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Home My WebLink AboutBANK ONE FORT COLLINS AT MIRAMONT OFFICE PARK - PDP - 54-87AR - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDY� � � � � � � � � � , l � � � � t � � Transportation Impact Study .� s sa�+rK;_ o�vE Fort Collins, Colorado Eugene G. Coppola, P.E. P.O. Box 260027 Litdeton, CO 80163 303-792-2450 � I � I � I � I � II � � � I � 1 � r � � 1 L� � Transportation Impact Study BANK ONE Fort Collins, Colorado Prepared For: Bank One Corporate Real Estate 955 East Wind Drive Westerville, OH 43081 Prepared By: Eugene G. Coppola, P.E. P. O. Box 260027 Littleton, CO 80163 303-792-2450 May 14, 2001 ;;;,;n,,iuuru,,p,. `\�� E4R�E �,'•�.,;. ......, � •, �� V�C.� �G1STEq�.��°.o� �, J;P c.�-�. . � • :p-�' • .. . �*;D 15�45 W:x�_ _ � � �: 0`1 %N. �'�,,9j '��NA� �: P��,�c , �c •..... .,,.,�� U� ��`p��ti.: �1 �� kt'r�tle N t`.�1)�' � � � � � � � � �� I � I � � � � I � � L! Table of Contents I. INTRODUCTION ..................................................................................................1 II. AGENCY DISCUSSIONS ....................................................................................3 III. EXISTING CONDITIONS .....................................................................................4 A. Existing Road Network ....................................................................................4 B. Surrounding Land Uses ...................................................................................4 C. Existing Traffic .................................................................................................4 D. Existing Traffic Operations .............................................................................. 6 IV. DEVELOPMENT ISSUES ....................................................................................8 A. Project Description ..........................................................................................8 B. Site Traffic ....................................................................................................... 8 C. Trip Distribution .............................................................................................10 V. FUTURE CONDITIONS .....................................................................................10 A. Roadway Improvements ...............................................................................10 B. Short-Term (2006) Background Traffic Volumes ...........................................13 C. 2006 Operating Conditions Without Bank One ..............................................13 VI. TRAFFIC IMPACTS ...........................................................................................15 A. Auxiliary Lane Requirements ........................................................................16 B. 2006 Operating Conditions With Bank One ...................................................16 VII. PEDESTRIAN FACILITIES ................................................................................19 A. Existing Conditions ........................................................................................19 B. Planned Improvements .................................................................................19 C. Levels-of-Service ..........................................................................................20 VIII. BICYCLE FACILITIES ........................................................................................22 A. Existing Conditions ........................................................................................22 B. Planned Improvements ......"�" 22 C. Levels of Service ...........................................................................................22 IX. TRANSIT ............................................................................................................24 A. Existing Conditions ........................................................................................24 B. Planned Improvements .................................................................................24 C. Levels of Service ...........................................................................................24 X. INTERSECTION SPACING ................................................................................25 XI. CONCLUSIONS ................................................................................................. 28 � List of Figures Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 Figure 7 Figure 8 VicinityMap ...............................................................................................2 Current Peak Hour Traffic ......................................................................... 5 Current Roadway Geometry ......................................................................7 ConceptPlan .............................................................................................9 Site Traffic Distribution ............................................................................11 PeakHour Site Traffic .............................................................................12 Short-Term Background Traffic ...............................................................14 Short-Term Total Traffic ..........................................................................17 � I � II List of Tables Table 1 Pedestrian LOS Worksheet ........................................................................21 Table 2 Bicycle LOS Worksheet ..............................................................................23 Table 3 Future Transit Level of Service ...................................................................26 �� r. � �� I. INTRODUCTION � Bank One is planning a new bank in the southwest corner of the Harmony Road — � Boardwalk Drive intersection in Fort Collins, Colorado. A vicinity map is presented on Figure 1. The bank will have access from Boardwalk Drive by using the access � currently shared by the church and office building. This transportation impact study follows the established guidelines for such studies as are applicable and appropriate to the proposed project. The following key steps were undertaken as part of this study. • Obtain current traffic and roadway data in the immediate area of the site. • Evaluate current operations to establish base conditions. • Determine site generated traffic volumes and distribute this traffic to the nearby street system. • Estimate roadway traffic volumes for future conditions. • Evaluate operations with the Bank One fully operational. • Inventory, evaluate, and assess the pedestrian, bicycle, and transit net- works serving the site. • Identify deficiencies and recommend measures to mitigate the impact of site generated traffic and enhance the alternate travel mode systems as appropriate. Key areas of investigation are documented in the following sections of this transporta- tion impact study. � � �' � ' � � � � � � � � � � Copynght0199�20001A�crosdt Corp andor rtg suppliers Ali nghts resened F ig u re 1 a Co�ynght 1999 try Geographic Data Technology Copynght 1999 by Corrpusearce M�cromarke�ng Data and Systems ltd 2 VICINITY MAP II. AGENCY DISCUSSIONS � � � � � � � � Prior to undertaking this study, a scoping session was heid with Eric Bracke, City Traffic Engineer. During that discussion, it was determined that an intermediate transportation impact study was appropriate. Key items of agreement and direction are identified below. • A full assessment of pedestrian, bicycle, and transit levels of service needs to be conducted. • The Harmony Road — Boardwalk Drive, Boardwalk Drive — Shared Access, and site access intersections should be investigated during weekday morning and afternoon peak hours. • An assessment of existing and short-term future conditions is appropriate. Future conditions were identified as year 2006. • Traffic growth on nearby arterial streets of 2'/2% percent per year is reason- able to estimate future background traffic. • The use of afternoon peak hour counts at local banks is an acceptable sub- stitute for the ITE generation rates. The above items are included or addressed in the following sections of this report. The City's Transportation Impact Study base assumptions and pedestrian destina- tions forms are attached in Appendix A. 3 � � A. Existing Road Network EXISTING CONDITIONS The Bank One site is located in the southwest corner of the Harmony Road — Board- walk Drive intersection. Boardwalk Drive is a two lane north-south roadway. It is classified as a minor arterial north of Harmony Road and a collector street south of Harmony Road. The posted speed limit is 30 miles per hour. Boardwalk Drive serves an estimated 12,000 vehi- cles per day. Harmony Road is an east — west major arterial roadway extending east and west of the site. It has two lanes in each direction with a connection to I-25. Current daily traffic on Harmony Road is estimated at 35,000 vehicles. 8. Surrounding Land Uses The Bank One site is currently vacant. Commercial and office developments occupy a large part of the surrounding area. A church is located directly west of the site with an office building to the south. C. Existing Traffic Weekday morning and afternoon peak hour traffic counts were obtained for the Harmony Road — Boardwalk Drive intersection and the Boardwalk Drive — Shared Access intersection. This information is presented on Figure 2. 4 � � � � 0� M N Cp N � O M (D �� 1� Y (0 3 � � c� 0 m � 295/335 �--- 677/1282 �— 27iioo Harmony 63/85 --� 1067/1108 � 103/345 � � d CD M M I� r � N � � � � � ('7 �1� Church/Office Drive 40/17 —� 4/2 � 12/10 � LEGEND: AM/PM � � � vvcD N N CO M ti � � M � � � 31 /295 �— ��Q � 3/6 Shopping Center � I � vcDo r N �' N � N Figure 2 CURRENT PEAK HOUR TRAFFIC 5 � � D. Existing Tratfic Operations Highway Capacity Manual procedures were used to quantify current intersection oper- '�, � ations. Resultant levels of service (LOS) are indicated below for both moming and afternoon peak hour conditions. This was undertaken for the Boardwalk Drive inter- rsections with Harmony Road and the Shared Access Drive. Traffic volumes from Figure 2 were loaded onto the current roadway geometry, which is shown on Figure 3. CURRENT OPERATING CONDITIONS LEVEL OF SERVICE APPROACH/ AM PEAK PM PEAK INTERSECTION CONTROL MOVEMENT HOUR HOUR Harmony Road — Boardwalk Drive Signal EB B C WB B C NB D D SB D E Overall C D Boardwalk Drive — Shared Access Stop NB LT/TH/RT A A SB LT A A WB LT/TH B C WB RT A B EB LT B F EB TH/RT A A Overaii A A Per City standards, overall level of service 'D' is defined as a general standard for signalized arterial intersections. Arterial intersections on commercial corridors and 0 � School/Office Drive NOTE: Effective geometry shown. Y f6 3 � c`o 0 m Harmony opping Center Figure 3 7 CURRENT ROADWAY GEOMETRY � � �� L� � � � � � � � � '�_1 � � � � within activity centers are allowed to operate at LOS `E'. Stop sign controlled inter- sections along arterial streets are allowed to function at level of service 'E'. As shown above, all intersections currentty operate at level of service 'C' or better during peak hour periods. It should be noted that traffic signal timing was not `tweaked' to obtain the best available level of service. It was set to the point of obtaining acceptable operating conditions without any further consideration. This practice is consistent throughout this study. Capacity work sheets are presented in Appendix B. IV. DEVELOPMENT ISSUES A. Project Description Bank One is a development having 3,670 square feet of floor area. It is expected that construction will start as soon as possible with completion and full occupancy within the next year. One full movement access to the existing driveway serving the church and office building is planned to serve this development. Sidewafk is currentty being considered as indicated on the concept plan. A concept plan is presented on Figure 4. 8. Site Traffic Site traffic was estimated using Institute of Transportation Engineers (ITE) publication, "Trip Generation, 6th Edition", a nationally recognized reference. The exception to this statement is that local data was used to estimate afternoon peak hour trips. Trips associated with Bank One are indicated in the following table. � � Harmony � ��: .. . ._ ._ •r"� I ! I 1 7 I I 4 1 I r � � � I 1 I I b e i I I I � � � � . ; ., � �i � i 4 I � i � I 1 , � `� ; � � l, �.._..�.•—.•—.._..—.._.._.._.._.._..—.._..—••—••—••._.._.._.._.._..� Shared Access � Y f� 3 � � 0 m �� Shopping Center � Figure 4 CONCEPT P! �N Sq. '� Daily AM Peak Hour PM Peak Hour* Ft. Rate Trips Rate In Out Rate In Out 3,680 265.21 975 12.63 26 20 15.04* 28 28 * Modified on the basis of local data. As shown above, Bank One is expected to generate 46 morning peak hour trips, 56 afternoon peak hour trips, and 975 trips per day. These trips are considered minor. In reality, about 47% of the afternoon peak hour traffic will be drawn from passing traffic per ITE. Extending this percentage to all time frames would indicate that the bank will generate 25 new morning peak hour trips, 30 new afternoon trips, and 517 new trips per day. C. Trip Distribution Trip distribution is a function of the origin and destination of site users and the avail- able roadway system. In this case, all traffic must use Harmony Road or Boardwalk Drive to access the site. Current daily traffic was used to assign site traffic to the adjacent roadway sections. This resulted in the site traffic distributions shown on Figure 5. Resultant peak hour site traffic is shown on Figure 6. � A. Roadway Improvements FUTURE CONDITIONS The site is located in a generally devetoped section of Fort Collins. Accordingly, no significant major roadway improvements are planned in the area of the site in the future. When and if improvements are made is largely speculative and cannot be 10 � Y fD 3 � N O m Church/Office Drive Harmony opping Center Figure 5 11 SITE TRAFFIC DISTRIBUTION � Y C6 � � f6 O m Church/Office Drive LEGEND: AM/PM nom = nominal Harmony �pping Center Figure 6 PEAK HOUR SITE TRAFFIC 12 rea=^��ably predicted. For analysis purposes, any future improvements are assumed to occur well beyond the time frames considered in this study. B. Short-Term (2006) Background Traffic Volumes Background traffic was developed using an annual growth rate in the range of 2'/z percent per year. Existing traffic volumes were factored upward to approximate future short-term conditions. Background traffic is shown on Figure 7. C. 2006 Operafing Conditions Without Bank One Short-term operating conditions were assessed without the Bank One development. This analysis utilized the peak hour traffic shown on Figure 7 and the existing road- way geometry. Operating conditions were determined as indicated on the following table. 13 �N� O O � � O (O N ��rn �1� Y fC � � f0 O m � 335/380 �-- 765/1450 � 30/115 Harmony 70/95 -� 1205/1250 � 115/390 � 0 rn� lt� M t� <- N O (D � N �- M �1� Church/Office Drive 40/15 � 5/nom � 10/10 � LEGEND: AM/PM nom = nominal NOTE: Rounded to nearest 5 vehicles. � I � � � rn o�� c� � � � ��-- 30/295 �--- nom/nom � 5/5 Shopping Center � I � �n o 0 o� � M � j � � O C'� Figure 7 .� 4 SHORT-TERM BACKGROUND TRAFFIC I � � � I � I � I � I � SHORT-TERM OPERATING CONDITIONS WITHOUT BANK ONE LEVEL OF SERVICE APPROACH/ AM PEAK PM PEAK INTERSECTION CONTROL MOVEMENT HOUR HOUR Harmony Road — Boardwalk Drive Signal EB C D WB B C NB D E SB D I E Overall C D Boardwalk Drive — Shared Access Stop NB LT/TH/RT A A ' SB LT A A WB LT/TH B C WB RT B B EB LT B F EB TH/RT A A Overall A A As shown above, acceptable operating conditions are anticipated in the short-term time frame. Capacity worksheets are available in Appendix C. VI. TRAFFIC IMPACTS In order to assess operating conditions with Bank One fully operational, capacity analyses were conducted at the Boardwalk Drive — Harmony Road, Boardwalk Drive — Shared Access and the site access point. Total traffic (background traffic combined with site traffic) was developed for the short-term time frame. This represents condi- tions in 2006 with Bank One fully operational. This estimated traffic is shown on 15 Figure 8. Total traffic volumes were reviewed from an auxiliary lane standpoint. The results of this review are discussed in the following section. A. Auxiliary Lane Requirements Traffic movements at the shared site access and Boardwalk Drive were reviewed. This effort focused on the need for a southbound right turn lane and a northbound left turn lane to accommodate vehicles entering the shared access under 2006 traffic conditions. No lanes are warranted using criteria presented in Report 279, "Intersec- tion Channelization Design Guide" as published by TRB. Warrant sheets are pre- sented in Appendix D. B. 2006 Operating Conditions With Bank One Short-term operating conditions were assessed using total traffic, which includes full development of Bank One. This investigation used the traffic volumes shown on Figure 8 and the existing roadway geometry shown on Figure 3. Resultant operating conditions are shown below 16 � Y CO 3 � m 0 m 0 0 0 0� O � N � N � O � �1� � 335/380 f-- 765/1450 � 4��, 25 Harmony 70/95 1 1205/1250 ----► 125/400 � 0 M O N y Church/Office Drive (Shared Access) 50/20 —� � � a� U U Q � N � C6 L � O � l!7 O c*� I� � � N � CD LC) v � c� � 25/30 � � � �30/15 LEGEND: AM/PM nom = nominal NOTE: Rounded to nearest 5 vehicles. � I � �n o �n ti ti o Mc•�� 0 0 0 v cn ta � � � 30/295 �-- nom/nom � 5/5 Shopping Center 60/40 � 5/nom � 10/10 � � * � �noo o � � � � � 0 M Figure 8 SHORT-TERM TOTAL TRAFFIC 17 SHORT-TERM OPERATING CONDITIONS WITH BANK ONE LEVEL OF SERVICE APPROACH/ AM PEAK PM PEAK INTERSECTION CONTROL MOVEMENT HOUR HOUR Harmony Road — Boardwalk Drive Signal EB C D WB B D NB D E SB D E Overall C D Boardwalk Drive — Shared Access Stop NB LT/TH/RT A A S B LT A A WB LT/TH B C WB RT B B EB LT B F EB TH/RT A A Overell A A Capacity worksheets are presented in Appendix E. As indicated, all intersections are expected to operate acceptably per City standards. Of more importance, however, is the fact that overall intersection conditions will not change with Bank One fully operational. It should be noted that the eastbound left turn from the shared access to Boardwalk Drive will operate at LOS `F' during the afternoon peak hour. This level of service is currently being experienced and will continue to be experienced in the future. Left turning vehicles are relatively modest (40 or less) during the afternoon peak hour; however, driveway activity to the east (Sam's Club, Shopping Center, etc.) is significant. The combination of a large number of southbound through traffic and left turns and westbound right turns conflicts with the eastbound left turns. `E: , � VII. PEDESTRIAN FACILITIES I � � � I ' n, i� � � �� I � � � � � , , � � � A. Existing Conditions Pedestrian facilities have been installed under earlier editions of City design stan- dards. This has resulted in a mix of older and newer designs; however, all facilities were determined in generally usable condition. Pedestrian ramps are available at critical intersections and traffic signals facilitate crossings at the Boardwalk Drive — Harmony Road intersection. Generally speaking, Boardwalk Drive has sidewalk along both sides with the exception of the segment adjacent to the site. Sidewalk is avail- able along the south side of Harmony Road east of Boardwalk Drive and on the north side for a limited distance to the west of Boardwalk Drive. There is no sidewalk adjacent to the site and to the west along the south side of Harmony Road. The lack of sidewalks along Harmony Road is attributable to limited right-of-way and the ditch. B. P/anned Improvements The pedestrian improvements planned with Bank One are shown on Figure 4. These improvements should be expanded and modified. The new sidewalk alor�g the west - side of Boardwalk Drive should be built in the right-of-way. It should extend from the shared access to Harmony Road. This will require changes to the pedestrian inter- face between the site and the external pedestrian system. The ditch hinders con- struction of a viable sidewalk along the north side of the site. Limited right-of-way to the west further complicates the extension of the sidewalk to the west. At this time, the sidewalk shown on Figure 4 should be considered conceptual. If found viable, the location and design of the sidewalk should be resolved during preliminary design. 19 �J � C. Levels-of-Service The City of Fort Collins multi-modal transportation Level-of-Service Manual (the Manual) was used to assess both current and future pedestrian conditions. It was determined that the site fits the "Activity Corridor" classification per the City's pedes- trian plan. Three pedestrian destinations were identified by the City during the scop- ing session. These are Harmony Center, the park to the north of the site (Landings Park) and Miramont Park which lies to the south of the site. It was determined that Miramont Park is greater than 1,320 feet from the site and therefore, did not need to be considered in the pedestrian analysis. It can however be easily accessed by pedestrians at an acceptable level of service. Pedestrians wishing to access Landings Park from the site could leave the site by accessing the planned sidewalk along the west side of Boardwalk Drive. After cross- ing Harmony Road under traffic signal control, they could proceed north on Boardwalk Drive using the existing sidewalk. Pedestrians wanting to go to Harmony Center could leave the Bank One site by accessing the planned sidewalk along the west side of Boardwalk Drive. They could walk north to Harmony Road, cross Boardwalk Drive under traffic signal control and then access Harmony Center at the desired location. There are sidewalks currently available along both the north and west sides of Harmony Center. Five factors were assessed under current and future conditions. These factors pro- vide the basis for determining minimum level of service criteria. Based upon the investigations into current and future pedestrian levels of service, acceptable levels of � service will be experienced. A pedestrian level of service worksheet is presented on I ' I ' � Table 1. 20 � .� a� a� s � Y � >O � > W �� J � CD J H � .` � � � � � � `o � O U � U Q C O � U � N t0 U C O � U O U � O a c� � c � o c � � U c° '�n C N � R � U � 0 � ` 0 U T j V Q � 0 � � 0 U � � U Q O N N M � � (C V� U C �/1 a .� �' a � � c� � � O c0 � C � � O � � Y g" o � � .0 � U N tt'' 'C ti0 � C C � • � � � C � � J � C � U T C O � R _ ❑ � ❑ ❑ 21 VIII. BICYCLE FACILITIES A. Existing Conditions Boardwalk Drive and Harmony Road both currently have on-street bicycle lanes. These lanes connect to established bicycle routes on other area streets and trails. Excellent connectivity is therefore provided in both the north-south and east-west directions from the site outward. B. Planned Improvements No improvements are planned on the area bicycle system in conjunction with this development. C. Levels of Service The City of Fort Collins defines level of service based upon connectivity of the site to existing and planned bicycle facilities. In this instance, the site abuts bicycle lanes on Harmony Road and Boardwalk Drive resulting in excellent connectivity in all direc- tions. A bicycle level of service work sheet is presented on Table 2. 22 N N � (0 � C O U � U .� � � � O N > � •�--� � � � � Y L � � V ! � J N U � U m � � �' o � N •` M O .- (]. w . C � p O L � v� p 3 � C - � fD O d � � C � .� .� @ � ` � C � C 7 (p y o � •� � d U U C• C Cn T V C� O U N "� E Q � � � tA J = oaao 23 IX. TRANSIT A. Existing Conditions The nearest transit stop is currently located near the site along Harmony Road at JFK Parkway. This intersection lies about 1,760 feet west of the Harmony Road — Har- mony Road — Boardwalk Drive intersection. Bus route 1 currently provides 30-minute service to this location. Service is available from 6:22 A.M. to 6:50 P.M., which is about 12'/z hours per day on a year round basis. The south side shuttle was not considered given its limited operating hours. B. Planned Improvements No improvements are planned in the immediate area of the site. Passenger demand is expected to be the driving force behind increases in the frequency of service and hours of operations. It is expected that Transfort will adequately serve this area in concert with ridership demands. Harmony Road is planned as an enhanced travel corridor. This designation is indicative of 18 hour per day service, 10 minute fre- quency of service and peak load factors of 1.0. C. Levels of Service Using the criteria presented in the Manual, current and future transit levels of service were determined. The current travel time factor was calculated for transit and automobile trips to Fort Collins High School, Foothills Fashion Mall, the CSU Transit Center, and the down- town area as defined in the Manual. Bus travel times and transfer times were ex- tracted from the current Transfort bus schedule brochure. Walk time from the site to 24 � ' � r � � LJ r , � � � � r � r � � the bus stop is estimated in the range of 7 minutes. Auto travel times were estimated as part of this study. Auto park and walk times were assumed to total 5 minutes. Current travel times for bus and auto traffic were estimated and resulted in a travel time factor of 2.35. With the enhanced travel corridor designation, it is expected that weekday service along Harmony Road will be expanded to accommodate any growth in user demand. This will result in a future LOS `B' being provided as shown on Table 3. The City goal of LOS `D' will be easily exceeded. X. INTERSECTION SPACING The City asked that vehicle stacking between Harmony Road and the shopping center/Shared Access intersection be investigated. Some 400 feet (inside dimension) of separation is available along Boardwalk Drive between Harmony Drive and the existing access. Under short-term total traffic conditions (with Bank One), some 375 northbound to westbo�nd left turns are expected at the Boardwalk Drive — Harmony Road intersec- tion with an estimated 275 southbound left turns from Boardwalk Drive into the shop- ping center access. Storage for the northbound and southbound left turns is provided in the normal back-to-back left turn lanes. Per City standards, the left turning vehicles would ideally require about 550 feet of combined storage. The available 400 feet is some 150 feet short of the desirable spacing. Based upon the short-term total traffic (with Bank One) capacity analysis for the afternoon peak hour, the average northbound left turn queue is 9 vehicles at the beginning of the green indication. In the southbound direction, the left turn into the shopping center access has an average queue length of slightly less than one vehicle. 25 � M N .� t� � � U .� N � O W > � J ._ � C CO � f-- N L � � LL � 0 U � � i (O � C � X � � � L� � i � � �--� C N (a a� �xx x r � N � � � � o � � � � � � N � � V i � (a � � � � � X N � c a� � o c �.�-� c ��v�Q=gN ii +a � �, � o v (� � � N � N > � � — N 'J c�i� C'� i i a: N �� O�� X N N � "O O C .-� i a� y� �_� � II (!� �UUU�� v > a� �, v � > .•- � o -a � � � � o L .� � � U O � s o'i� � a� � � � � � � � � � � o ca � o � J i Y � Y � � � (a _ � � � � m o cn m � J 26 Northbound left turning vehicles at Harmony Road (from Boardwalk Drive) have a residual queue of 0.46 vehicles per cycle. This equates to about 15 vehicles at the end of an hour with a 120 second traffic signal cycle. If traffic continues at the same pace during the one hour after the peak hour the number of northbound left turning vehicles waiting at the beginning of the green phase would be 24. Under this condi- tion the left turn queue fills the available area. Improved conditions are expected once traffic demands are reduced. Mitigation for this condition could include: • converting the northbound through lane to a combined through/left turn lane with split side street signal phasing at the Boardwalk Drive — Harmony Road intersection; • installation of another traffic signal controlled intersection from the shopping center to Harmony Road; or, • construction of dual left turns on Boardwalk Drive on both approaches to Harmony Road. If this can be physically accommodated, this may be the best alternative given that the southbound left turn will approach 300 vehi- cles during the peak hour. Any of the above mitigating measures will help reduce or eliminate current and future stacking problems. Which alternative is best, needs to be determined by others since that determination is well beyonC the scope of this study. This statement is supported by the observations that the problem is an existing one and Bank One will negligibly impact the number of left turning vehicles. The bank will represent about 1.7% of the total number of left turning vehicles between the access and Harmony Road. 27 � I � � � � � � � �' � � � I � r I � � �' XI. CONCLUSIONS Based upon the analyses, investigations, and findings documented in earlier sections of this report, the following can be concluded: • Current roadway operations in the area of the Bank One site are acceptable during all peak hour periods. • Site traffic associated with the Bank One development is expected to be 46 morning peak hour trips, 56 afternoon peak hour trips, and 975 trips per day. These trips can be easily accommodated. • Considering vehicles drawn to Bank One from passing traffic, 25 new morning peak hour trips, 30 new afternoon peak hour trips, and 517 new trips per day are expected. • The impacts of site generated traffic are negligible. This is verified by the finding that overall intersection levels of service remain constant whether Bank One is built or not. • No site related transportation improvements are needed in conjunction with this development. The full movement shared access to Boardwalk Drive will not require construction of auxiliary lanes even with Bank One traffic. • Per City criteria, traffic operations will be acceptable with the proposed de- velopment. • This development will not significantly impact left turn vehicle storage along Boardwalk Drive. It is expected to contribute less than 2% of the combined left turn demand between the access drive and Harmony Road. • Bank One should build pedestrian facilities along the west side of Board- walk Drive from the shared access to Harmony Road. The viability of building sidewalk along the south side of Harmony Road adjacent to the site should be evaluated during preliminary design. The presence of the ditch and limited right-of-way to the west brings into question the likelihood of m �� i� � � 1 1 ! � I� � 1 building a continuous functional sidewalk along the south side of Harmony Road. Anticipated levels of service will meet or exceed City criteria. • Bicycle levels of service will exceed those required by City standards due to the availability of a bicycle lanes along Boardwalk Drive and Harmony Road. The site will have direct access to east-west and north-south on- street bicycle lanes. • Future transit operations are expected to achieve level of service `B' condi- tions. This level of service exceeds City standards. In summary, the transportation demands associated with Bank One are considered minor. They can be easily absorbed and accommodated by the current transportation system. Based upon analyses documented in this study, acceptable operating condi- tions can be expected in the vicinity of this development for the foreseeable future. 29 �