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Home My WebLink AboutC.A.T. 22ND FILING, COMMUNITY HORTICULTURE CENTER PDP & FDP - 53-85AV / AZ - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYy9 " � c� � 0 aa . 0 a � O O U �Z Q w O J 0 w > � 0 w a _ w J � N ti N N . � �. � � J � � � � W � � � � . � c� O � � rn cfl c� O � � X Q � � t� N oi � to 0 � rn z 0 a � z. � w W z � a W z O a O a z ¢ 1-- o�i v � a Q H � � ia� ,•• •� i TOt Jim Clark, Community Horticultur-ist Eric Bracke, Fort Collins Traffic Engineer Tom Reiff, Fort Collins Transportation Planning E'ROM: Matt Delich �� DATl3 : SUBJECT: January 19, 2001 Community Horticulture Center transportation analysis (File: 0019ME02) This memorandum provides documentation of various transportation analyses pertaining to the development of the Gommunity Horticulture Center (CHC), which is proposed within the Centre for Advanced Technology. The CHC site is in the northeast quadrant of the future Centre/Rolland Nloore intersection as shown in Figure 1. The scope of this analysis was discussed with City staff. It entails a trip generation analysis, an analysis of the future Centre/Rolland Moore intersection, and an alternative modes analysis. This type of use is not mentioned in Trip_Generation, 6cn Edition, ITE, which is the conventional resource in estimating _ -- vehicular trip generation: Therefore, Jim Clark, Community Horticultuiist, was contacted to help to estimate the trip generation. The CHC is not expected to be a high peak hour trip generator. It is expected that most visit:s wou.ld oecu.r in the middle of the day after 9:OOam. There may be some vehicular trip generation that would coineide with the afternoon peak hour. It was estimated that there would be approximately 40,000 visitors (people) per year. In the summer, there could be 200 visitors on a typical weekday. Some of these visitors would likely utilize bicycles for transportation. However, in order to be conservative, this was not considered in the trip generation estimate. It is a.lso expected that many visitors would come as families. Therefoie, there would be an average auto occupancy greater than one. A conservative assumed auto occupaiicy of 1.5 was used in subsequent analysis. On a weekday, the 200 visits equally spread over a nine hour day (9am to 6pm) results in 22 vis:its per hour. However, in the afternoon peak hour of the street (4:3Opm to 5:30pm), it was assumed that 20 percent of the visits would occur. This would result in 40 visits during this hour of the day. This is almost twice the number of visits during this peak hour compared to an equal distribution. Applying the auto occupancy factor results in a peak hour traffic forecast (trip generation) of 27 vehicles inbounei and 2'7 vehicles outbound during this peak hour. A typical weekend day would result in 40 vehicles inbound and 40 vehicles. outbound in the peak hour on a weekend. Weekend traffic on Centre. Avenue is lower than weekday traffic. Therefore, it is concluded that a weekend analysis is not required even though the tr'ip generation may be somewhat higher. There may be some special events on weekends that would generate a larger number of trips, however since weekend traffic in the area is lower than that during weekday peak hours, it is expected that the street system would operate acceptably, L , � � A site plan of the GHC is provided in Figure 2. The access to the site is from Centre Avenue, across from the north access to the NRRC/GSA site. It is 220 feet north of the main (south) access to the NRRC/GSA site (on-centers). The main NRRC/GSA access will line up with future Rolland Moore Drive to the west of Centre Avenue. Figure 3 shows recent (June 2000) afternoon peak hour traffic at the Centre/South Access to the NRRC building. Raw data is provided in Appendix A. While not counted at the time of data collection, the traffic at the north access to the NRRC/GSA site was estimated based upon a trip generation analysis of the existing building. The Centre/South Access and Centre/North Access intersections currently operate acceptably as indicated in Table 1. Calculation forms are provided in Appendix B. The existing NRRC building is the first of a number af related buildings in this area of the Centre for Advanced Technology. From available site plans, the current South Aceess (referenced above) will be the primary access to this complex. There will be a total o:f three accesses to Centie Avenue. The two that currently exist and another located further to the south. It is expected that the primary access will handle 40-50$ of the traffic to/from the NRRC site. Due to the site layout of the NRRG/GSA site, the estimated volume at the north access was held constant. It is not likely that this access would be used by occupants of qther buildings within the complex. Figure 4 shows the forecast of the afternoon peak hour traffic at build-out of the Centre for Advanced Technology. Since Centr-e Avenue is classified as a collector street on the Fort Collins Master Street Plan (3/00), it will likely have at least 5000 vehicles per day. In order to take a conservative approach, it was assumed that the afternoon peak houi was 12� of the daily traffic. It i.s expected that segments of Centre Avenue will carry volumes that may exceed 5000 vehicles per day. This is reflected in. the volumes shown in Figure 4.. Using the yolumes shown in Figure 4, Table 2 shows the operation of the Centre/NRRC North/Horticulture Access inber_section with stop sign control on the NRRC North/Hortieulture Access legs. Calculation forms are provided in Appendix C. This intersection is expected to operate acceptably with stop sign control. The levels of service shown in Table 2 indicate that volumes could increase substantially and still achieve acceptable operation. Figure 5 shows a schematic of the recominended geometry at the Centre/NRRC North/Horticulture Access intersection. Centre Avenue has. been constructed witfi a three-lane cross section. The center lane is used as a continuous two-way left-turn lane, but could be striped as a defined left-turn lane at selected inte=sections. The future Centre/Rolland Moore intersection may be in a location where the City desires to have defined left-turn lanes. If desired, these lanes (northbound and southbound) could be 100 feet long plus bay tapers. If the City desires to ha.ve defined left-turn lanes at the Centre/NRRC North/Horticulture Access intersection, they should be striped as indicated in Figure 5. The alternative would be to have a continuous two-way left-turn lane through this intersection. The approach geometry on NRRC North/Horticulture Access should have a combined left-turn/through/right-turn lane. It is intended that the Community Horticulture Center will provide for parkin_g on-site. Parkinq has been increased compared to previous site plans. However, if there is a special event, potentially on weekends, � � park�ing may be required off-site. Parking on other nearby sites is being explored by the Community Horticulturist. A possible location may be in the NRRC/GSA parking lot. Under this circumstance, pedestrians would be required to cross Centre Avenue. Given the forecasted traffic volumes., this can be accomplished safely. Special pavement treatment for this pedestrian crossing on Centre Avenue is not reco�nended. A standard painted crosswalk is appropriate. The study area for pedestrians is, by definit:ion, those destinations which are within 1320 feet of the site. The site itself falls into the _ "other" category. There are four existinq and future destinations that meet this definition: The existing residential areas to t:he west and north, the existinq N.RRC, and futu_re CAT parcels (H anei Kj. Centre Avenue has a sidewalk with a parkway. When Rolland Moore Drive is completed, it wi11 also have a similar sidewalk. The Pedestrian LOS Worksheet is provided in Appendix D. The minimum level of service _for this site is C for all measured categories. This site will have direct aecess to the Spring Creek trail. It is expected that there will be acceptable pedestrian level of service. Centre Avenue has striped bike lanes. When Rolland Moore Drive is bu_ilt, it will have striped bike lanes. There are/will be no priority destinations within 1320 feet of this site. This site will have direct access to the Spri.nq Creek trail. Appendix D contains the Bicycle LOS Worksheet showing that the base connectivity is/will be satisfied. There is currently transit service on both $hields Street and Drake Road, however, these streets ar-e greater than 2640 feet from the site. Therefore, this site is not served by transit. Using the year 2015 Transit Plan, this site will be within 2640 feet of futu.re feeder route service on Prospect Road and the BNRR (Enfianced Travel Corridor, 10 minute service). Future transit level of service will be acceptable. NO SCALE SITE PLAIV Figure 2 � � �'4�ss RECEiVT AFTERNOOiV PEAK HOUR TRAFFIC Figure 3 � � � � yo�, I�� vernc�es FORECASTED AFTERNOON PEAK HOIJR TRAFFIC Figure 4 � � hor� RECOMNiENDED GE011AETRY �1 �� Figure 5 � � APPENDIX A Ilfl�►TTHEVN J. DELICH, P.E. ' 2272 GLEtd HAVEP! DRIVE LOVELAPdD, CO 80538 ! Rhone: 974 669•2061 R = right tum S = straight �A�ULAR SUMMAFtY 0� VE@iICL� COUWTS Datec 6-28•00 Obsenrer: Mlatt Day: dNednesday City: Fort Collins tr�tersection: CentrelNRRC " f �'` i �s�. ��-,. r� '�+ a � � 6. .� ', ay�',� .�' �. � "'"^ � �: �v- a ,�3' s .? ��: 4:30�5:30 � � � �i�� '�� 136 '�� : �:µ ��: � 254 390 `��r�� ,N� .,�.� 0 � ��0�� .��; 50 50 � ., � s .� �. ��.� r �+� „�, � �` � � � �,� PHF 0:83 0:95 Na 0.74 . � � APPENDIX B , . HCS: Unsigna�d Intersections Release TWO-WAY STOP CONTROL SUNIl�RY Intersection: Centre/NRRC south Analyst: Michael Project No.: 0019 Date: �ece�nt afternoo East/West Street: NRR'C—sout North/South Street: Centre Intersection Orientation: NS Study period 3.2 � (hrs): 0.25 Vehicle Volumes and Adjustments Major-Street: Approach Northbound Southbound Movement 1 2 3 � 4 5 6 L T R ( L T R Volume - : _ 134 2 0 254 - Hourly Flow Rate, HFR 141 2 0 267 Percent Heavy Vehicles -- -- 2 -- -- Median Type Undivided RT Channelized? Lanes 1 0 1 1 Configuration TR L T Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement 7 8 9 I 10 11 12 L T R I L T R Volume 43 Hou"rly Flow Rate, HFR 45 Percent Heavy Vehicles 2 Percent Grade ($) Median Storage 1 Flared Approach: Exists? Storage RT Channelized? Lanes Configuration 7 2 0 Yes 1 0 0 LR [�] Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 � 7 8 9 I 10 11 12 Lane Config L I LR ( v (vph) 0 52 - __. _ C(m) (vph) 1440 1505 v�� o.00 0.03 �V��.,/L �oj.. 95� queue length 0.00 0.00 Control Delay 7.5 7-5 Org LOS A A Approach Delay 7.5 � Approach LOS A HCS: Unsignalized Intersections Release 3.2 Phone: E-Mail: Fax: TWO-WAY STOP CONTROL(TWSC) ANALYSIS . HCS: Unsigna�ed.Intersections Release 3.2 TWO-WAY STOP CONTROL Intersection: Centre/NRRC north Analyst: Mic.hael Project No.: 00 Date: recent afternoo East/West Street: N nort North/South Street: Centre Intersection Orientation: NS SUNII�IARY � Study period (hrs): 0.25 Vehicle Volumes and Adjustments Nlajor Street: Approach Northbound Southbound Movement 1 2 3 � 4 5 6 L T R I L T R Volume -- 125 16 13 197 Hour.ly Flow Rate, HFR 131 16 13 207 Percent Hea.yy Vehicles -- -- 2 Median Type Undivided RT Channelized? Lanes 1 0 1 1 Configuration TR L T Upstream Signal? No No Minor Sfreet: Approach Westbound Eastbound Movement 7 8 9 I 10 11 12 L T R i L T R Volume 57 Iiourly Flow Rate., IiFR 60 Percent Heavy Vehicles 2 Percent Grade ($) Median Storage 1 Flared Approach: Exists? Storage RT Channelized? Lanes Configuration 47 49 2 0 Yes 1 0 0 LR Delay, Queue Length, and Leve1 Approach NB SB Westbound Movement 1 4 � 7 8 9 Lane Con.fig L � LR C of Service Eastbound 1 10 11 12 v..(�h) __. _13 _ ___ _ 10.9 C(m) (vph) 1435 1534 v/c 0.01 0.07 � U'�G� �D�J� 95� queue length 0.00 0.13 Control Delay 7.5 7.5 1.�� LOS A A Approach Delay 7.5 � Approach LOS A HCS: Unsignalized Intersections Release 3.2 Phone: E-Mail:. Fax: TWO-WAY STOP CONTROL(TWSC) ANALYSIS � � APPENDIX C , • HCS: Unsigna�d Intersections Release 3.2 TWO-WAY STOP CONTROL SUNSMARY - - _ _ . _ Intersection: Centre/North/Hort. Access Analyst: Michael , Project No.: 0019 Date.: ufure aft� East/West Street: North/Horticulture Access North/South Street: Centre Intersection Orientation: NS Study � period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbounei Movement 1 2 3 I 4 5 6 L T R I L T R Volume - - 20 - 295 15 15 300 10 Hourly Flow Rate, HFR 21 310 15 15 315 10 Percent Heavy Vehicles 2 -- -- 2 -- � -- Median Type Undivided RT Channelized? Lanes 1 1 0 1 1 0 Configuration L TR I, TR Upstream Signal? No No Minor Street: Approach Westbound - Eastbound Movement 7 8 9 I 10 11 12 L T R I L T R _ _ __ _.. Volume 60 1 50 IO 1 20 Hourly Flow Rate, HFR 63 1 52 10 1 21 Percent Heavy Vehicles 2 2 2 2 2 2 Percent Grade (�j 0 0 Median Storage 1 Flared Approach: Exists? Yes Yes Storage 1 1 RT Channelized? Lanes Configuration 0 1 0 LTR 1 0 LTR Delay, Queue Length, and Le�el of Service _ Approach NB SB Westbound Ea.stbourid Movement 1 4 I 7 8 9 I 10 11 12 Lane Config L L � LTR ( LTR v(vph) 21 15 116- 32 C(m) (vph) 1235 1235 1394 1369 �� 0.02 o.oi o.os o.oz ��E�(� L,1�5� 95�5 queue length 0.00 0.00 0.20 0.00 �7 Confrol Delay 8.0 8.0 7.8 7.7 �• / LOS A A A A /� Approach De1ay 7•8 7•7 �� Approach LOS A A z�� t �04, $t z�6. �_ HCS: Unsignalize.d Intersections Release 3.2 � 4�q. �� Phone: Fax: E-Mai1: TWO=WAY STOP CONTR.OL(TWSC) ANALYSIS �I � APPENDIX D IViuliimodal Transportation Level of Service Manual LOS Starnlards for Development Revie�v • PecieslriAn Figure 6. Pedestrian LOS Wui�lcsheet � project location classification: Q--r�� (enter as many as apply) , description of a,ppl'icable destination area I'evel.of service (minimum based on project'focatian cl�ssification) , destination area within 1,320' classificati�n � includin address (see lext) ''""'' g air�m�s, :a�ii��wq• •aee� io�errs� 6 uauiry , TOlIII181 ❑ . - if11011�{M .. . � ' 1��7 ��v�'� � / v D I1V711(Illilil. �1 �. � � � P.65��f1A� ` W � 5T � ,<<�;i �U�A �1/�4 ill /A �tl /A; ' �V/A I proposed �, f?� Q 0 s � f • � " I�I�It�101 � � ' ��101010101 �Olt�l1011�101 �1�1�1�1� �� ! - � �01�1�101�1 r ��1�� _ — — -- - --- — — ' �' 0� �i ��'��1 '' 4 �UTV �� C l� 7 �„na�„��„ C, G. C. C. C. � P.�� - K o�r-re�— ,<<<,�,� N�� ti/� �v/� �u ,� �u�a pruposed � /'{ /� %� /1 - -- /`i p. I 8 , � � � �T i� AccESS �oS B �� , �—_ f� A __._. .- --._._. . _._... . .. _ . - ---- - -..__ .. ,�� - City of Port C�l�lins Transportation Master Plan l�iultimodal Transportation Level ot Service Manual LOS S�nndurds fc�r DeVelupment Reyicw - Dicycle Figttre 7. Bicycle LOS Worksheet p. 20 s �' � a 0 3 � description of applicabl'e destination area tvithin 1,320' including adeiress � _�� -----�----..._ . .._ _.__. _. _ .-�------...__._...___ . .__._ _-=-- �� City oF ��rt C�11'ins Tr�ns,port�tion Master P(an � level oF serv.ice - connectivity�