high as a 100% yielding rate for vehicles at crosswalks.
11. The message to drivers is clear from the geometry, markings and signage. Low-speed and yielding to
bikes and pedestrians is the enforced behavior.
12. Pedestrians can cross the side streets with confidence. A low-speed intersection with short crossing
durations on top of raised crosswalks with actuated pedestrian devices is our strategy for a Vision Zero
intersection.
13. Crossing Timberline is convenient thanks to the split roadway with pedestrian refuge. Pedestrians
only cross one lane of traffic and one direction of traffic at a time. The center refuge areas are wide at 10+
feet offering space for bicycles with bike trailers, strollers, and other common devices.
14. The pedestrian crossing is completely level around the intersection making it easy for people with
wheelchairs or strollers. There are no 8.3% sloped ramps to navigate at the crossings that are more
difficult for vulnerable users to come to a stop next to the travel lane.
15. We believe this intersection has been optimized for the safety of children, people in mobility scooters,
and the visually disabled. Non-ADA compatible surfaces will guide pedestrians around the perimeter of
the intersection to crossing locations.
16. Thanks to the absence of traffic signals, people are forced to interact with one another similarly to
how modern roundabouts bring back eye contact to road users. Due to the low speeds and relatively low
traffic volume at the intersection they can do so in a relaxed way.
kimley-horn.com 13455 Noel Road, Two Galleria Office Tower, Ste 700, Dallas, TX 75254 (972) 770-1300
REPLIES TO PREVIOUS CITY COMMENTS
1. Create priority along Timberline Road for side-street users – We feel we accomplish this with the
differential in surface pavement material, as well as effective use of pavement markings and
signage. Daily traffic mirrors the priority with the high majority of traffic that will be driving along
Timberline as compared to the minor amount of traffic on the side streets.
2. Concern about the mixing of yield control and uncontrolled movements as compared to adjacent
roundabouts – One modification made to these intersections was to elongate the north-south axis
so the intersections no longer feel circular. The turning movements along Timberline are now
more of a U-turn for vehicles rather than a circulating movement. This, along with the intended
installation of many of these Dutch kidney bean intersections throughout Montava, will align
motorists understanding of their intended priority or yield behavior. Furthermore, the low-speed
attributes of these intersections allow for increased decision-making and interpretation of
entering/circulating movements.
3. How do we monitor and judge if the intersections are operating effectively? Or how do we
determine if a retrofit solution is warranted? – Our recommended solution is to analyze the first 12
months crash reports. Assuming enough vehicle traffic is present to create a determinant sample
of crashes, review of the crash reports documented on an annual basis should establish
expectations for following years as well as comparisons to FHWA’s crash prediction
methodologies. Due to the phased construction of Montava, the combined ADTs along Timberline
and the side streets at each intersection are anticipated to be well less than 5,000 vehicles per
day. This low level of traffic volume should not result in more than 1-2 reported crashes per year.
If three or more reported crashes per 12-month timeframe occur, we would recommend a post-
construction site assessment to take place to determine if modifications to the intersection should
be made based on an engineering study.
RECOMMENDATION
We request the support and approval of the City to move forward with final engineering design for these
two intersections based on the current design presented.
Attachments:
Exhibit T.1 – Intersection Conceptual Layouts
Safety Performance for Intersection Control Evaluation (SPICE tool)
N TIMBERLINE RD AT CHESAPEAKE DR N TIMBERLINE RD AT LONGWOOD DR
Version 1.4
October 2018
1
The Safety Performance for Intersection Control Evaluation (SPICE) Tool was developed to assist practitioners with conducting
intersection safety analysis during the scoping and screening stages of project development. This tool will allow analysts preparing
Intersection Control Evaluations (ICE) to consider predictive safety performance as a basis for recommending alternatives for further
study. The SPICE Tool utilizes Safety Performance Functions (SPFs) and crash modification factors (CMFs) primarily from the AASHTO
Highway Safety Manual and the FHWA Crash Modification Factor Clearinghouse, but other sources have been used where necessary
(citations can be found in the corresponding User Guide). The SPICE Tool provides a means to consider safety performance alongside
other performance metrics, including quality of service, construction and maintenance costs, project context, and other factors.
Introduction
Overview
The SPICE Tool performs predictive safety analysis of at-grade intersection forms/control types and ramp-terminal intersections of
basic service interchanges. This user-friendly tool relies on data inputs that are normally available to the analyst during project
scoping and screening stages of project development. Additionally, the SPICE Tool has an option to conduct planning level analysis,
where the tool assumes default values for data inputs when they are not available and/or have a very minor impact on the results.
The SPICE Tool assumes that certain attributes of the intersection – AADT, facility type, and number of legs – are the same for all
alternatives. If they are not, users will be required to use the tool twice to get results. The tool will not allow simultaneous evaluation
of at-grade intersections and ramp-terminal intersections. For projects where analysis of both intersections and interchanges is
needed, users are required use the tool twice to get results.
Worksheets
Project Information: Provide general project information for reference purposes only.
Definitions: Reference sheet with additional information related to inputs for the SPICE Tool.
Control Strategy Selection: Choose between At-Grade or Ramp-Terminal intersection types to be included in the SPICE analysis.
At-Grade Inputs: SPF and Part C CMF inputs for At-Grade intersections (hidden if Ramp-Terminals are being analyzed).
Ramp-Terminal Inputs: SPF and Part C CMF inputs for Ramp-Terminal intersections (hidden if At-Grade intersections are being
analyzed).
Calibration: Input optional override values for SPF calibration factors from locally developed or updated information.
Results: Summary of opening year and (if applicable) design year and total project life cycle crash frequency and crash severity.
Maintenance Input Legend
Required data entry fieldOptional data entry fieldPlanning-Level Default InputData entry field not usedWorksheet Password: kai123
Version: SPICE Tool 1.4Maintained By: Jeff Shaw, FHWA Office of Safety
Additional Worksheets: Additional worksheets to support the underlying Macros. Not to be updated by users unless updating future
tool versions.
Contact: jeffrey.shaw@dot.gov 708-283-3524
Oct-18
The SPICE Tool was developed under Contract DTFH6116D0017 with input from the Highway Safety Manual Implementation Pooled
Fund Study. The Transportation Pooled Fund Program is a partnership effort between the Federal Highway Administration, States,
local agencies and other organizations.
This software product is provided “as-is,” without warranty of any kind, either expressed or implied (but not limited to the implied
warranties of merchantability and fitness for a particular purpose). The Federal Highway Administration (FHWA) and distributor do not
warrant that the functions contained in the software will meet the end-user's requirements or that the operation of the software will be
uninterrupted and error-free.
Under no circumstances will the FHWA or the distributor be liable to the end user for any damages or claimed lost profits, lost savings,
or other incidental or consequential damages rising out of the use or inability to use the software (even if these organizations have been
advised of the possibility of such damages), or for any claim by any other party.
The SPICE Tool software product was developed for the Federal Highway Administration (FHWA). This is a public distribution of the
software. The SPICE Tool software product is disseminated under the sponsorship of the U.S. Department of Transportation (USDOT) in
the interest of information exchange. This software product does not constitute a standard, specification, or regulation.
The use and testing of the SPICE Tool software is being done strictly on a voluntary basis. In exchange for the provision of SPICE Tool
software, the user agrees that the FHWA, USDOT, any other agency of the Federal Government or distributor shall not be responsible for
any errors, damage or other liability that may result from any and all use of the software, including installation and testing of the
software. The user further agrees to hold the FHWA, the Federal Government, and distributor harmless from any resulting liability. The
user agrees that this hold harmless provision shall flow to any person to whom or any entity to which the user provides the SPICE Tool
software. It is the user's full responsibility to inform any person to whom or any entity to which it provides the SPICE software of this
hold harmless provision.
Permission is granted to anyone to use this software for any purpose, including commercial applications, subject to the following
restrictions:
1. The origin of this SPICE Tool software must not be misrepresented; there shall be no claim that this software is the product of or
written by any individual, company or organization other than the Federal Government. If you use this software in a product, an
acknowledgment in the product documentation would be appreciated but is not required.
2. Altered versions must be plainly marked as such, and must not be misrepresented as being the original SPICE Tool software.
3. This notice may not be removed or altered from any distribution, recording, copy, or use of this SPICE Tool software.
The United States Government does not endorse products or manufacturers. Trade and manufacturers' names may appear in this
software product only because they are considered essential to the objective of the software product.
License and Disclaimer
Limited Warranty and Limitations of Remedies
Notice
Use this button to
clear all
inputs/outputs and
reset the tool to its
initial defaults
Montava - N Timberline Road
Chesapeake Dr
City of Fort Collins, Larimer County
Fort Collins
CO
7/29/2022
J.L. VonAhsen
Project Reference:
City:
State:
Date:
Analyst:
Safety Performance for Intersection Control Evaluation
Project Information
Project Name:
Intersection:
Agency:
Reset SPICE ToolLoad Cap-X
At-Grade Intersections
Opening and Design Year
2023
2043
On Urban and Suburban Arterial
Urban
4-leg
500
100
4,500
1,200
Control Strategy Base Intersection
Traffic Signal --
Traffic Signal (Alternative Configuration)--
Minor Road Stop --
All-Way Stop (No SPF/CMF Available)--
1-Lane Roundabout Minor Road Stop
2-Lane Roundabout Minor Road Stop
Displaced Left-Turn (DLT)Traffic Signal
Median U-Turn (MUT)Traffic Signal
Signalized Restricted Crossing U-Turn (RCUT)Traffic Signal
Unsignalized Restricted Crossing U-Turn (RCUT)Minor Road Stop
Continuous Green-T (CGT) Intersection Traffic Signal
Jughandle Traffic Signal
Other 1 Traffic Signal
Other 2 Minor Road Stop
Note: The CMFs associated with roundabouts differentiate between urban and suburban areas, while the SPFs and CMFs for all other intersections do not.
Include
Yes
Yes
No
Yes
No
No
No
Number of Legs
Safety Performance for Intersection Control Evaluation
Control Strategy Selection
Intersection Type
Opening Year
Design Year
Analysis Year
Facility Secondary Type (For Roundabouts Only)
Facility Type
Design Year – Major Road AADT
Design Year – Minor Road AADT
Opening Year – Major Road AADT
Opening Year – Minor Road AADT
No
No
No
No
No
No
No
Number of Approaches with Left-Turn Lanes
Number of Approaches with Right-Turn Lanes
Number of Uncontrolled Approaches with Left-Turn Lanes
Number of Uncontrolled Approaches with Right-Turn Lanes
Skew Angle
Lighting Present
# of Approaches Permissive LT Signal Phasing
# of Approaches Permissive/Protected LT Signal Phasing
# of Approaches Protected LT Signal Phasing
Number of Approaches with Right-Turn-on-Red Prohibited
Red Light Cameras Present
Pedestrian Volume by Activity Level
User-Specified Sum of all daily pedestrian crossing volumes
Max # of Lanes Crossed by Pedestrians
Number of Bus Stops within 1000 ft of Intersection
Schools within 1000 ft of intersection
Number of Alcohol Sales Establishments within 1000 ft of Intersection
Control Strategy
Safety Performance for Intersection Control Evaluation
At-Grade Intersection Inputs
Keep default values below here for planning-level analysis, override with actual values for full HSM Analysis.
N/A
Yes
A yellow cell indicates
the value may be used
in the SPF computation
0
CMF - No Inputs
Required
Highway Safety Manual Part C CMF Inputs
2
No
3
240
Input Minor Road Stop
N/A
N/A
0
N/A
Additional Required
Control Strategy
Inputs
N/A
2
0
1-lane
Roundabout
0
2
Traffic Signal
0
2
Do not include stop controlled approaches
for minor stop
All yellow cells will be automatically
populated by a macro. If users want to do a
planning-level analysis, they can leave the
automatic inputs as-is
2
0
Med Low (240)
No
Yes
N/A
0
2
No
Project Name: Intersection Type
Intersection: Opening Year
Agency: Design Year
Project Reference: Facility Type
City: Number of Legs
State:1-Way/2-Way
Date:# of Major Street Lanes
Analyst:Major Street Approach Speed
Control Strategy Crash Type Opening Year Design Year Total Project Life Cycle
Total 0.04 0.30 3.61
Fatal & Injury 0.01 0.04 0.45
Total 0.07 0.49 5.91
Fatal & Injury 0.02 0.18 2.06
Total 0.06 0.63 6.85
Fatal & Injury 0.03 0.23 2.72
AADT Within Prediction Range?
N/A
Yes
Less than 55 mph
5 or fewer
Minor Road Stop
Traffic Signal
7/29/2022
1-lane Roundabout
Safety Performance for Intersection Control Evaluation Tool
Yes
Crash Prediction Summary
Results
Summary of crash prediction results for each alternative
At-Grade Intersections
2023
J.L. VonAhsen
Montava - N Timberline Road
2043
Project Information
On Urban and Suburban Arterial
4-leg
2-way Intersecting 2-way
Chesapeake Dr
City of Fort Collins, Larimer County
Fort Collins
CO