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HomeMy WebLinkAboutEAST VINE DRIVE STREETS FACILITY PUD PRELIMINARY - 30 91A - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYSTREETS DEPARTMENT FACILITY SITE ACCESS STUDY FORT COLLINS, COLORADO JUNE 1991 Prepared for: City of Fort Collins P. 0. Box 580 Fort Collins, CO 80522 Prepared by: MATTHEW J. DELICH, P.E. 3413 Banyan Avenue Loveland, CO 80538 Phone: 303-669-2061 c W G `LEAIfAY / �TH� 0 L II II HLL(a I II ytp II � w co= C 9.4w) CO),rl. y to Q. IL II ~ F II 11 � a cn I► •" aZ No Scale SITE PLAN Figure 5 t earlier, the Lemay Bypass was not considered to be part of the street system. In the near future, the City will be conducting the Northeast Quadrant Study. This study will evaluate the need for the Lemay Bypass, as well as other transportation needs in this part of Fort Collins. The long range background traffic will be conservatively high. Any future facility recommendations from the Northeast Quadrant Study will likely cause a reduction in the traffic shown in this site access study. IC. Trip Distribution Trip distribution was determined based upon an evaluation of attractions for home -based and non -home based productions and the most likely routes available to travel to those attractions. The directional distribution of the approaching and departing traffic 1 generated at the proposed uses is a function of: Geographic location within the City of Fort Collins - Access to the site. Most of the City is south of this site. Truck traffic will utilize Vine Drive (from College Avenue) and Linden Street. Truck traffic from the Lemay corridor will use Linden Street via either Buckingham Street or Riverside Avenue. Figure 6 illustrates the trip distribution percentages used in the subsequent traffic assignments. D. Traffic Assignment and Intersection Operation Using the vehicular trip generation estimates presented in Table 2, the site generated traffic was assigned to the area street network. The initial network consisted of the streets as they are today. Judgments regarding routes to the truck access and the car access are reflected in the traffic assignments. Figure 7 shows the short range (1995) peak hour traffic _assignment. This assignment also includes a 2 percent per year increase in background traffic as described earlier in'this report --- Table 3 shows the peak hour operation at the key intersections. Calculations forms are provided in Appendix D. All of the key intersections will operate acceptably. With signalization of the Vine/Ninth intersection, there should be no significant vehicle queues on any legs during the peak hours. An exception to this would occur at times when a train occupied the railroad crossing. There is nothing that can be done to prevent delays on the south leg (northbound) of Ninth Street during these times. However, additional lanes on other legs will allow some selected movements to operate even though a train is present on the Ninth Street crossing. Multiple lanes on all legs will also improve the operation and reduce the overall delay for vehicles utilizing this intersection. Based upon criteria in "Intersection Channelization 4 rM J i I II :7 1 1 1 1 1 1 t 1 1 CARS / TRUCKS ' TRIP DISTRIBUTION Figure 6 Ilo2/IZb ZZ/Z3 100r- E too/129 VINE (::SITE:) 11 /3"1 83/Iv5 65/51 1/5 woM. 4/15 T Q N a-oA 4/2 5/3 /SAN CRISTO AM/PM ' SHORT RANGE PEAK HOUR TRAFFIC Figure 7 d Table 3 Short Range (1995) Peak Hour Operation Intersection Vine/Linden (stop sign) NB LT/RT WB LT Vine/Ninth (signal) 1 lane approach - all legs Multiple lane approach - all legs Linden/Truck Access (stop sign) WB LT/RT SB LT Ninth/Car Access (stop sign) EB LT/T/RT WB LT/T/RT SB LT ' NB LT r Level of Service (Delay) AM PM A A A A B (9.8 s/v) B (10.7 s/v) B (8.5 s/v) B (8.6 s/v) A A A A A A A A A A A A Design Guide," NCHRP 279, TRB, 1985, no auxiliary turn lanes are required at either the truck access or the car access. Figure 8 shows the long range (2010) peak hour traffic assignment which includes the background traffic on the area streets. Table 4 shows the peak hour operation at the key intersections. Calculation forms are provided in Appendix E. By this future time, it is expected that Linden Street would be extended to join with Redwood Street north of Vine Drive. A portion of the increase in background traffic on Ninth Street was distributed to Linden Street, since both streets serve the same area north of Vine Drive. The key intersections continue to operate acceptably. As mentioned earlier, traffic forecasts contained in this study are conservatively high. Depending upon the outcome of the "Northeast Quadrant Study," the projections on some streets, particularly Ninth Street, will likely decrease. Auxiliary turn lanes will not be required at either the truck access to Linden Street or the car access to Ninth Street. It is recommended that left -turn lanes be provided on all legs of the Vine/Linden intersection. This recommendation is made regardless of whether or not the Streets Department facility is built. Both Linden Street and Ninth Street can remain two lane facilities. Both Linden and Ninth may be designated bike routes. Bike lanes should be accommodated on each street if bike routes are designated. It is intended and recommended that the car access line up with San Cristo Street. It is recommended that the truck access be as far south as possible. The proposed location is approximately 500 feet south of Vine Street, which is adequate. Linden Street is proposed to curve slightly to the east to connect with Redwood Street. This can be accomplished with no impact on the use of the future pad site at the west end of the Streets Department facility. E. Accidents/Safety Accident data on the area streets was obtained from City of -Fort Collins files. This data covers reported accidents -over -the last two years. The accident data is presented in Appendix F. Analysis of this data indicates that the streets in the vicinity of the proposed Streets Department facility are not high accident locations. Introduction of the Streets Department traffic to these streets will not change any safety considerations in the area. The accident rate will be at a rate that is typical for urban two lane streets. I 5 I 5/15 1-55/ 1-70 35/65 VINE Z10/150 — I 1 1 30/30 - `O in -9 Ln O N O� COI 10/10 l �-10,10 (:SITE :) 10/30 110/65 110/b5 LA tp 5/ 5 WoM. 5/15 y Z Z W J Q N ZO/55 95/110 Z5/40 5/5 IJOM. 5/ 5 /SAN CMTO AM/PM LONG RANGE PEAK HOUR TRAFFIC Figure 8 Table 4 Long Range (2010) Peak Hour Operation Intersection Vine/Linden (stop sign) NB LT NB T/RT SB LT SB T/RT EB LT WB LT Vine/Ninth (signal) 1 lane approach - all legs Multiple lane approach - all legs Linden/Truck Access (stop sign) WB LT/RT SB LT Ninth/Car Access (stop sign) EB LT/T/RT WB LT/T/RT SB LT NB LT Level of Service (Delay) AM PM D D A C C D C C A A A A B (9.9 s/v) B (11.0 s/v) B (8.7 s/v) B (8.7 s/v) A A A A B A A B A A A A IV. Conclusions The following summarizes the significant findings as a result of this study: - Traffic from the Streets Department facility and other potential uses can be accommodated on the area streets. - Current traffic operation at the area intersections is acceptable, except for the Vine/Ninth four-way stop intersection In the afternoon peak hour. A signal is warranted at the Vine/Ninth intersection at the present time. In order to improve the efficiency of the operation at this intersection after signalization occurs, it is recommended that geometric improvements be made at this intersection. These geometric improvements will allow some maneuvers to continue even though a train may be present on the Ninth Street railroad crossing. - The Streets Department facility will gain access via Linden Street (trucks) and Ninth Street (cars). The existing Linden Street access could be used at the initial phase of development with an adjustment pulling the Linden/access intersection at least 200 feet south of Vine Drive. At a future development phase (pad site), the truck access should be moved to the south portion of the site as shown in Figure 5. The car access should line up with San Cristo Street. - At the short range future (1995), the key intersections operate acceptably. No auxiliary lanes are required on Linden Street or Ninth Street at access driveway locations. - At the long range future (2010), the key intersections will operate acceptably. Auxiliary lanes will not be required on Linden Street or on Ninth Street at the accesses to the Streets Department facility. When Linden Street is extended north of Vine Drive, left -turn lanes should be striped on all legs. If either Linden -Street or Ninth Street are. designated as bike routes, bike lanes should be striped on each. R I. Introduction The Fort Collins Streets Department is proposing to relocate their facility to a site south of Vine Drive (and south of the railroad tracks) and east of Linden Street in Fort Collins, Colorado. The site location is shown in Figure 1. This facility would house all operations of the Streets Department. At the present time, a portion of this property is used for salt and sand storage. The property considered for development is approximately 30 acres. The center 8.6 + acres is being considered for buildings, parking lots, and vehicle storage. Land in the area is primarily zoned for industrial uses, except for the existing residential areas east and northeast of the site. These residential areas border a portion of the site that will be open space. The roads which will be impacted by the Streets Department Facility are Linden Street, Vine Drive, and 9th Street (Lemay Avenue, extended). The key intersections that will be impacted are: Linden/Vine, 9th/Vine, and the access driveway/Linden and access driveway/9th intersections. Vine Drive is classified as an arterial on the Fort Collins Master Street Plan. The segment between College Avenue and 9th Street is two lanes with a rural cross section. The Linden/Vine "T" intersection has stop sign control with Vine Drive receiving the right-of-way. Vine Drive is posted at 35 mph. Linden Street is classified as a collector on the Fort Collins Master Street Plan. It is a two lane street connecting State Highway 14 and Vine Drive. It serves many industrial uses. Truck traffic on Linden Street is significant. It is posted at 30 mph in this area. Fort Collins staff indicated that Linden Street would connect with Redwood Street in the alignment shown in Figure 2. This alignment has little effect on the proposed site. Access driveways can remain as proposed with this alignment change. Ninth Street is not classified and is considered to be a local street. However, on former_ Fort Collins Master Street Plan maps, this street was designated as an arterial: -Newer maps-sh-ow-Lemay Avenue as an arterial skirting to the east of the residential area known as Andersonville. Since street plans in this area will be studied over the next few years, it is difficult to determine whether Lemay Avenue will bypass this area. For the short range future, it is assumed that all roads will remain in their existing horizontal alignments. Based upon conversations with staff, it is assumed that Ninth Street would continue in its present alignment and function, pending the results of the "Northeast Quadrant Study." 1 C r� I I 1 1 1 J ., 01 28 Well 1 I No 7GiddinW Golf Course ��� ti 'L31 t I`I gas \: • a.. ��_-v- 2 --=v-- _ if /51J �' %-�V111� ' I II : �' JI •. I/ �•'� •= O � •p\e. �' '/ \ �`d J� •1511' Imo-=' r-� r m..ne m)Substaf ;. 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Figure 1 0 LU I w 1 ac W V� Future Linden Street Alignment / Colorado Department of Highways Maintenance Facility - - 9_ 1 W W cc fn W. / Larimer County / Road and Bridge Facility VINE DRIVE SITE IN No Scale ' FUTURE LINDEN STREET ALIGNMENT Figure 2 II. Existing Conditions The most recent daily traffic counts were obtained in 1990. These counts are one- and two-way volumes and are shown in Figure 3. Peak hour intersection counts were obtained in April 1991. These counts are also shown in Figure 3. Raw data is shown in Appendix A. With the existing control at the two key intersections, the peak hour operation was determined and is shown in Table 1. This operation is deemed acceptable, except for the afternoon peak hour operation at the Vine/9th intersection. Acceptable operation is defined as level of service D or better. Calculation forms for the operation shown in Table 1 are provided in Appendix B. During traffic counting, it was observed that there was significant delay to the northbound vehicles on 9th Street. This was due to the volume and the four-way stop control at the Vine/9th intersection. Traffic backed up to Buckingham Street, 1/4 mile to the south of Vine Drive. This intersection is further complicated by the railroad tracks crossing 9th Street just south of Vine Drive. The stop sign is located south of the tracks. It was observed that one northbound vehicle gets through the intersection for every 1.5-2.0 vehicles on the other legs. This is due to the distance the northbound vehicles must travel from the stop sign to the intersection itself. The City of Fort Collins has conducted a signal warrant study at the Vine/9th intersection. The results of this study are shown in Appendix C. Based upon this study, a signal is warranted at this intersection based upon satisfaction of the following warrants: Warrant 2, Interruption of Continuous Flow; Warrant 8, Combination of Warrants; Warrant 9, Four Hour Volume; and Warrant 11, Peak Hour Warrant. It is also likely that Warrant 10, Peak ' Hour Delay is also satisfied. Warrant 1, Intersection Traffic Volumes is one hour short of being satisfied. - _With signal control at this intersection, acceptable operation is achieved. This is also shown in Table 1. -The-rai-l-road-t-r-acks - crossing 9th Street often have slow moving trains due to the nearby switching operations. A signal at this location will have to ' consider preemption for the railroad operation. With single lane geometry on all legs, railroad preemption will likely shut down the entire Vine/9th intersection at times. Provision of turn lanes on the north, east, and west legs will allow some movements when a train is present. The geometry on the north, east, and west legs which will allow some maneuvers to function when a train is present ' is shown in Figure 4. 1 2 Auaust 1990 n April 1991 VINE 19 / 19 Z W 0 J DAILY TRAFFIC COUNTS f— 9Z/117 �— Z3/44 r r � ems" 9]34 Ito/too 14 /46 PEAK HOUR TRAFFIC COUNTS RECENT TRAFFIC COUNTS Z Z Q W J I to /45 5l /l05 Ito/Za s �o d- ln. N AM/PM Figure 3 ' Table 1 1991 Peak Hour Operation Level of Service (Delay) Intersection AM PM Vine/Linden (stop sign) NBLT/RT WBLT A A A A Vine/Ninth (all way stop sign) C E ' Vine/Ninth (signal) 1 lane approach - all legs B (9.4 s/v) B (9.9 s/v) Multiple lane approach - ' all legs B (8.3 s/v) B (8.4 s/v) Land Use Streets Facility Car Access Truck Access Pad Site TOTAL 1 Table 2 Trip Generation Daily A.M. Peak P.M. Peak Trips Trips Trips Trips Trips in out in out 200 20 5 5 20 100 2 22 4 2 150 20 4 2 20 450 42 31 11 42 1 1 1 1 1 1 i 1 1 it 1 1 1 1 LANE GEOMETRICS ALLOWED MOVEMENTS WHEN A TRAIN IS PRESENT ' VINE / NINTH GEOMETRY SCHEMATIC Figure 4 III. Proposed Development The Fort Collins Streets Department is proposing to locate all of their facilities on a parcel of land south of Vine Drive, between Linden Street and 9th Street (Lemay Avenue). A schematic site plan is shown in Figure 5. Two accesses are proposed to this facility. The 9th Street access will be the public and employee access. This access will be for passenger size vehicles. The Linden Street access will be for Streets Department trucks and their maintenance/construction related vehicles, and general truck deliveries to this facility. only in emergency situations will trucks utilize the 9th Street access. Two future years were selected for analysis. The short range future was 1995 and the long range future was 2010. The short range street network was assumed to be as exists today. The long range street system assumed that Linden Street would connect to Redwood to the north. Due to the uncertainty of other roads in the area (e.g. Lemay Bypass, Fort Collins Parkway), no other roads were assumed in this area. This is a conservative approach. Either or both the Lemay Bypass and Fort Collins Parkway would cause a reduction of travel on the key streets considered in the ensuing analyses. A. Trip Generation Trip generation estimates for the Streets Department facility were determined from actual counts conducted at the present facility and with data supplied by Streets Department staff. Table 2 shows trip generation on a daily and peak hour basis. In addition, trip generation was developed for a potential development pad on the west side of the site adjacent to Linden Street. The use was assumed to be compatible with and similar to the proposed Streets Department facility. It is expected that development of this pad would be after 1995. B. 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 development. The intersections considered for the operations analysis are Vine/Linden, Vine/9th, Linden/truck access, and 9th/car access. Background traffic for impacted streets was projected for each of the future years analyzed (1995 and 2010). Background traffic was projected to increase at 2 percent per year for all future years. This rate of increase is normal for streets and roads in the City of Fort Collins. It accounts for general traffic growth and some level of continued development in the vicinity that would also contribute to traffic growth. Traffic from the development was specifically added to the background traffic. As mentioned 3