HomeMy WebLinkAboutOAK/COTTONWOOD FARM AMENDED OVERALL DEVELOPMENT PLAN - 54-87F - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDY (2) U
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OAK/COTTONWOOD FARM •
SITE ACCESS STUDY
FORT COLLINS, COLORADO
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MAY 1992
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Prepared for :
UNordic Construction
309 West Harmony Road •
Fort Collins , Colorado 80526
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Prepared by :
MATTHEW J . DELICH, P.E.
3413 Banyan Avenue
Loveland, Colorado 80538
Phone (303) 669-2061
1116
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EXECUTIVE SUMMARY
Oak/Cottonwood Farm is a proposed 222-acre mixed use devel -
opment located south of Harmony Road and west of Lemay Avenue in
Fort Collins , Colorado. This traffic impact study involved the
steps of trip generation, trip distribution, trip assignment,
capacity analysis , traffic signal warrant analysis , and accident
analysis .
This study assessed the impacts of Oak/Cottonwood Farm on
the existing (short range - 1993) and future ( 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 Oak/Cottonwood Farm is feasible from a.
traffic engineering standpoint . At full development as proposed,
approximately 14 , 200 trip ends will be generated at this site.
Phase 1 development at Oak/Cottonwood Farm is projected to
generate 890 vehicle trip ends .
- By 1993 , given the existing traffic and proposed Phase 1
development of Oak/Cottonwood Farm, the access points to the site
will operate at acceptable levels of service.
- A new signal at the intersection of Boardwalk Drive and
Lemay Avenue may be warranted as a result of increased -long range
traffic. A left turn phase for the north/south legs of. Boardwalk
at Harmony Road is recommended to accommodate long term traffic
growth.
- With the recommended control and geometrics , intersec-
tions will operate acceptably during most of the day . Some stop
sign controlled left turns will operate at unacceptable level of
service conditions during peak hours , but this condition does not
warrant improvement .
= With proper traffic control and geometrics , the accident
rate should be minimal for an urban condition. '
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I . INTRODUCTION
IIIThis site access study addresses the capacity , geometric,
and control requirements at and near a proposed development known
hereinafter as Oak/Cottonwood Farm. It is located south of
illHarmony Road and west of Lemay Avenue in Fort Collins , Colorado.
This study addresses the traffic impacts at two levels of
development : 1) a short range future (1993) which includes the
III development of 92 single family dwelling units , and 2) a long
range future (2010 ). with full development of Oak/Cottonwood Farm
( 222 acres) .
IIIDuring the course of the analysis , numerous contacts were
made with the project planning consultant (Cityscape Urban
III Design, Inc. ) , the developer (Nordic Construction Company) , and
the Fort Collins Traffic Engineering Department . This study
conforms to the format set forth in the Fort Collins Traffic
Impact Study Guidelines . The study involved the following steps :
III
- Collect physical ,._traffic and development data.
•
- Perform trip generation, trip distribution, and trip
III
- assignment .
Determine peak hour traffic volumes .
- Conduct capacity and operational level of service
III analyses on key intersections .
- Analyze signal warrants .
- Analyze potential changes in accidents and safety
considerations .
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II . EXISTING CONDITIONS
IIIThe location of Oak/Cottonwood Farm is shown in Figure 1 .
Since the impact in the short range, as well as the long range,
is of concern, it is important that a thorough understanding of
IIIthe existing conditions be presented.
Land Use
1Over the past ten years , the City of Fort Collins has
annexed considerable undeveloped land south of Harmony Road.
N• This land is prime development land. Some of this land has been
developed, but vast tracts are largely agricultural in nature.
1 Except for the strip developments along U. S . 287 (College Ave-
nue) , the most notable developments south of Harmony Road are the
Harmony Market , which includes a grocery store, building supply
store and membership discount store, Southridge Greens PUD,
which includes residential uses along with a semi-public golfIII
course, and Oak Ridge PUD, an industrial/office park and
residential uses . Harmony Market uses Boardwalk Drive for access
to Harmony Road and Oakridge Drive for access to Lemay Avenue .
III
Southridge Greens PUD lies to the south of the Oak Ridge PUD.
Primary access to Southridge Greens is via Lemay Avenue . Oak
1 Ridge PUD gains access to the street system from both Lemay
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SITE LOCATION Figure 1-
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Avenue and Harmony Road. The center of Fort Collins lies to the
IIInorth of Oak/Cottonwood Farm.
Besides the Oak Ridge PUD to the east of Oak/Cottonwood
Farm, the adjacent land uses are as follows : 1) to the west is
an established residential development (Fairway Estates ) , 2) to
the north is an established residential area with some vacant
I land near the Harmony/Boardwalk intersection, and 3) to the south
IIIare two areas zoned rlp, Fossil Creek Community Park and
Huntington Hills . The topography of the northern portion of
ill Oak/Cottonwood Farm, north of Mill Creek Ditch, is essentially
flat . South of Mill Creek Ditch, the land slopes into the valley
of Fossil Creek.
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I Roads
The primary roads and streets near Oak/Cottonwood Farm are
shown in Figure 2 . Harmony Road (State Highway 68) borders
Oak/Cottonwood Farm and .Harmony Market on the north. It is an
east-west street designated as a major arterial on the Fort
61 Collins Master Street Plan. It has a rural cross section with
two 12-foot lanes in each direction with a center grass median.
The center median is paved west of Boardwalk. Turn lanes exist
at a number of intersections along Harmony Road. The posted
IIIspeed limit is 45-50 mph between College and Boardwalk, and 50
mph from Boardwalk Drive to Timberline Road. - Sight distance is
generally not a problem along Harmony • Road. Currently ,
III signalized intersections along Harmony Road are at College,
Boardwalk, Lemay, McMurray and Timberline. It is expected that ,
in the future, signals will be warranted at the intersection of
Harmony/CR 9.ll
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In the future, Harmony Road is expected to be a six-lane
011 street according to the Fort Collins Master Street Plan. In
later analyses in this report , the short range (1993 ) assumes
current geometries on Harmony Road, while the long range (2010 )
assumes the six-lane geometries along Harmony Road.
1111 Lemay Avenue borders Oak/Cottonwood Farm on the east . It, is
a north-south street designated as an arterial on the Fort
Collins Master Street Plan. Adjacent to Oak/Cottonwood Farm,
III Lemay Avenue is improved to its four-lane plus turn lane curb-to-
curb width through the Cottonwood site . However , it functions as
a two-lane street south of Oakridge Drive. The widened Lemay
IIIAvenue is from Harmony Road on the north through Rule on the
south. It is expected that exclusive turn lanes will be
incorporated along Lemay Avenue at appropriate locations . North
III of Harmony Road, Lemay Avenue is improved as a four-lane street
to Horsetooth Road. At this location., a signalized tee
intersection exists . Lemay Avenue is currently posted for a 40
mph speed limit .
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RECENT PEAK HOUR TRAFFIC Figure 2
II
AM Peak/PM Peak
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Boardwalk Drive is a collector street which connects College
Avenue to Harmony Road. It primarily serves the existing
residential area north of Harmony Road and also acts as a
recirculation street in this area of Fort Collins . It has been
extended south of Harmony Road to Oakridge Drive
Existing Traffic
Peak hour traffic flow is shown in Figure 2 . Morning and
afternoon peak hour traffic data were obtained at the intersec-
tions of Harmony Road/Boardwalk Drive, Lemay Avenue/Southridge
Greens Boulevard and Lernay Avenue/Keenland Drive. Boardwalk
Drive will be extended through the site to align with Keeneland
Drive at Lemay Avenue . All raw traffic data are presented
Appendix A.
Existing Operation
The peak hour operation using the volumes shown in Figure 2
is shown in Table 1 . Calculation forms for these analyses are
provided in Appendix B. APAendix C describes level of service
for unsignalized and signalized intersections, from the 1985 High-
way Capacity Manual . All movements at the key intersections are
currently operating at good levels of service (A or B) .
III . PROPOSED DEVELOPMENT
Oak/Cottonwood Farm is a proposed mixed use development
located south of Harmony Road and west of Lemay Avenue in Fort.
Collins . It will include residential , retail , office, church and
park uses . Figure 3 shows a schematic of the site plan of
Oak/Cottonwood Farm. As indicated earlier, two levels of
analysis were performed: the short range (1993). which includes
Phase 1 development of 92 homes , and the long range ( 2010) which
s.'_. includes full development of Oak/Cottonwood Farm.
1
111 1
III Table 1
1992 Peak Hour Operation
UOperation
Intersection AM PM
IHarmony/Boardwalk(signal ) B B
Lemay/Boardwalk
WB L A B
'�' WB R A A
SB L A A
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: " Lemay/Southridge Greens Boulevard
r,. WB L A A
III.. W B R A A
SB L A A
s ;-
Table 2
IIITrip Generation
Daily A .M. Peak F .M. Peak
Land Use Trips Trips Trips Trips Trips
in out in ou.t
II PHASE 1
Residential 92DU 880 18 51 61 33
; , PHASE 2
III Residential 756DU 7220 144 416 499 265
Retail 95KSF 3860 293 316 267 201
Office 200KSF 2280 328 50 46 256
III Total 14240 783 9 833 872 754
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COMMERCIAL 1 EXISTING RETAIL Z
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USES Q
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USE
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PARK
RESIDENTIAL :�
III 92 D.U. \`. N............,.., I MIXED
USE
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RESIDENTIAL 1
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SITE PLAN Figure 3
(Schematic)
. : . The street system in the area in the short range was assumed
to consist of the streets as they currently exist and the exten
sion of Boardwalk south of Harmony Road to Lemay Avenue. In the
Year 2010 , at full development of Oak/Cottonwood Farm, the street
system was assumed to be what is indicated in the Fort Collins
Master Plan with appropriate additions within the Oak/Cottonwood
Farm area. The long range ( 2010 ) street system in the
Oak/Cottonwood Farm area assumes six through travel lanes on
Harmony Road. No improvements to Lemay Avenue were assumed . All
intersections were assumed to be full turn intersections .
--- Trip Generation
Trip generation is important in considering the impact of a
development such as this upon the existing and proposed steet
system. A compilation of trip generation information was
prepared by the Institute of Transportation Engineers ( ITE) in
1976 , updated in 1987 and 1991 , and was used to project trips
that would be generated b ► the proposed uses at this site . Table
2 shows the expected trip generation on a daily and peak hour
basis . The land use types from the ITE Trip Generation Manual
chosen were : single-family residential , speciality retail , and
office park . A vehicle trip is defined as having either an
origin or destination at the site.
In order to determine the level of other traffic that would
likely use Lemay Avenue near Oak/Cottonwood Farm, it was assumed
that by 1993 (short range) , background traffic would increase at.
two percent per year . In the long range ( 2010) , it was assumed
that background traffc would increase as reflected in the North
Front Range Corridor Study . Approximately 1400 daily vehicle
trips were assigned to ;the internal street system of
Oak/Cottonwood Farm that would be generated from other sites .
This assumption is based on a gravity model of traffic demand
which was completed for a nearby project .
Trip Distribution
Two directional distributions were determined for
Oak/Cottonwood Farm. The short range and long range
distributions included a distribution for Oak/Cottonwood Farm
based on existing and future travel patterns . The trip
distributions are shown in Figure 4 .
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 result of the trip distribution process . Due to
the mixed-use nature of the project , a trip reduction factor of.
50 percent was applied to the retail trips beyond the development
site . This reduction takes into account the trend of passerby
in
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14 —
III
trips and internal trips that would not impact the intersections
IIIon Harmony Road or Lemay Avenue.
1- -.1-
Figure 5 shows the short range (1993) morning and afternoon
peak hour assignments of the Oak/Cottonwood Farm generated
traffic with the background traffic in the area.
!II Figure 6 shows the long range (2010) morning and afternoon
peak hour assignments of the Oak/Cottonwood Farm generated
traffic with the background traffic in the area.
III'. . Signal Warrants
is °� 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 . However, it is possible to
determine whether traffic signal warrants are likely to be met
based upon estimated Average Daily Traffic (ADT) and utilizing
the charts shown in Appendix D. Using the traffic volumes shown
in Figures 5 and 6 , traffic signal warrants will not be met at
the intersections of Boardwalk/Lemay or Southridge Greens/Lemay
in the short range future. It is possible that signals will be
warranted at the Lemay/Boardwalk intersection considering long
range peak hour traffic projections .
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TRIP DISTRIBUTION Figure 4
(Short Range/Long Range)
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HARMONY ROAD
1 95/85 W
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SHORT-TERM PEAK HOUR TRAFFIC Figure 5
(YEAR 1992) 0 AM Peak/PM Peak
S"
O N (p •tt
Cr)r a
�. 3 �-- 135/220
x
-a--- 1030/2065
450/390
HARMONY ROAD
105/100I W
1595/935—°' UJ
Z
' 335/315 \11/4 Fl c
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,5 ` LONG-TERM PEAK HOUR TRAFFIC Figure 6
(YEAR 2010) • AM Peak/PM Peak
F. .
Operations Analysis
Capacity analyses were performed on key intersections
adjacent to Oak/Cottonwood Farm in both the short range and long
range conditions . Capacity analysis was not performed on
internal streets , but rather the traffic volumes of the streets
were examined to determine if the volumes were appropriate for
collector streets .
Using the traffic volumes shown in Figure 5 and the existing
ge`ometrics , the intersections operate in the short range
condition as indicated in Table 3 . Calculation forms for these
analyses are provided in Appendix E. It is expected that all
N. > intersections will operate at acceptable levels (Level of Service
D or better) during both peak hours .
Using the traffic volumes shown in Figure 6 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 F. At the intersection of
Boardwalk/Harmony , the capacity will be adequate (LOS D) based on
the addition of left turn signals for the north/south legs .
„ ; : Left turns out at Southridge Greens will operate at Level of
� ., Service E. While this level of service indicates that long
delays can be expected, based on recent research on the delay at
stop sign controlled intersections , it is more realistic to
4" expect the left turns to operate at Level of Service D. Appendix
G contains two research papers related to this topic ..
;�aS;< Once the intersection of Lemay Avenue and Boardwalk Drive is
signalized, it will operate at a good level of service (Level of
Service B) .
CT
The anticipated traffic volumes for the internal roadway
' .., . system are suitable for collector streets . Boardwalk Drive can
del expect 5,000 vehicles per day after full development , while
Southridge Greens Boulevard is projected to carry 3 ,000 vehicles
I: per day.
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\ Table 3
Short Range (1993) Peak Hour Operation
« K Operation
4:. .. ,
\ Intersection AM PM
-
«« Boardwalk/Lemay
/\\ . .
WB L/T i A B
}. m B E A A
+ c EB L/T A B
EB E A A
.\? NB L A A
r«�. 555 ~ A A
I:, Harmony/Boardwalk (Signal ) . B C
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r.
\«
.. 2 .
yy
\ \: . Table 4
\ < d 2
Long Range ( 2010) Peak Hour Operation
Operation
,, ,
\ 7\ Intersection AM PM
2z \
<& » Southridge Greens/Lemay s
KB L/T • E E
/' <\ \ KB R A A
E E .
$B L/T
«) / EB £ A A
» NB L A A
w . ,
SB L A B
e/\
\a
`/�»
'�/», Boardwalk/Lemay (Signal) B B
\ ^ "C
\ » Harmony/Boardwalk (Signal ) C C
\
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d \ Accident Analysis
Since the existing development in this area is minimal and
theproposed developments of Oak/Cottonwood Farm and others will
\\ . significantly increase traffic volumes in the area, evaluation of
current accidents was deemed not appropriate. The recommended
control devices and geometries should minimize vehicular
conflicts and maximize vehicle separation. Therefore, the
accident rate should be at its minimum for a typical urban
condition.
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IV . CONCLUSIONS
This study assessed the impacts of Oak/Cottonwood Farm on
n;',4 the existing (short range - 1993 ) and future ( long range - 2010)
street system in the vicinity of the proposed development . As a
rti
result of this analysis , the following is concluded:
. Tehg ineeliopmena ndop oOnkCoAttonwod dFa
traffic relm opm ene asible froosm da
xN approximately 14, 200 trip ends will be generated at this site.
t , Phase 1 development at Oak/Cottonwood Farm is projected to
generate 880 vehicle trip ends .
- By 1993 , given the existing traffic and proposed Phase 1
development of Oak/Cottonwood Farm, the access points to the site
"' will operate at acceptable levels of service.
A new signal at the intersection of Boardwalk Drive and
Lemay Avenue may be warranted as a result of increased long range
traffic. A left turn phase for the north/south legs of Boardwalk
J ,4 at Harmony Road is recommended to accommodate long term traffic
growth.
- With the recommended control and geometrics , intersec-
' � ' tions will operate acceptably during most of the day . Some stop
sign controlled left turns will operate at unacceptable level of,
service conditions during peak hours, but this condition does not
warrant improvement .
t With proper traffic control and geometrics , the accident
rate should be minimal for an urban condition.
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