HomeMy WebLinkAboutHILL POND EAST SUBDIVISION PRELIMINARY AUGUST 10 1992 P AND Z BOARD HEARING - 35 92 - REPORTS - RECOMMENDATION/REPORT W/ATTACHMENTSITEM NO. 5
MEETING DATE 8 / 3 / 9 2
STAFF Tad Shepard
-
PLANNING AND ZONING BOARD
--
STAFF REPORT
PROJECT: Hill Pond East Subdivision, Preliminary, #35-92
APPLICANT: Giuliano and Father Construction
c/o Stewart and Associates
103 South Meldrum Street
Fort Collins, CO. 80521
OWNER: Albrecht Homes
4836 South College Avenue
Fort Collins, CO. 80525
PROJECT DESCRIPTION:
This is a request to subdivide 35.44 acres into 112 single family
lots. The site is located approximately 1,200 feet east of Shields
Street and east of Hill Pond and Sundering Townhomes. The site is
bordered by Spring Creek and the Spring Creek Recreational Trail on
the north. The zoning is R-P, Planned Residential and R-L, Low
Density Residential.
RECOMMENDATION: Approval
EXECUTIVE SUMMARY:
The request for Hill Pond East Preliminary Subdivision is reviewed
by the requirements of the R-L and R-P zone districts and the Land
Use Policies Plan. The lots, blocks, and streets conform to the
Design Standards section of the Zoning Code. The project contains
numerous design features to retain an open and sensitive character
along the Spring Creek Corridor. The cumulative effect of these
design features creates a project that is compatible with the
adjacent residential neighborhoods to the west and north. The
project achieves only 61% compliance for solar orientation and
Staff recommends a variance from the strict requirement of 65%
compliance. The transportation impacts have been reviewed by the
Transportation Department and the project is feasible from a
traffic engineering standpoint.
COMMUNITY PLANNING AND ENVIRONMENTAL SERVICES 281 N. College Ave. P.O. Box 580 Fort Collins, CO 80522-0580 (303) 221-6750
PLANNING DEPARTMENT
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PROPOSAL:
SCHOOL PROJECTIONS
HILLPOND EAST SUBDIVISION --Preliminary
DESCRIPTION: 100 single family units on 35.444 acres
DENSITY: 2.82 du/acre
General Population
100 (units) x 3.5 (persons/unit) _
School Age Population
Elementary - 100 (units) x .450
Junior High - 100 (units) x .210
Senior High - 100 (units) x .185
Affected Schools
Bennett Elementary
Blevins Junior High
Rocky Mountain Senior High
350
(pupils/unit) = 45
(pupils/unit) = 21
(pupils/unit) = 18.5
Design
Capacity
Enrollment
546
556
900
682
1312
1191
Section 6. That Section 29-627(a) of the Code of the City is hereby
L amended to read as follows:
Sec. 29-627. Variances.
(a) When permitted,, the Planning and Zoning Board may authorize
variances under this Article upon its finding that the following
requirements in (1), (2) or (3) have been.satisfied:
(1) That by reason of exceptional topographical, soil or
other subsurface conditions or other- conditions peculiar
to the site, hardship would be caused to a subdivider by
the strict application of any provisions of this
Article. Such variances shall not be granted if it
would be detrimental to the public good or impair the
intent and purposes of this -Article. The decision of
the Planning and Zoning Board on any application for
variance shall be set forth in writing in the minutes of
the board.
(2) That by reason of exceptional conditions or difficulties
with regard to solar orientation or access, hardship
would be caused to a subdivider by the strict
application of any provisions of- this Article. Such
variance shall not be granted if the same would be
detrimental to the public good or impair the intent and
purposes of this Article. The decision of the Planning
and Zoning Board on any application for variance shall
be set forth in writing in the minutes of the board.
(3) The applicant demonstrates that the plan as submitted is
equal to or better than such plan incorporating the
provision for which a variance is -requested.
Section 7. That Section 29-642(6) is hereby amended by the addition of a
new subparagraph (o), with the remaining subparagraph to be relettered
accordingly, which new subparagraph (o) shall read as follows:
Sec. 29-642. Preliminary plat review.
(6) o. The number and percentage of solar -oriented lots in the
preliminary plat; and the proposed number and percentage
of solar -oriented lots in each phase of development.
Each solar -oriented lot shall be identified on the
preliminary plat.
Section 8. That Section 29-643(e) is hereby amended by the addition of a
new subparagraph (8), with all subsequent subparagraphs to be renumbered
accordingly, which new subparagraph (8) shall read as follows:
3
NEIGHBORHOOD MEETING MINUTES
PROJECT: Hill Pond Single Family
DATE: May 28, 1992
APPLICANT: Mr. John Giuliano, Giuliano and Father Construction
PLANNER: Ted Shepard
QUESTIONS, CONCERNS, COMMENTS
1. What is the proposed density?
RESPONSE: We are presently showing about 100 single family lots on 35 acres.
This calculates to 2.86 dwelling units per acre.
2. What is the average lot size?
RESPONSE: At this time, the lots average about 7,000 square feet.
3. Will this project be served by the extension of Centre Avenue?
RESPONSE: Not with the first phase. Access to Centre Avenue will be required
as the project develops from west to east. Access will be triggered by the
requirement of the Poudre Fire Authority for second point of access, 660 feet
beyond a single point of access. Since there are no immediate plans by CSURF to
extend Centre Avenue, second point of access is being considered through the
south to the Rolland Moore/Shields Street intersection.
4. How close will the lots on the north be from the bike path?
RESPONSE: We are not exactly sure at this time. It is estimated the setback
could range from 15 to 30 feet. We are plotting the legal description of.the
Parks and Recreation trail easement and we will then use this information to
determine the setback from the trail.
5. What will be the fencing along the rear of the northerly lots?
RESPONSE: We are considering three concepts along the trail. The first option
would be no fencing and rely on natural plantings. Second, a combination of
stained, split -face block and wood (cedar) fencing is being considered. The
third option would be a combination of brick and wrought iron.
6. Will the project be developed in phases or all at once?
RESPONSE: The project will be built in phases, starting in the northwest
corner, and working to the east. Our company is comfortable with bringing about
30 lots into the market at one given time so, we are looking at a two to three
year time frame.
1
7. What is the price range of the homes?
RESPONSE: Exact figures have not yet been determined, but we are looking at a
range of mid $80's up to $100,000.
8. Will you be the sole owner or will there be other builders?
RESPONSE: We plan on selling lots to other builders.
9. I have a copy of an appraisal that indicates there are land development
issues relating to high water table, floodway and floodplain zones, and a
levy for Spring Creek. Mitigating these issues to make the ground
developable could cost as much as one million dollars. A prudent investor
would find this cost to be prohibitive. Have you analyzed these
constraints and how do you plan on making the necessary improvements?
RESPONSE: I believe that appraisal is out of date. First, we do not plan on
basements in the high water table area. Second, we have lots of surplus fill
dirt from other projects that we do not have to pay for. Third, the City of Fort
Collins Stormwater Utility Department is applying to the Federal Emergency
Management Agency to amend the floodway and floodplain zones based on recent
upstream and downstream improvements. While the water table is indeed high in
some areas, a hydrology study indicates it is not universally high across the
entire site. It is our understanding that the levy for Spring Creek is in place.
Our preliminary analysis is that it will not cost one million dollars to develop
the ground. Finally, our company will not finance the land develop costs with
highly leveraged financing.
10. Don't forget to consider access improvements and possibly a signal at
Rolland Moore/Shields Street as part of the development costs.
RESPONSE: These improvements will be factored in at the appropriate time, based
on City requirements.
11. How much fill dirt has been brought in so far?
RESPONSE: So far, about 140 truck loads with more on the way. Wetlands are not
being filled.
12. Can you be more specific on the types of homes?
RESPONSE: We are tentatively looking at homes in a range of 1,300 to 2,000
square feet in size. The closest comparison would be Sunstone Village in
southeast Fort Collins. We would offer about five or six models. Our market
research indicates a strong demand in this range.
13. Why did you decide to buy this particular property?
E
RESPONSE: One of the primary reasons was that we needed a piece of ground that
would accept fill dirt. We presently have a large amount of surplus dirt that
needs to be moved off other project sites. Other reasons are that the price and
location are favorable for what we see to be a market niche. Finally, the
property has a nice setting and would make an attractive neighborhood.
14. The traffic on Shields is already intense. One -hundred more homes will
only make it worse. The increase in traffic will negatively impact our
quality of life.
RESPONSE: A traffic impact analysis was done last year for both the 21 acre
Polarbek parcel and this 35 acre piece. We plan on complying with the
recommendations of the study and with recommendations from City staff.
15. What will be the change in site elevation after all the fill dirt is
brought in? Will the site be noticeably higher?
RESPONSE: The overall elevation gain will vary with location. Some areas need
the fill, others do not. Basically, we need to fill the low spots. These areas
could gain one to two feet in elevation.
16. Obviously, as a neighboring resident, I would like to see the entire 35
acres remain natural. The area has unique natural characteristics that
are very attractive. However, since the neighbors do not own it, we must
deal with your development proposal. Fundamentally, single family is an
acceptable land use. The issue then becomes, how do we protect our
legitimate interests based on the proposed intensity. Although 100
hundred homes on 35 acres does not sound intense, the size of the lots,
the lack of open areas, and the amount of streets combine to create an
impression of intensity. There are two primary issues that must be
addressed to the,satisfaction of the neighborhoods.
A. First, the Spring Creek Trail must be buffered. Your subdivision
will present a "north face" to this widely used recreational trail.
The distance and treatment of this buffer area will be critical and
strongly influence our neighborhoods.
B. Second, routing traffic out to Shields will have a major impact on
the residents of Hill Pond and Sundering. Left turns onto an
arterial street from an uncontrolled intersection will have
significant delays. This will cause back-ups into the neighborhood.
Without cooperation from CSURF for the Rolland Moore/Shields Street
signalized connection, the existing townhome residents will unfairly
bear the burden of increased traffic.
RESPONSE: I agree that the project looks intense. The primary reason for this
is to comply with the new Solar Orientation Ordinance which requires that a
minimum of 65% of the lots be oriented within 30 degrees of a true north/south
line. By introducing curved streets, we lose solar oriented lots.
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17. As proposed, the project does not appear to be compatible with the homes
along Wallenberg Drive. There are far fewer homes on the north side of
Spring Creek than proposed for the south side. Also, the "look and feel"
of proposed project is very different from Hill Pond and Sundering
Townhomes which feature open space areas highlighted by common area
landscaping. This does not.appear to be a very sympathetic transition
between neighborhoods.
RESPONSE: The proposed project is designed to not be identical to surrounding
neighborhoods but to begin a transition down from the homes along Wallenberg and
yet not be a townhome product. The closer a unit is built to Shields, the least
likely it is to be single family on a 7,000 square foot lot. Our project is
designed to be somewhere in between these two existing neighborhoods.
18. Hill Pond Road is not sufficient to carry the additional traffic out to
Shields. The existing landscaped median will prevent a separate left turn
lane so there may be.delays in getting out to Shields.
RESPONSE: We will comply with the findings of the traffic study and staff
recommendations.
19. Would you consider platting larger lots on the north for a more
sympathetic blending with the existing homes on Wallenberg?
RESPONSE: Yes, this suggestion will be passed along to our market research
department for feasibility anaylsis.
20. I am concerned about the safe route to Bennett School for elementary kids.
The project does not seem to take advantage of the access to the Spring
Creek Trail. Keeping kids off Shields is preferable than walking along a
busy arterial. Also, keep in mind that the streets in Hill Pond are
narrow and have no sidewalks and that kids walk in the streets to and from
school. This project does not identify a safe route to Bennett.
RESPONSE: Trail connections will be considered.
21. What other projects have you done?
RESPONSE: We build in all price ranges. We have built in High Pointe,
Clarendon Hills, Quail Hollow, and Woodlands Fifth Filing, across Harmony Road
from Front Range Community College.
22. Relying upon the Solar Orientation Ordinance for the rigid and intense
layout of the lots is a specious argument.
(Editor's note: American Heritage Dictionary, Second College Edition: "specious,
seemingly attractive, true, plausible, or correct, but actually not so,
deceptive.")
23. We prefer the single family land use but you should look harder at
providing larger lots at higher prices, at least along the north. Right
now, there are 12 homes on Wallenberg that would be matched with 30 homes
4
across Spring Creek. This ratio is not balanced. As proposed, there is
a big 'gap in .value between you and us. The area has natural and
recreational amenities that are not being taken into the market analysis.
A water view of the ponds is very desirable in today's market. Mature
trees are not found in most subdivisions. Don't sell this area short.
You should be able to charge $30,000 per lot along Spring Creek.
24. After the setback and landscape plan along Spring Creek is submitted, the
neighborhood should have an opportunity for review and comment.
RESPONSE: A copy of all submitted documents will be available at the Planning
Department.
25. It seems like a logical, mutually beneficial situation for Giuliano and
CSURF to co -develop a street connection to the Rolland Moore/Shields
Street intersection. This is the only way to serve 100 single family
homes.
26. You need to appreciate the value of our neighborhood. We have worked very
closely with the City's Stormwater Utility during all the improvements to
Spring Creek to make sure the results are an amenity to our area. The
bike trail is also an amenity that serves a recreational function. The
proposed project does not seem to reflect these amenities. Please do not
rely on the Solar Orientation Ordinance for the lack of more interesting
design. The project should respect the existing neighborhoods and promote
internal trail connections. Perimeter fencing is not neighborly. The
project should be more open and promote interaction. Don't sell your
future home buyers short. They will want to become part of our
neighborhood too and interact with us. Open the project up, and provide
larger lots on the north.
RESPONSE: Please keep in mind that the bike path is on the south side of Spring
Creek. There may not be as much opportunity to provide large setbacks and open
space as over on Wallenberg. This puts the path closer to the homes.
27. The central mail box area in Hill Pond is served by the same street as the
proposed project. Currently, residents of Hill Pond stop at the mail box
by parking on the narrow street.. This works for now but may cause
problems if there are another 100 homes using the same street.
28. It is my opinion that this area could be as desirable as Clarendon Hills
and Quail Hollow. Homes in these two areas are substantially higher than
the mid $80's to $100,000. With central location, Spring Creek, water
views, and bicycle commuting distance to C.S.U., this area should attract
a higher value lot and home.
29. Will there be a homeowner's association with restrictive covenants?
RESPONSE: Yes, we plan on setting up a homeowner's association.
5
30. Bicycle traffic should be kept out of Sheely neighborhood. The amount of
bike traffic on Balsm has increased dramatically over the years.
31. Regarding bike traffic, you should work with the Planning Department which
has identified a bike connection over Arthur's Ditch, to link with the
Centre Avenue bike path. This connection is contemplated to help mitigate
the impact of the proposed College Park student apartment complex.
RESPONSE: We plan on working with City Staff and CSURF on coordinating with
surrounding development.
6
COLLEGE PARK STUDENT APARTMENTS
AND
HILL POND SINGLE FAMILY
SITE ACCESS STUDY
FORT COLLINS, COLORADO
SEPTEMBER 1991
Prepared for:
PolarBEK
1900 International Park Drive, Suite 50
Birmingham, Alabama 35243
Prepared by:
MATTHEW J. DELICH, P.E.
3413 Banyan Avenue
Loveland, CO 80538
Phone: 303-669-2061
Hill Pond East Subdivision, Preliminary, #35-92
August 3, 1992 P & Z Meeting
Page 2
1. Background:
The surrounding zoning and land uses are as follows:
N: R-L; Spring Creek Trail, Spring Creek, Existing Single Family
(Hill Pond on Spring Creek Subdivision)
S: R-P; Vacant (C.A.T., Tract J "Nursing Center, Retirement
Center, Elderly Housing, Health Care, Multi -Family")
E: I-P, T; Vacant (C.A.T., Tracts E & H, "Office and R & D")
W: R-P; Existing Townhomes (Hill Pond and Sundering)
2. Context Within the Section:
The site is 35 acres within a section bounded by Shields, Drake,
College, and Prospect. This section is considered "close -in" and
the 35 acres represents an "infill" development. The non-
residential features within this section include Spring Creek,
Spring Creek Trail, Burlington Northern Railroad tracks, C.S.U. Vet
Hospital, 225 acres of Centre for Advanced Technology, the Holiday
Inn, agricultural research, and strip commercial along College
Avenue. The residential areas include The Worthington Congregate
Care Facility, Landmark Apartments, Aggie Village, Hill Pond and
Sundering Townhomes, the Sheeley Addition, and the Hill Pond on
Spring Creek (single family homes on Wallenberg Drive).
This section is diverse. The residential areas represent arguably
the broadest range of housing types in the entire Urban Growth
Area. The C.A.T. Overall Development Plan contains 225 acres and
is planned for a mix of residential, commercial, office, R & D, and
industrial uses. One of the City's premier recreational and
natural amenities traverses the section from west to east. The
proximity to C.S.U. campus, Rolland Moore Park, South Shields
Medical Office Park, Raintree and Cimarron Plaza, and Bennett
Elementary School make this section central to all aspects of urban
living in an attractive setting.
The 35 acres of Hill Pond East are internal to this section. The
natural character of this area is defined by Spring Creek and a
large pond and generous, mature trees. With the internal
orientation, the site is visually buffered from the surrounding
arterial streets. Blending the development of this site into the
natural character of the area and with the high quality existing
neighborhoods has been the motivating factor in the design of the
proposed subdivision.
EXECUTIVE SUMMARY
The College Park Student Apartments and Hill Pond Single
Family area are proposed developments located east of Shields
Street near Stuart Street. 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 the Hill Pond developments
on the short range (1993) and long range (2010) street system in
the vicinity of the proposed developments. As a result of this
analysis, the following is concluded:
- The development of the College Park Student Apartments and
the Hill Pond Single Family area is feasible from a traffic
engineering standpoint. At full development as proposed,
approximately 2700 trip ends will be generated at these sites
daily. The single family area will generate 1100 trip ends and the
student apartments will generate 1600 trip ends.
Current operation at the Shields/Prospect signalized
intersection is acceptable. A northbound left -turn lane should be
provided at the Shields/Stuart intersection for more efficient and
safer movement of traffic. Left turns from the minor streets at
the stop sign controlled intersections experience delays of 15-28
seconds during the peak hours. This delay is considered to be in
the level of service C/D categories.
- In the short range future (1993) without the proposed
developments, operation will continue to be acceptable except for
the northbound through/left-turn condition at the Shields/Stuart
intersection. A 'left -turn lane should be provided at this
location.
- In the short range future with the proposed Hill Pond
developments and the increase in background traffic, the signalized
intersections of Shields/Prospect and Shields/Stuart will operate
acceptably. With the College Park portion of the development, it
is expected that turn lanes will be provided at the Shields/Stuart
intersection. The minor street left turns at the stop sign
controlled intersections will experience delays of 16-31 seconds.
This is considered to be level of service C/D operation. It is
recommended that a right -turn taper be designed approaching Hobbit
Street. This will allow the northbound right turns to Hobbit to
operate efficiently and safely.
In the long range future (2010), the signalized
intersections will operate acceptably in the peak hours. Left
turns from the minor streets at stop sign controlled intersections
will be at level of service D, experiencing delays of 18-34
seconds. The Hill Pond Single Family area will have an alternative
route via Centre Avenue through the Centre for Advanced Technology.
- The location of College Park Student Apartments provides
a unique opportunity for travel by many modes, particularly for
school trips to/from CSU. Use of the alternative modes has the
positive effect of mitigating the use of personal vehicle travel
for school trips. The bicycle travel for school trips will have
a number of alternative routes which will reduce the concentration
of bicycles along any single route.
- The location of College Park and the available alternative
travel modes will have a positive impact on air pollution in this
area of Fort Collins.
- With the recommended control and geometrics, the accident
rate should be at an acceptable level for typical urban conditions.
I. INTRODUCTION
This traffic impact study addresses the capacity, geometric,
and control requirements at and near a proposed development known
as Hill Pond in Fort Collins, Colorado. It is comprised of two
separate developments. College Park is a student apartment
development, located east of Shields Street between Hobbit Street
and Stuart Street (extended). The Hill Pond Single Family
development is located between the Sundering Townhomes and Parcels
E and H of the Centre for Advanced Technology.
During the course of the analysis, numerous contacts were made
with the project planning consultant (Vaught*Frye, Architects),
PolarBEK (College Park), Albrecht Homes (Hill Pond Single Family),
and the Fort Collins Transportation Division. This study generally
conforms to the format set forth in the Traffic Impact Study
Guidelines. The study involved the following steps:
- Collect physical, traffic, and development data;
- Perform trip generation, trip distribution, and trip
assignment;
- Determine peak hour traffic volumes and daily traffic volumes;
- Conduct capacity and operational level of service analyses on
key intersections and roadway sections;
- Analyze signal warrants;
- Analyze potential changes in accidents and safety
considerations.
This report is prepared for the following purposes:
- Evaluate the existing conditions at key intersections;
- Estimate the trip generation by the proposed developments;
- Determine the trip distribution of site generated traffic;
- Evaluate operation at key intersections;
- Determine the geometrics at key intersections;
- Determine the impacts of site generated traffic on key
intersections.
Information used in this report was obtained from the City of
Fort Collins, the planning consultant, the developers, research
sources (ITE, TRB, etc.) and field reconnaissance.
II. EXISTING CONDITIONS
The location of Hill Pond is shown in Figure 1. It is
important that a thorough understanding of the existing conditions
be presented.
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SITE LOCATION
Figure 1
Land Use
Land uses in the area are primarily vacant, commercial or
residential. Residential development exists on all sides of the
College Park portion of the development. Some commercial uses
exist to the southwest across the Shields/Stuart intersection.
Land to the northwest of the College Park site, across Shields
Street, is vacant. The Hill Pond Single Family portion of the
development has residential uses on the north and west, and vacant
land within the Centre for Advanced Technology on the south and
east.
Land in the area is essentially flat. Beginning at
approximately Hobbit Street, Shields Street climbs a small grade
through the Prospect intersection. There is a grade change
approximately 0.4 miles to the south near Rolland Moore Park. The
center of Fort Collins lies to the northeast of these sites.
Roads
The primary streets near the Hill Pond developments are shown
in Figure 2. Shields Street is west of Hill Pond. It is a north -
south street designated as an arterial on the Fort Collins Master
Street Plan. In this area, between Shire Court and Prospect Road,
it has a four lane cross section with auxiliary turn lanes at
Prospect, Hobbit, Hill Pond, and Shire. A curb section is complete
on the west side of the street. There is a gap in the curb on the
east side along the College Park frontage. Therefore, widening of
Shields will likely be accomplished on the east side of the street
between Spring Creek and Hobbit Street. The Shields/Prospect
intersection is signalized. The speed limit is 30 mph. Sight
distance is generally not a problem along Shields Street. The
Shields/Hobbit intersection is stop sign controlled. The
Shields/Stuart intersection is signalized. The Shields/Hill Pond
and Shields/Shire intersections are. stop sign controlled. The
nearest other signals along Shields Street are at Drake to the
south and Elizabeth to the north.
Prospect Street is approximately 600-700 feet north of Hobbit
Street. It is a east -west street designated as an arterial on the
Fort Collins Master Street Plan. In this area, Prospect Road has
a four lane cross section with a center left -turn lane at
appropriate locations: West of Shields Street, Prospect narrows
to a two lane cross section. The speed limit is 30 mph. Signals
currently exist at the Shields/Prospect intersection as mentioned
earlier.
Stuart Street is an east -west street designated as a
collector. It intersects with Shields Street at a signalized T
intersection. It is approximately 60 feet wide with two travel
7
STUART
STREET
Ma
Office
ECT ROAD
HOBBIT STREET
I 1
I I
College Park
Student Apartments I
I I
I I
I I
I Hill Pond
HILL POND ROAD I Single Family Area
SHIRE COURT
I �
I I
I I
L-----------�
PRIMARY STREETS Figure 2
lanes (3 lanes near the Shields Street intersection), a wide bike
lane on each side, and parking on both sides.
On the north side of the proposed College Park is Hobbit
Street. It is a local street, approximately 36 feet wide. It
provides the only access to the Landmark Apartments. It intersects
with Shields Street at a stop sign controlled T intersection.
Hill Pond Road and Shire Court are local streets which will
provide access from Shields Street to the Hill Pond Single Family
area. Both streets intersect with Shields Street at stop sign
controlled intersections.
Existing Traffic
Daily traffic flow is shown in Figure 3. These are machine
counted volumes conducted by. the City of Fort Collins in 1989..
Peak hour turning movements obtained in 1989 and 1991 are also
shown in Figure 3. Raw traffic count data is provided in Appendix
A. Adjustments were made to the traffic counts in Appendix A that
more appropriately reflect the traffic volumes during the school
year. These adjustments are reflected in the turning movement
volumes shown in Figure 3.
Existing Operation
The five key intersections shown in Figure 3 were evaluated
regarding operational efficiency. They were evaluated using their
respective control with existing geometrics. The peak hour
operation in shown in Table 1. Calculation forms are provided in
Appendix B. Appendix C describes level of service for signalized
and unsignalized intersections from .the 1985 Highway Capacity
Manual. The signalized. Shields/Prospect intersection operates
acceptably. At the Shields/Stuart signalized intersection, the
northbound left turns share a lane with the northbound throughs.
There is an additional northbound through lane, however: It was
observed during traffic counting and is indicated in the
operational analysis during the afternoon peak, that left -turning
vehicles did block this lane causing delays to vehicles desiring
to proceed north on Shields. This situation can cause driver
frustration and is potentially a hazardous condition.
The three stop sign controlled intersections operate
acceptably, except for minor street left turns which operate at
level of service E. By definition, acceptable operation is
considered to be level of service D or better. Based upon recent
research, it was found that the 1985 HCM capacity technique for
stop sign controlled intersections gives an overstatement of the
level of service. The expected delay to the minor street left
turns ranges from 15 to 28 seconds per approach vehicle during the
3
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DAILY & PEAK HOUR TRAFFIC
HILL POND
SHIRE
AM/PM
DAILY: * s
Figure 3
Table 1
1991 Peak Hour Operation
Intersection AM (Delay) PM (Delay)
Shields/Prospect (signal) C (18.2 S/V) C (22.8S/V)
Shields/Stuart (signal) B (7.8 S/V)
Shields/Hobbit (stop sign)
WB LT E (D)** E (D)**
WB RT A A
SB LT D C
Shields/Hill Pond (stop sign)
EB
LT
E (C/D)**
E (D)**
EB
T/RT
C
B
WB
LT
IE (C/D)**
E (C/D)**
WB
T/RT
A
A
SB
LT
C
C
NB
LT
B
D
Shields/Shire (stop sign)
WB LT E (C/D)** E (C/D)**
WB RT A -A
SB LT C C
* Delay and level of service not meaningful when V/C >1.2.
** Level of service when considering delay per approach vehicle.
peak hours. By other criteria in the 1985 HCM, the level of
service of these left turns is more appropriately defined as level
of service C/D. Copies of two research papers, presented to the
Institute of Transportation Engineers, are presented in Appendix
D. Much of the data used in "Intersection Delay at Unsignalized
Intersection" was obtained in Fort Collins. Signals along Shields
Street also impact the actual delay by introducing gaps in the
northbound and southbound through traffic. It is concluded that
the level of service E operation at the stop sign controlled
intersections shown in Table 1 should be tempered when considering
the additional operation information provided above. These minor
street left turns are in the level of service C/D categories.
III. PROPOSED DEVELOPMENT
College Park and•Hill Pond Single Family are two developments
located east of Shields Street in Fort Collins. Figure 4 shows a
schematic of the site plan of Hill Pond, indicating location of the
uses indicated in Table 2, Trip Generation.
College Park is a student apartment development consisting of
180 four bedroom apartments. This results in a total site
population of 720 students. Based upon information supplied by
PolarBEK, students are mostly upperclassmen and graduate students.
The main access to College Park will be across from Stuart Street,
taking advantage of the signalized intersection. A secondary
access is proposed on Hobbit Street. It is expected that this
secondary access will have very light traffic.
The Hill Pond Single Family development will gain primary
access to the street network via Hill Pond Road and Shire Court.
This development will have a maximum of 110 dwelling units (3 D.U./
acre). When Centre Avenue through the Centre for Advanced
Technology is completed, the Hill Pond Single Family area will also
have access to Centre Avenue. However, the timing of the
completion of Centre Avenue is unknown at this time. Access solely
to Shields Street via Hill Pond Road and Shire Court- is a worst
case scenario. A connection to Centre Avenue will mitigate traffic
impacts of the Hill Pond Single Family area by providing
alternative means of access to the street network.
Trip Generation and Modal Split
Trip generation is important in considering the impact of a
development such as this upon the existing and proposed street
system. A compilation of trip generation information, prepared by
the Institute of Transportation Engineers dated 1987, is
customarily used to project trips that would be generated by the
proposed uses at this site. This document was used for the Hill
Pond Single Family area. However, Urban Travel Patterns for
4
Hill Pond East Subdivision, Preliminary, #35-92
August 3, 1992 P & Z Meeting
Page 3
3. Land Use:
The proposal to subdivide 35.44 acres into 112 single family lots
is being processed as a straight subdivision, not a planned unit
development. The R-L, Low Density Residential, and R-P, Planned
Residential zone districts allow single family dwellings as a use
by right. In accordance with these two zone districts, all lots
exceed 6,000 square feet in area, with a minimum of 60 feet of lot
width as measured from the front building line. Average lot size
is 7,150 square feet.
All lots front on publicly dedicated streets. There are no double
frontage lots. Cul-de-sacs do not exceed 660 feet. The
Preliminary Subdivision complies with the design standards of the
Zoning Code (Section 29-656).
4. Neighborhood Compatibility:
A neighborhood information meeting was held on May 28, 1992. The
primary issues raised at this meeting were traffic, preservation of
natural features, buffering for Spring Creek Trail, rear yard
fencing along the Trail, and compatibility with the homes on
Wallenberg Drive.
The Preliminary Subdivision has changed substantially since
Conceptual Review and the Neighborhood Information Meeting. At the
time of submittal, the project did not reflect a methodical
analysis of compatibility issues. Since submittal, many design
features have been added that contribute to compatibility. With
the new design and features, Staff now considers this subdivision
to be compatible with the surrounding area. These design details
are summarized in the following section.
5. Desictn•
A. Lots on the North
Lots on the north now face a 28 foot -wide, single -loaded street
which runs parallel to the Spring Creek Trail. The fronting of 10
lots along Spring Creek and the permanent pond removes the problem
of establishing a minimum setback from the Trail and deletes a
potential long, uninterrupted rear yard fence along the primary
natural amenity. These lots now face the public activity area
rather than trying to solve the rear yard - bike trail privacy
conflict. The 28 foot -wide, single -loaded street contributes to
the open character adjacent to the Trail.
The lots on the north have been widened to accommodate the concern
raised at the neighborhood meeting. These lots are all wider, to
FUTURE CENTRE AVENU% !
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SITE PLAN Figure 4
Land Use
Hill Pond Single Family
110 D.U.
College Park Student
Apartments - 180 D.U. -
720 Students
School Person Trips
School Vehicle Trips
Non -School Vehicle Trips
College Park Vehicle
Trips Subtotal
Table 2
Trip Generation
Daily
Trips
1100
1600
A.M. Peak
Trips Trips
in out
23 60
P.M. Peak
Trips Trips
in out
69 41
7
187
115
22
4
94
58
11
17
40
51
30
21
134
109
41
Hospitals, Universities, Office Buildings, and. Capitols, NCHRP
Report 62, HRB, 1969, was used to project the student travel
from/to College Park since the data in this document was more
definitive pertaining to diurnal travel behavior of students.
Table 2 shows the trip generation expected from both
developments. Vehicle trips generated at the Hill Pond Single
Family development is straightforward. However, travel from the
College Park student apartments bears some explanation. College
Park trips were divided into two categories: school (CSU) and non -
school trips. The non -school trips can be categorized as work
trips, shopping trips, recreation trips, etc. Using the apartment
use from Trip Generation, 4th Edition to determine the trip rates,
it was assumed that 20 percent of the trips would be non -school
trips. This is shown in the row labelled non -school trips in Table
2. Using the information contained in NCHRP Report 62, the number
of peak hour person trips was determined. This is shown in the row
labelled school person trips in Table 2. Based upon the location
of College Park with regard to CSU, it was assumed that half of the
school person trips would be by modes not involving a personal
motor vehicle. These modes are Transfort, work, or bicycle.
Transfort operates on Shields Street with service to CSU. It is
expected that there would be a bus stop on Shields Street between
Stuart and Hobbit. Transfort and CSU are working together to make
transit on attractive travel alternative for college students.
College Park is less than one mile from the geographical center of
CSU. This makes pedestrian and bicycle travel another attractive
travel alternative. The number of school motor vehicle trips is
considered to be conservatively high. These trips are also shown
in Table 2. The above references and assumptions were discussed
with Fort Collins Transportation Division Staff and it was agreed
that the trip generation was reasonable for the proposed uses.
Trip Distribution
Two directional distributions of the generated trips were
determined for the Hill Pond developments. Distributions for the
single family and non -school travel for College' Park used
employment as the attraction variable in the gravity model. Future
year data were obtained from information supplied by the Fort
Collins Planning Department. School related vehicle trips for
College Park were oriented to CSU. Seventy percent of the trips
were assumed to travel north on Shields Street. Both trip
distributions are shown in Figure 5. It was assumed that a minimal
number (10%) of College Park generated vehicle trips would utilize
the secondary Hobbit Street access.
5
e
0
0
M
5% / 0%
Nom. / 0%
STUART STREET
0
0
M
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35% / 30%
PROSPECT ROAD
I
I College Park
I Site I
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HILL POND ROAD
SHIRE COURT
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I Hill Pond I
I Single Family I
~ Si
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LEGEND:
Residential (Non -School) / School
_
TRIP DISTRIBUTION
Figure 5
Background Traffic
Background traffic is defined as the traffic that is and/or
will be on the area streets that is not related to the proposed
developments. Future analysis years were 1993 (short range) and
2010 (long range). It was assumed that both developments would be
built out by then, although, in reality, the Hill Pond Single
Family area is controlled by market conditions and may take longer.
Based upon historic traffic counts on Shields and Prospect, it is
concluded that traffic has been fairly stable over the last few
years. Therefore, the background traffic was assumed to increase
by one percent per year to 1993. The traffic projections from the
North Front Range Regional Transportation Plan, May 1990 were used
to obtain the long range background traffic projections. Figure
6 shows the 1993 peak hour background traffic.
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 resultant of the trip distribution process. Figure 7 shows the
short range morning and afternoon peak hour site generated traffic
plus background traffic at the key intersections. Figure 8 shows
the long range peak hour assignment of the site generated traffic
plus background traffic.
Signal Warrants
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. No new signals are anticipated
at any of the key intersections. However, it is expected that the
Shields/Stuart signal will be modified to include the east leg
access to College Park.
Signal Progression
Signal progression was not evaluated since no new signals are
warranted due to the Hill Pond development. Signal progression
analyses have been done for a number of traffic studies for other
projects along Shields Street and have been submitted to the City
of Fort Collins over the past five years. These progression
analyses show that acceptable progression can be achieved on
Shields Street.
M
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1993 PEAK HOUR BACKGROUND TRAFFIC
(WITHOUT HILL POND DEVELOPMENTS)
Q
N
PROSPECT
HOBBIT
HILL POND
SHIRE
AM/PM
Figure 6
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HILL POND
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AM/PM
LONG RANGE (2010) PEAK HOUR TRAFFIC Figure 8 ,
Operations Analysis
Capacity analyses were performed on key intersections adjacent
to and near the Hill Pond developments. Two short range (1993)
analyses were performed. One included analysis of only the
background traffic conditions without the proposed developments.
The second short range operation analysis included the site
development traffic. One long range operation analysis was
performed with the proposed developments.
Using the traffic volumes shown in Figure 6 and the existing
geometrics, the key intersections operate in the short range
condition as indicated in Table 3. Calculation forms for these
analyses are provided in Appendix E. The Shields/Prospect
signalized intersection will continue to operate acceptably during
the peak hours. Operation at the Shields/Stuart intersection will
be acceptable during the morning peak hour, but continues to be
unacceptable during the afternoon peak hour. Provision of a
northbound left -turn lane on Shields Street approaching Stuart will
allow this intersection to operate more efficiently and safely.
It is recommended that the left -turn lane be provided whether or
not the College Park development proceeds. From observation, it
appears that there is adequate width on the Spring Creek bridge and
to the north of Hobbit Street that this can be accomplished at a
reasonable cost. It appears that the signal poles on the east side
of Shields Street will not require relocation. Left turns from the
three stop sign controlled intersections are in the level of
service E category, based upon the 1985 HCM capacity technique.
However, based upon the research cited earlier, the delays to these
left turns will range from 15-30 seconds per approach vehicle.
This would place the delay more appropriately in the level of
service C/D range during the peak hours. This range of delay
occurs at numerous stop sign controlled intersections in Fort
Collins and is generally accepted.
Using the traffic volumes shown in Figure 7, the intersections
operate in the short range condition with the proposed developments
as indicated in Table 4. Calculation forms for these analyses are
provided in Appendix F. The Shields/Prospect and Shields/Stuart
intersections operate acceptably. The northbound left -turn lane
at the Shields/Stuart intersection improves the operation
significantly during the afternoon peak hours. As with the
analysis of the background traffic, the left turn exits at the stop
sign controlled intersections will be at level of service E
according to the 1985 HCM technique. However, according to the
research in Appendix D, the left turn delay will be in the range
of 16-31 seconds per approach vehicle during the peak hours. This
range. of vehicle delay places the operation in the level of service
C/D categories for the left turns at all these intersections.
There is little that can be done to improve the operation, since
the delays are caused by the background traffic volumes on Shields
Street. With good signal progression on Shields Street, the
7
Table 3
1993 Peak Hour Operation
Without Hill Pond or College Park Developments
Intersection AM (Delay) PM (Delay)
Shields/Prospect (signal) C (18.6 S/V) C (23.75/V)
Shields/Stuart (signal) B (8.0 S/V)
Shields/Hobbit (stop sign)
WB LT E (D)** E (D).**
WB RT A A
SB LT D C
Shields/Hill Pond (stop sign)
EB LT
E (C/D)**
E (D)**
EB T/RT
C
B
WB LT
E (C/D)**
E (C/D)**
WB T/RT
A
A
SB LT
C
C
NB LT
B
D
Shields/Shire (stop sign)
WB LT
E (C/D)**
E (C/D)**
WB RT
A
A
SB LT
C
C
* Delay and level of service not meaningful when V/C X1.2.
** Level of service when considering delay per approach vehicle.
Hill Pond East Subdivision, Preliminary, #35-92
August 3, 1992 P & Z Meeting
Page 4
varying degrees, than the 65 foot standard found elsewhere in the
subdivision.
B. Detached Walk and Street Trees
There will be only one sidewalk on the south side of the single -
loaded street. This walk will be detached by a ten foot -wide
parkway strip. Deciduous street trees will be planted within this
parkway in a formal row at no less than 40 foot intervals. The
parkway strip and detached sidewalk also contribute to an open
transition from the naturalistic Spring Creek Trail to a single
family development.
C. Cottonwood Clusters
On the north side of the 28 foot -wide, single -loaded street,
cottonwood trees will be planted in cluster form between the edge
of pavement and the Trail. Since the Trail is located at the
extreme southern edge of its easement, these cottonwood clusters
will provide a natural plant material to help buffer the Trail from
the street. With cottonwoods on the north side of the street, and
street trees on the south side, there is a logical progression from
the naturalistic character of the Spring Creek Trail to the
adjacent urban development.
D. Fencing Restrictions
In order to mitigate the impact of rigid stockade fencing along the
Trail, the rear yard fences along Lots 79 - 87, and the side yard
fence along Lot Two will be restricted to a maximum height of five
feet. The design of the fence is in preliminary form but includes
top and bottom rails. The ultimate design of the fence will be
specified at the time of Final Subdivision.
E. Trail Connections
There are three concrete path connections from the subdivision to
the Spring Creek Bike Trail. The two on the north are extensions
of the two local north/south streets as they form a "tee"
intersection with the 28 foot -wide, single -loaded street. The one
path connection on the east is located between Lots 84 and 85.
These connections are logically located and provide excellent
access to the Trail.
F. One Street Tree Per Lot
In response to neighborhood input, the applicant has agreed to
plant one street tree per lot along Lots 1 - 8, and 30 - 35 which
are located at the entries near Sundering Townhomes. These trees
Table 4
1993 Peak Hour Operation
With Hill Pond or College Park Developments
Intersection AM (Delay) PM (Delay)
Shields/Prospect (signal) C (19.7 S/V) D (25.6S/V)
Shields/Stuart (signal) B (12.2 S/V) B (13.3S/V)
Shields/Hobbit (stop sign)
WB LT E (D)** E (D)**
WB RT A A
SB LT D D
Shields/Hill Pond (stop sign)
EB LT E (C/D)** E (D)**
EB T/RT C C
WB LT E (D)** E (D)**
WB T/RT A A
SB LT C C
NB LT B D
Shields/Shire (stop sign)
WB LT E (C/D)** E (C/D)**
WB RT A A
SB LT C C.
** Level of service when considering delay per approach vehicle.
operation of the left turns will be improved due to the gaps in
traffic that are created by platoon flow.
Using the traffic volumes shown in Figure 8, the key
intersections operate in the long range future conditions as
indicated in Table 5. Calculation forms for these analyses are
provided in Appendix G. The Shields/Prospect and Shields/Stuart
signalized intersections will operate acceptably. While not
related to the proposed Hill Pond development traffic, provision
of a southbound right -turn lane and a westbound right -turn lane at
the Shields/Prospect intersection will significantly improve the
operation at this intersection. Given the present right-of-way and
land ownership patterns at these locations, provision of these
right -turn lanes is not likely until/unless there is redevelopment
of multiple properties adjacent to this intersection. The left -
turn exits from the stop sign controlled intersections will
continue to operate at level of service E according to the 1985 HCM
techniques. Delays to these left -turn exits will be in the range
of 18-34 seconds per approach vehicle during the peak hours. This
would be level of service D condition according to the research
presented in Appendix D. At the Shields/Hill Pond and Shields/
Shire intersections, a worst case condition is presented. By the
year 2010, Centre Avenue may be completed between Prospect Street
and Shields Street through the Centre for Advanced Technology. If
this is the case, generated traffic from the Hill Pond Single
Family area will have an alternative route via Centre Avenue.
.The cross section of Shields Street through the area adjacent
to College Park should be four lanes plus the center left -turn
lane. This is the cross section that exists to the south of Spring
Creek. This cross section provides the recommended northbound and
southbound left -turn lanes at the Shields/Stuart intersection.
Based upon guidelines in "Intersection Channelization Design
Guide," TRB, NCHRP Report 279, 1985, a right -turn taper of 180 feet
on Shields Street approaching Hobbit Street will facilitate the
vehicles turning off Shields Street, eliminating any delay to the
through vehicles in the right through lane. This taper can be
incorporated to the design of the curb and gutter along Shields
Street. Parking is currently allowed on Hobbit Street. Safer and
more efficient operation would occur if on -street parking were not
allowed from Shields Street to the first driveway access to the
Landmark Apartments (180 feet). All of the minor stop sign
controlled streets (Hobbit, Hill Pond, and Shire) should be striped
with an exclusive left -turn lane. This will allow the right turns
to move if the left turns experience delays. The east approach of
Stuart Street (main access to College Park` should be striped with
a left -turn lane and through/right-turn lane.
8
Table 5
2010 Peak Hour Operation
With Hill Pond or College Park Developments
Intersection
AM (Delay)
PM (Delay)
Shields/Prospect (signal)
C (22.4 S/V)
D
(30.75/V)
Shields/Stuart (signal)
B (13.0 S/V)
C
(15.25/V)
Shields/Hobbit (stop sign)
WB LT
E (D)**
E
(D)**
WB RT
A
A
SB LT
D
D
Shields/Hill Pond (stop sign)
EB LT
E (D)**
E (D)**
EB T/RT
C
C
WB LT
E (D)**
E (D)**
WB T/RT
B
A
SB LT
D
D
NB LT
B
D
Shields/Shire (stop sign)
WB LT
E (D)**
E (D)**
WB RT
A
A
SB LT
D
D
** Level of service when considering delay per approach vehicle.
Accidents
Accident records for this segment of Shields Street were
reviewed. The data covered 1988, 1989, and 1990. At the
Shields/Prospect intersection, there were 23, 27, and 28 accidents,
respectively. The predominant types of accidents were rear -ends
and broadsides. These are typical for signalized intersections.
Considering the amount of traffic passing through this
intersection, the number of accidents is not excessive. The
accident rate at this intersection is not expected to change with
the additional traffic generated by the proposed developments.
The number of accidents at the Shields/Stuart intersection
were 6, 12, and 7, respectively. Over half of the accidents were
rear -ends, with a significant number being in the northbound
direction. The northbound left -turn lane should significantly
reduce the accidents at this intersection. The southbound left -
turn lane at this intersection will remove left -turning vehicles
from the southbound through lane on Shields Street.
The right -turn taper approaching Hobbit Street will allow this
turn to be made more efficiently. This will reduce the likelihood
of rear -end accidents occurring at this location.
The recommended control devices and geometrics should minimize
vehicular conflicts and maximize vehicle separation. Therefore,
the accident rate should be at its minimum for a typical urban
condition.
Other Issues
This section discusses three issues which were raised at the
neighborhood meetings. These issues are alternative modes,
alternative bike routes and air pollution as caused by auto
emissions.
The location of the College Park portion of these developments
presents an opportunity for use of many modes. This is especially
true for the school (CSU) related trips. Located less than one
mile from the center of campus, students will likely use pedestrian
and bicycle modes for many school trips. These modes will be used
throughout the school year. On adverse weather days, which are
relatively few along the Northern Front Range of Colorado, many
students will likely use Transfort, which is oriented to serve CSU.
The opportunities to reduce the amount of personal vehicle travel
are tremendous. Since parking on campus requires a permit fee,
students will likely realize that the modal opportunities will save
them time and money.
Bicycle travel to/from campus by students is a very popular
mode of travel. Casual observation of the bicycle traffic on Plum
0
Street between Fort Ram Village and CSU can verify this. As
mentioned earlier in this report, it is expected that bicycle
traffic between College Park and CSU would also be a primary mode
of travel. Bicycles could be used by as many as 40-60 percent of
the College Park residents. However, schedules being what they
are, all the bicycle use would not occur in a single hour or two
of the day. Bicycle traffic would likely be spread over the school
day with some low peaks at certain times of the day. Given the
location of College Park, the bicyclist has a number of alternative
routes to get to campus. One of the most direct routes is north
along Shields Street, accessing campus in the vicinity of Lake
Street, South Drive, or the Moby Gym parking lots. However,
Shields Street is narrow north of Prospect Road with minimal
sidewalks. The city. of Fort Collins recognizes this and is
undertaking a study to develop a safer pedestrian/bicycle facility
adjacent to Shields Street. It is likely that implementation of
the results of that study will coincide with the completion of
College Park. Other alternatives will be via Farm Tree Road to
Prospect and via the Spring Creek Bike Trail to Whitcomb Street or
Centre Avenue. Development of the Centre Avenue bicycle route from
the. Spring Creek Bike Trail should be pursued, since Centre Avenue
accesses the central part of campus and has a signal at Prospect
to aid in crossing this busy street. Given the location of College
Park, many alternative bicycle routes exist which will reduce the
concentration of bicyclists on any one facility.
Potential air pollution concentrations in the Spring Creek
drainage basin have been raised as an issue related to the College
Park Student Apartments. It is reasonable to assume that almost,
all residents of College Park will have a motor vehicle. However,
it is not reasonable to assume that those motor vehicles will be
used every day or at times of the day when traffic is at its peak.
The location of College Park is favorable from an alternative modes
perspective. This will have a positive impact on air pollution.
If this type of development were located further south in the
Shields Street corridor, further west in the Prospect Road
corridor, or anywhere between these corridors in the southwest area
of Fort Collins, then these students would travel through the
Shields/Prospect intersection. If they lived further from campus,
the likelihood of personal vehicle use would increase
significantly, especially in the winter which is the critical time
as far as air pollution is concerned. It is concluded that the
proposed location of College Park is the most favorable related to
alternative travel modes which, in turn, has the most positive
impact on air pollution in this area.
IV. CONCLUSIONS
This study assessed the impacts of the Hill Pond developments
on the short range (1993) and long range (2010) street system in
10
the vicinity of the proposed developments. As a result of this
analysis, the following is concluded:
- The development of the College Park Student Apartments and
the Hill Pond Single Family area is feasible from a traffic
engineering standpoint. At full development as proposed,
approximately 2700 trip ends will be generated at these sites
daily. The single family area will generate 1100 trip ends and the
student apartments will generate 1600 trip ends.
Current operation at the Shields/Prospect signalized
intersection is acceptable. A northbound left -turn lane should be
provided at the Shields/Stuart intersection for more efficient and
safer movement of traffic. Left turns from the minor streets at
the stop sign controlled intersections experience delays of 15-28
seconds during the peak hours. This delay is considered to be in
the level of service C/D categories.
- In the short range future (1993) without the proposed
developments, operation will continue to be acceptable except for
the northbound through/left-turn condition at the Shields/Stuart
intersection. A left -turn lane should be provided at this
location.
- In the short range future with the proposed Hill Pond
developments and the increase in background traffic, the signalized
intersections of Shields/Prospect and Shields/Stuart will operate
acceptably. With the College Park portion of the development, it
is expected that turn lanes will be provided at the Shields/Stuart
intersection. The minor street left turns at the stop sign
controlled intersections will experience delays of 16-31 seconds.
This is considered to be level of service C/D operation. It is
recommended that a right -turn taper be designed approaching Hobbit
Street. This will allow the northbound right turns to Hobbit to
operate efficiently and safely.
In the long range future (2010), the signalized
intersections will operate acceptably in the peak hours. Left
turns from the minor streets at stop sign controlled intersections
will be at level of service D, experiencing delays of 18-34
seconds. The Hill Pond Single Family area will have an alternative
route via Centre Avenue through the Centre for Advanced Technology.
The location of College Park Student Apartments provides
a unique opportunity for travel by many modes, particularly for
school trips to/from CSU. Use of the alternative modes has the
positive effect of mitigating the use of personal vehicle travel
for school trips. The bicycle travel for school trips will have
a number of alternative routes which will reduce the concentration
of bicycles along any single route.
11
- The location of College Park and the available alternative
travel modes will have a positive impact on air pollution in this
area of Fort Collins.
- With the recommended control and geometrics, the accident
rate should be at an acceptable level for typical urban conditions.
12
Hill Pond East Subdivision, Preliminary, #35-92
August 3, 1992 P & Z Meeting
Page 5
are in addition to those proposed for the ten foot -wide parkway
strip along the north. Where feasible, some of these trees are
indicated to be evergreen. Although these trees are only noted on
Preliminary Plan, a final landscape plan will be required at the
time of Final Subdivision.
G. Preservation of Significant vegetation
There is an existing stand of mature cottonwoods and willows
located in front of Lots 52 and 53, and behind Lots 79 and 80.
These trees will be preserved. The location between the
development and the Spring Creek Trail will enhance the buffering
of the Trail and the riparian character of Spring Creek.
There is an existing wetland located on the southern portion of the
site. This wetland is approximately 1.1 acre and has been
inspected by the Department of Natural Resources and the Army Corps
of Engineers. It will be preserved and provide a physical
separation between the rear yards of ten lots.
H. Preservation of Existing Wetland
As can be seen by the design features, the Preliminary Subdivision
has been revised significantly since it was presented to the
neighborhood for review and comment. Based on these revisions,
Staff finds the proposal to be compatible with the surrounding
residential areas.
6. Solar orientation variance Request:
As submitted at Conceptual Review and the Neighborhood Information
Meeting, the project provided 81% solar oriented lots. Based on
input from Staff and citizens, the project has been re -designed.
Solar orientation has been reduced to 61%. The project is five
lots short of meeting the 65% requirement.
The primary reason for this reduction
that relates in an open and sensitive
character of the Spring Creek Corridor.
the impact along Spring Creek is found
and Code provisions:
Land Use Policy Number 49:
is to create a subdivision
manner to the naturalistic
The emphasis of mitigating
in the following policies
"The City's Land Use Policies Plan shall be directed toward
minimizing the use or private automobiles and toward
alleviating and mitigating the air quality impacts of
concentrated use of automobiles."
Hill Pond East Subdivision, Preliminary, #35-92
August 3, 1992 P & Z Meeting
Page 6
Staff Explanation: The Plan has been re -designed to provide three
convenient bicycle/pedestrian access points to the Spring Creek
Trail. In addition, these connections will be allow easy access to
the future Centre Avenue Bike Path being designed by CSURF to link
up with existing Centre Avenue near the Holiday Inn on Prospect
Road. This future path will potentially allow direct access to the
heart of the C.S.U. campus.
Land Use Policy Number 91:
"The City should protect the scenic and recreational value of
the City's lakes, rivers, and streams from encroachment by
incompatible uses."
Staff Explanation: The Plan has now provided an additional 56 feet
of open area between the proposed development and the Spring Creek
Trail Easement.
Land Use Policy Number 92:
"Adequate pubic access to the City's lakes, rivers, and
streams, should be maintained."
Staff Explanation: As mentioned there are now three access points
to the Spring Creek Trail. Equally important, however, is the
preservation of a public visual connection to the Spring Creek
Corridor for a distance of approximately 1,000 feet. Where before
this distance was privatized as platted lots, the area is now open
for the visual enjoyment by the public.
Zoning Code Section 29-656 (d):
"Outstanding natural and cultural features such as scenic
spots, watercourses, and historic sites and buildings shall be
preserved insofar as possible."
Staff Explanation: Spring Creek Corridor is an outstanding natural
feature that is both scenic and features a significant watercourse.
These City Policies and Zoning Code Provisions combine to create a
design that causes streets to be curved versus a rigid east -west
grid. Consequently, there are five lots that are not within 30
degrees of a true -east west line.
According to the Solar Orientation Ordinance:
"When permitted, the Planning and Zoning Board may authorize
variances under this Article upon its finding that the
following requirements in (1), (2), or (3) have been satisfied
(See attached)."
Hill Pond East Subdivision, Preliminary, #35-92
August 3, 1992 P & Z Meeting
Page 7
The most applicable criteria is number three, which states:
11(3) The applicant demonstrates that the plan as submitted is
equal to or better than such plan incorporating the provision
for which a variance is requested".
Staff finds that the variance request is justified. Under
requirement #3, Staff finds that the Plan creates an open,
buffered, treatment along the Spring Creek Corridor that meets the
policies and Zoning Code provisions of protecting natural areas
from encroachment by incompatible development.
7. Transportation:
Hill Pond Road and Shire Court are local streets which will provide
access from Shields Street to Hill Pond East Subdivision. Both
streets intersect with Shields Street at stop sign controlled
intersections. With 112 single family lots, trip generation is
expected to be approximately 1,120 trip -ends per 24-hour period.
The level of service at these two stop sign controlled
intersections is expected to be C/D. The expected delay for left
turns onto Shields Street ranges from 18 to 34 seconds during peak
hours. Signals along Shields positively affect delays by
introducing gaps in the northbound and southbound through traffic.
This range of delay occurs at numerous stop sign controlled
intersections in Fort Collins and is generally accepted. With good
signal progression on Shields Street, the operation of the left
turns will be improved due to the gaps in traffic that are created
by platoon flow.
Signals are not expected at Hill Pond Road and Shire Court
intersections. These intersections will be improved by striping
for an exclusive left turn lane to head south on Shields.
When Centre Avenue through the Centre for Advanced Technology is
completed, Hill Pond East will also have access to the east.
However, the timing and completion of Centre Avenue is unknown at
this time. Additional alternative access may be provided through
Tract J of the C.A.T. adjacent to the south. This access would
direct traffic to the Shields/Rolland Moore future intersection
which would be eligible for a signal when warranted.
The present unsignalized access to Shields via Hill Pond Road and
Shire Court represents a worst case scenario. Future adjacent
development will allow alternative access for Hill Pond East. The
traffic impacts associated with Hill Pond East have been reviewed
by the Transportation Department and found acceptable.
Hill Pond East Subdivision, Preliminary, #35-92
August 3, 1992 P & Z Meeting
Page 8
RECOMMENDATION:
1. Variance to the Requirement for Solar Orientation
Staff recommends granting a variance from the strict requirement
that 65% of the lots be oriented to within 30 degrees of a true
east -west line. The granting of the variance is based on:
"The applicant has demonstrated that the plan as submitted is
equal to or better than such plan incorporating the provision
for which a variance is requested."
2. Approval of Preliminary Subdivision
Staff finds that the request for Hill Pond East Preliminary
Subdivision meets the requirements of the R-L and R-P zone
districts, the Land Use Policies Plan, and the Design Standards
section of the Zoning Code. Staff, therefore, recommends approval
of Hill Pond East Preliminary Subdivision, #35-92.
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