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Home My WebLink AboutMIRAMONT OFFICE PARK PUD - PRELIMINARY & FINAL - 54-87AN - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDY; � � � � � � � � � � � � � � � � � MIRAMONT OFFtCE PARK SITE ACCESS STUDY FORT CULLTNS, CC)LURADO APRIL 199`7 Prepared for: Miramont O£fice Park, L.L.C. 309 West Harmony Road Fort Collins, i?C 80526 � � , Prepared by: MATTHEW J. llELICH, P.E. 2272 Glen Haven Drive Loveland, CO SU538 Phane: 97U-669-2U61 FAX: 970-669-5034 I. INTRODUCTION This site access study addresses the capacity, geometrie, an� control requirements at and near a proposed office park development known hereinafter as Miramont Office Park. It is lacated near fhe intersection of Oakridge Drive and Boardwalk Drive in Fort Gol.lins, Colorado. During the course of the analysis, n�.tmerous contacts were made with the project planning consultant (Cityscape Urban Design) and the Fort Collins Traffic Engineering" llivision. 'rhis study generally conforms to the format set forth i.n typical traffic impact study gv:idelines. The study involved the fol.lowing steps: - Collect physical, traffic and development data; - Perform trip generation, trip distribution, and trip assiqnment; - Determine peak hour tra_ffic volumes; Conduct capacity and operational level of service atialyses ori key intersections; - Evaluate future operating cvnditions. II. EXISTING CONDITION�; � The location c�f Miramont Office Park i.s shown. in Fi_qu.re 1. ' It. is important that a thorough understanding of the existiny conditions be presented. � � Land Use �' �Land uses in the area are primarily either residential or commercial. Gommercial uses exist to the east (acro�s Hoardwalk) � and to the north. Residential uses ax-e south of the site. 'I'his is a developing area with some vacant ground to t.he north, south, and southeast of the site. The site itself is cur.rently vac�nt. Land in the area is flat. The center of Fort Collins lies to the � north of Miramont Of.fice Park. � Roads ' The primary streets near the Miramont Office Park site are Harmony Road, Boardwal�. Drive, Lemay Avenue, and Uakridge Drive. �'` Harmony Road i s 1 ocated one b 1 ock north o f the s i te . I t i s an east/west higYiwdy desiynated as a major arteri.al in the "North Front Range Regional Transportati�n Plan," (NFRRTP) a.nd the Fort � , Collins Master Str.eet Plan. Harmony Ro�c� has a fvur lane cr�ss section with a center mPdian lane. There are turn lanes at al.l � 1 � � � � �' , � �} L.�J � � � SITE LOCAT'ION � - NO SCALE �igure 1 i � i r �I intersections. Traffic siqnals cuz-rently exist at the Boardwalk Drive intersection. Ttie speed limit in this area is 45 mph. Boardwalk Drive abuts the site to the east. It. is a no.rth/ south street designated as a collectar on the Fort Collins Master Street Plan. It i.s a functional two lane road, wi.th bicycle lanes along both sides adjacent to the site, There i.s a center turn lane in Boardwalk vrive. At Harmony Road; it has three nvrthbaund lanes. The posted speed limit is 30 mph. Saixth of the site, :Boardwalk turns to the east and connects to Lemay Aver�ue. Lemay Avenue i s a nort,h/south arteria 1 str. eet, 1 oca.ted. sever. a 1 blocks to the e�st of the site. North of the 8�ar.�dwa.lk intersection, it has a five lane cross sect.i.nri which nar.r�ws t� ' three lanes south of Boardwalk. The B�ardwal.k/Lemay interseation has stop sign control. It is assumed that it wa.l.l be widened to �,� five lanes south of Boardwalk in the short range future. �Oakridge Drive is a collector street, �roVidirig acc:ess to the shopping center to its north. It runs in the east/west direction £rom Lemay to Bvardwalk. It has one lane in each c�irection, a center left-turn lane, and bicycle lanes in both directions. The posted speed limit is 25 mph. � � � � � � � Existing Traffic Recent peak hou.r tu.rning movements at the Har.mc►ny/Boardwallt, Boardwalk/Oakridge, Oakridge/Lemay, and Lemay/Boa.rdwalk i.nter.sec- tions are sh�wn in Figure 2. These counts were extracted frnm the Miramont Self Storage (11/96) and Sterling House (1/97) traffic impact studies. Existing Operation 'I'he key intersections were evalua.ted. 'I'he peak hour aperation is shown in Table 1. Calculation fvrms are provided i.n Appendix A. Appendix B describes level of ser.vice fvr siQnalized and unsignalized intersections from the 1994 Highw�__Capacit� Manual. The key intersections operate acceptably Acceptable aperation during the peak hours is defiried as level of_ service n or better at signalized intersections. Expex-ience indicates level of service E/F at stop sign controlled intersections during the peak hours i.s typical for minor street left-turn movements in an urban area. Other traffic movements typically should operate at level of service D or better. z � �. � � � � � � � �7 � � � � � FiEC�IV1� PEAK i�IC)UF3 T'F�AFf�IC Figure 2 � s .� � -.�_ , -- �. ,. �.' �. � � � � � � �I � ", � � � Table 1 Current Peak Hour Upex-atian Intersection Harmony/Boardwalk (signal) Oakridge/Boardwalk (stop sign) WB LT WB RT SB LT Oakridge/Lemay (stop sign) � EB LT/T EB RT WB LT/T WB ,RT NH LT SB LT Lemay/Boardwalk (stop sign) EB I,T/T EB RT WB LT/T WB RT NA LT SB LT I�evel of 5ervice AM yI•! B � B A A :� A A A B A A A. C A C A A A C A C' A A A C' R C A A H � � III. PRUPO5ED llEVELOPMENT Miramont Office Park is a proposed office development, located one block south of the intersection of iiarmony Road and Boardwalk Drive in Fort Collins. Figure 3 shows a schematic of the site plan of Miramont Office Park. Office park developments are generally �built in a phased program. In this i.nstance, Miramont Office Park is planned to have five buildings, totalling 52,U� square feet. At the present time, definitive users have not been determined for the office buildings. The short range future is assumed tv be the year 2OU0. For analysis purposes, �it was assumed that Miramont Office Yark would be fully built and occupied by that time; however, the development program is generally controlled by market conditions. The site plan shows three access drives ta Boardwalk, all �f � which are planned as full movement i.ntersections. 'The driveway at the north end of the site will align with the Harmony Market main en�try on the east side of Boardwalk. In the future, this driveway � wi 11 be shared with the property to the north �.f the site . The middle site driveway will. be loeated across from the Sa.m's Club , secondary access, and the south site dCCBSS will align wi.th Oakridge Drive. The south access will be shared with the Miramant �, Self Starage to the svuth. Trip Generation Trip generation is important in considering the impact of a � development such as this upon the existing arid proposed street system. A compilation of trip generation information contained in Tri�Gene_ration, 5th Edition, ITE and the 19y5 LTpdaie was used to � estimate trips that would be generated by the proposed/expeeted uses at this site. Table 2 shows the expected tr.ip generativn on a daily and peak hour basis. � Trip Distribution � Directional distribution of the genex�ated trips was determined for Miramont Office Park. Future year data was obtained from t.he � NFRRTP and other traffic studies. Figure 4 shows the trip � distributions used. Both short range and long range tri.p distributions are expected to remain relatively constant. The majority of the site users will be primarily from the west and � north of Miramont Office Park. Background Traffic Projections Background traffic projecti.ons for the short range and long range future horizons were obtained by reviewing the NFRRTP and. � �3 L -1 � � , , , � � � � � � � � � � � �_ � � � � � � �oHr w�rioc 9APTIST CHURCH —�.....� �, SITE PLAIV � h � NO SCALE � _� )AKRID(3E DRIVE � �igure 3 �.._ � , � � �_ �_ �. �_ �_ �_. �_. �. �_ �. �. � � �T � � � Land Use Office Paik - 52,000 SF (Rate) Table 2 Trip Ueneration Daily A.M. Peak P.M. Peak Tr.ips Trips Trips Tri.ps Trips in out in out 594 85 l.l 12 67 (11.42) (1.64) (0.20) (0.23) (1.2$) � � � � � #� A SlTE TRAF�IC DI�1'RI�UTIOIV F�gure 4 1 � � ', �various traff�ic studies prepared for other developments in this area o£�Fort Collins. Background traffic was determined using the ,"Sterling Fiouse Traffic Impact Study" (1997), the "Mirarnont Self _.. . Storage Traffic Impact 5tudy (1996), and the "Hank One at Harmony Market Traffie Study (1994). Backgrou.nd traffic projections � include the developments addressed in the �bove studies. While the Sterling House and Miramont Self Storage studies have specific "� development levels assumed to be in place in the short range , future, the Bank One and adjacent development were assu.med to be fully developed in the short range future. Tr,ip Assignment r Trip assignment is how the generated and distributed tr-ips are expected to be loaded on the street system. The assigned trips a.r�e � � the resultant of the trip distribution process. Figure 5 shows the morni.ng and afternoon peak hour site generated traffi_c. Fi_qurP 6 shows the total (site plus background) stiort, range peak hot.ir traffic at the key intersections. Figure 7 shows the total lon.g �' range morning and afternoan peak hour traffic at the key intersections. Signal Warrants � As a matter of policy, traffic signals are not installed at. any location unless warrants are met accord.ing to the Manu�1__on Uniform Traffic Contrvl Devices. However, it is poss�ibJ.e to � ---=— ------------------ - determine whether tra£fic signal warrants a.re likely to be rnet k�ased upon estimated peak hour traffic forecasted in this study. Using the peak hour traffic volumes shown in Figure 6, no new traffic signals will be warranted. In �.he long rangP future, it � is expected that a signal will be warranted at the Lemay/Oakri.dge i.ntersection. TraffiC should be mor�itored to determine if/wFien signals are warranted. The Lemay/13oardwalk intersection m�y meet � combination warrants considering both volumes and sch�vl crossings. Operation Analysis �, ' Capacity analyses were performed on Yey intersections ne�.r Miramont Office Park. The operations analpses were conducted f.or � the short range analysis, reflecting a year_ 20U0 condition, and the long range analysis, reflecting a year 2c715 condition. Using the traffic volurnes shawn in F'ig�.ir.P 6, the key � intersections operate in,the short range r.onditi.on as indicated in Table 3. Calculation forms for these analyses are gr�vided in ' Appendix C. The key intersections will operatP acceptably du.ring �' the peak hours with the geometry i.ndicated in Figure S. � 4 � � � 0 �GP�� U� - SITE GEIVEF�A1"�D TF3A��IC �i9ure s �-- �_. �_. �.. ��. �_. �.. �_ � �_. �. �. �.. �. �. �_ �. �. �. R � ,8 n � Slt� � � � �- 205/385 � i �. �—sz,;a90 �=8a ,00�„5 -� 1060/805 --�^ N � �o 175/295 -� ��'� ,r� � o � O �N � �L :55/2S� � � � �-- 5�35 20/100 1 oo�� ,� 5�5 -� ^ � � o S � � O N �� /0 ,� i �, �- ��5 5/30 o�a�'�4�' 5�5 -� o � o N O � � � N � - � so�%5 � � � �- 2D�30 5�/�5�� 0/5 --� in � � � �� \� AM/PNi Rounded to the Nearesi ' 5 Vehicles. SHORi RA,IVG� iOTAL 1'RAF�IC � �o �� — so/z3o � " � �+--10/50 � � � d— 25%50 45/55 --� 20/20 --�- g �o,� � 40/130 � o �� o � u'� } � � N �� o � � �-- 50/3S N M .-- -�- ZS�I5 � � � �-- 35/45 � 5/20 � � � � so�ao--� �� 19tJP� 6 �. } , � � � � �: � �. �. � � � f � � � � �. � G .- � � �Y i � � 1 � 4 � � o�� , � �- 280/520 -•-- 840 1470 � d � r- 95 120 13�150 1425 1080 � � � � 215/380 -� ��,� N O � � � N �� -55/28D � � � l � r— s%ss -za,,�--� �rr � NOM. -+- o d� 5/25 -� �� o '� ' � � �\� a- 5/5 SI�@ � � � e.—p�0 ,� i �. �--°/5 5��' � f r' � 5/5 -� o � o � o � N ;OO �%`J IOO N i� „a,_ ,S� „� � � ,r- 25/40 5/10 -P 0/5-� o00 0�5� 'ioo 0 N I �� \ � AM � P� Round�d to the Nearest 5 Vehicle�. Lo�� I 11l1��.A� 1�� 1��I�/ � � 0 � 12�415 N �--10 50 � d- 25/70 50/60 -1' 25 25 --*- 45�35 -L � � � J o�,� N � � �- 50/35 � � � �-- 40�5 zo,25--� � 4 �' �0 25-- ��o 65 180 -� � � � non Figure 7 i � ,. � � � �; i "' � � �. �. � �. �. �_ ��. �. � �� . �- �... Table 3 Short Range Peak Hour Operation Intersection Harmony/Boardwalk (signal) Oakridge/Boardwalk (stop sign) � EB LT/T/RT WB LT WB T/RT NB LT SB LT Oakridge/Lemay (stvp sign) EH LT/T EB RT WB LT/T WB RT NB LT SB LT Lemay/Boardwalk (stop sign) EB I,T/T EB RT. WB LT/T WB RT NB LT SB LT Boardwalk/North Drive (stop sign) EB LT EB T'/FtT WB LT WB T/RT , NB LT SB LT Boardwalk/Middle Drive (stop sign) EB •LT/T/RT WB LT/T/RT NB LT SB LT Level of Service AM PM B C B $ A A A B A A A C C A A A A C A A B A A A A t� A A E D A A A C A C A A A �` A B A A r A A SI�OFiT RAIVC�E GE�IVIETRV Figure � Using the traffic volumes shawn in Figure ? and the geometrics, the intersections operate in the long range condi.tion as indicated in Table 4. Calculation forms for these analyses are provided in Appendix D. The key intersections will operate acceptably; however, same minor street left-turn movements are expected to aperate at LOS F at the Lemay/Oakridge, Lema.y/ Board.walk, and Boardwalk/Nc�rth driveway intersections in the afterYioon peak hour. With signal control, the Lemay/Uakridge intersection will operate acceptably. At the Boardwalk/North driveway intersection, aperatioris are a direct result of de'velopment activity along both sides of Boa.r_dwalk and the access schemes for these deve2�nments. Site traffic represents only 20 af ternoon exiting movements at this intersection, with the balance of the traffic activity at this location resulting from the Harmony Market development and the parcel to the north of the site. In the event this intersection becomes too eonge.5ted, site traffic has alte:rnative rotites available and can easiJ.y divert to these locations, Long range geometry is shown in Figure 9. IV. CONCLUSIONS This stta.dy assessed the impacts �f the Miramont Uffiee Park de.velopment ori the short range and long range street system in the vicinity of the proposed development. As a result of this analysis, the following is concluded: - The development o.f" Mir.amont Office �ar.k i.s feasible from a traffic engineering standpoint. At fu11 cievelopment, as pl�ns currently indicate, a.pproximately 594 trip ends will he generat��d at this site daily. - Current operation at the Harm�ny/Boar�dwalk signalized intersection is acceptable. At u.nsignal3zed locations siich as the Oakridge/Lemay; Oakridge/Boardwalk, and Lemay/Boardwal.k interser,- tions, acceptable operations currently exist. � - In the short range future, given full development of � Miramont Office Park and an increase in background traffie, all key intersections will operate acceptably/normally. The short range geometry is shown in Figure 8. �; �_ �f.: � .� 1. �� i ��. � i ' �'. - In the long range future, key intersectio.ns will operate acceptably/normal ly dl�ring i:iie peak hours . The long range geometry is shown in Figure 9. - No additional tra£fic sigrials are expected to be warraiited at thP analyzed intersectiozis in the short range future. However, t.raffic volumes will approach peak hotir warrants at the LPmay/ Oalcridge intersection in the long range future. The Lemay/ 5 Table 4 Long Ranye Peak Hour Operation Intersection Harmony/Boardwa.lk (sigrial ) Oakridge/Boardwalk (stop sign) EB LT/T/RT WB LT WB T/RT NB LT SB LT Oakridge/Lemay (signal) �Lemay/Boardwalk (stop sign) EB LT/T EB RT WB LT/T WB R'T NB LT � SB LT Boardwal�k/North Drive (stop sign) - EB LT EB T/RT WB LT WB T/RT NB LT SB LT Boardwalk/Middle Drive (stop sign) EB LT/T/RT WH LT/T/RT � NB LT SB LT Level of Servir,e AM PM B � B B A A A B C C A A A B C A C A A A C A C A A A B B A A E A F' A A A F B F H A b C C A A � �� L' OIV .C�.� F�AiVC� CEOIVIEI'F�Y Figure 9 � Boardwalk antersection may meet a combinatian warrant fpr traffic signals. - With accident rate conditions. the recommerided traffic control and geometrics, the 5IlOU1Ki be at ar� acceptable level far typical urban :