HomeMy WebLinkAboutEAST VINE STREETS FACILITY PUD AMENDED FINAL - 30 91D - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDY1
i�
I I
111
FORT COLLINS STREETS FACILITY
TRANSPORTATION IMPACT STUDY
FORT COLLINS, COLORADO
JANUARY 1998
Prepared for:
Fort Collins Facilities Division
117 North Mason Street.
Fort Collins,_ CO 80521
Prepared by:
MATTHEW J. DELICH, P.E./RUTH ROL.LINS, F.E.
2272 Glen Haven Drive
Loveland, CO 80536
Phone: 970-669-2061
FAX: 970-669-5034
it
Table 1
Current Peak flour Operation
Intersection
Lemay/Vine (signal)
Level of Service
All PM
0
0
Lemay/Access Drive (stop sign)
EB L/T/R
B
B
WB L/T/R
D
C
NB L
B
A
SB L
A
D
overall
A
A
!!
Lemay/Buckingham (stop sign)
EB L/T/R
C
B
WB L/T/R
C
C
ND L
B
A
SB L
A
B
Overall
A
A
Linden/Buckingham (stop sign)
EB L/T/R
A
A
WB L/ T j'R
A
A
NB L'
A
A
SB L
A
A
Overall
A
A
Linden/Access Drive (stop sign)
WB L/R
SB L
A
A
A
A
Overall
A
A
L-inden/W ne—(stop-sign)
—
11B L/R
A
A
WB L
A
A
Overall
A
A
7
1
I
1'
I0
If
turning vehicle have a tendency to drive around the left -turning
vehicle by utilizing the bicycle lane. Several weeks of field
observation indicated that the potential conflict between these
vehicles and bicyclists is minimal. However, (it should be noted
that the data collection occurred during November and December when
bicycle activity is minimal), an analysis of the need for a
northbound left -turn lane based upon vehicular needs will be
addressed later in this study.
Pedestrian Facilities
Currently, there are no pedestrian facilities along the access
driveways from Lemay Avenue or Linden Street to the Streets
Facility. The access driveways from these two roadways were not
designed with pedestrian facilities. There is an asphalt path
adjacent to the west side of Lemay Avenue from the railroad tracks
south to the access drive. On Lemay Avenue, there are no other
pedestrian facilities from Buckingham north to Vine. There are no
pedestrian facilities on Vine Drive from Linden Street east to
Lemay Avenue. Adjacent to Linden Street, there are some sidewalks
on the west side, and no sidewalks on the east side except for in
front of the New Belgium Brewery. There are sidewalks on
Buckingham adjacent to developed parcels; however, some of these
sidewalks are only 2 feet wide. There are no sidewalks on
Buckingham adjacent to undeveloped properties.
Bicycle Facilities
There are bicycle lanes on Lemay Avenue. This roadway is
designed with bike lanes from Willox Lane south to Horsetooth Road..
Buckingham is a designated bike .route near Linden, where it does
not have a designated bike lane. East of Third Street, Buckingham
has bicycle lanes on both sides of the street. Linden Street has
bicycle lanes south of Buckingham. North of Buckingham, Linden
Street+is—a—bicyc-l-e—route. Linden Street also provides access to -
the Poudre River Trail (south of Buckingham), and. Vine Drive
provides access to the Redwood Bike Path (north of Vine and east
of Linden). Vine Drive has bike lanes on both sides of the roadway
within the shoulder and is a designated bike route.
Transit Facilities
Transfort currently serves the study area with Route 8, which
provides service from LaPorte 6. Mason to The Mission, Social
Services, and the Poudre Valley Mobile Home Park. Route 8 operates
as far south as College Avenue at Magnolia Street. Within the
study area, there are bus stops at the following locations: Linden
at Buckingham on the northeast corner, Linden at The Mission, Vine
at Alta Vista on the southeast corner, and Lemay at Main (to the
0
it
north of Vine Drive) on the northeast corner. This route operates
at 30 minute headwa.ys.
7
i
III. FUTURE BACKGROUND TRAFFIC PROJECTIONS
In order to properly evaluate the potential impact of the
proposed relocation of the City transportation services on the
local traffic conditions, future traffic volumes were first
estimated for the study area without the project. These future
forecasts reflect the growth that is expected from overall
development in and around the City of Fort Collins and from
proposed projects within the vicinity of the project site.
Background Traffic Year 2000
The growth reflected in Year 2000 Background Traffic is based
on two factors: area wide growth and development, and traffic
generated by specific projects located near the study
intersections.. Based upon historical traffic growth and
information within the North Front Range Regional Transportation
Flan, October 1994, it was determined that traffic within the study
area has/will increase by approximately 3 percent per year. The
existing peak hour traffic data was factored upward by 9 percent
to reflect the annual growth over a three year time period. Based
upon data available from other traffic studies prepared within the
study area, the following projects are planned within the short
range future:
the proposed Buffalo Run apartments, a project of 144
apartments located south of Lincoln Avenue and east of Lemay
Avenue,
- the proposed Diamond Shamrock project, a convenience/gas store
and associated commercial uses, located north of Lincoln
Avenue and east of Lemay Avenue, and
- the proposed Mulberry and. Lemay Crossings project, a larger
mixed -use project with approximately 360,000 square -"feet of
discount stores, specialty retail, and restaurants. This
project will be located east of Lemay Avenue between Lincoln
Avenue and Mulberry Street.
Full development of each of these projects was assumed to be
completed by Year 2000. Traffic projections from the traffic
impact studies for each of these projects were utilized. The
resulting peak. hour background traffic for Year 2000 is depicted
on Figure 4,
10
— 100/140
/-- 55/30
145/190 —
30/20 --
0
o roe
Lo
co to
,F
1/4
7/7
t
to
AM/PM
/T/Tl7T/T��7Ti�
Site
gal
r/ %A
Z/.L/1/1zlll 1C!
BACKGROUND PEAK HOUR TRAFFIC
YEAR 2000
[►1
Lo 00 � - 55/110
—100/95
J + /-- 50/45
10/45 -� }
75/110 to o in
85/75 ono
rM Lo M
Lo
Lo
to
�N41-:1 \-3/1
w rn -- �- 0/0
/r— 2/1 CSAN
RISTC
1/1-! ) f I
0 0-- -z,-Lo -T,
2 10cn
00
M
O
Lo
t0
Lo M N
s— 2/2
%— 4/1
6/s
13—
c,4
4X4 -�
Lo
o
N \
M
Figure 4
IV. PROPOSED RELOCATION OF TRANSPORTATION SERVICES
The relocation of several of the City of Fort Collins
transportation related services is proposed. These services
include Traffic Operations, Signs and Paints, and the Signal Crew.
Currently, these operations are at 700 Wood Street. The proposed
project would relocate these services to the existing Streets
Facility at 625 Ninth Street (Lemay Avenue). Another component of
the project is the moving of the City's sand and salt from its
current location at the west end of the Streets Facility,
approximately one block west. This sand and. salt is utilized by
the City, County, and State, during snow and ice storms. The
relocation of the actual sand and salt west one block will not
affect the traffic characteristics of this operation on the local
street system.
Trip Generation
Trip generation is important in considering the impact of a
proposed project such as this upon the existing and future street
system. Trip generation is an estimate of how may vehicular trips
will enter and exit a project on a daily and peak hour basis. The
proposed relocation is of existing City services and, therefore,
a trip generation study of these uses was performed to determine
their characteristics. Each of the departments, which are included
in the relocation project, were surveyed from Monday, December 15,
1997 through Wednesday, December 17, 1997. The survey results are
provided in Appendix D. The surveys were analyzed, and the highest
trip generation characteristics were utilized.
Table 2 shows the estimated trip generation of the proposed
relocated City services. As indicated in the table, it is
anticipated that these City services would genera+.e approximately:
59 average daily trips, 11 morning peak hour trips, and 11
afternoon —peak --hour trips. -
Trip Distribution
The directional distribution of the generated trips was
determined for the relocated City services. The distribution was
determined based upon a gravity model process, in addition to
analysis of the existing traffic patterns in the area and the type
of use proposed at the site. The general trip distribution
utilized for the traffic assignment was:
approximately 10 percent
approximately 20 percent.
approximately 70 percent
distribution to the east
12
to/from the north,
to/from the west, and
to/from the south with further
and west.
Land Use
Transportation Related
Services
Table 2
Trip Generation
Daily A.M. Peak
Trips Trips Trips
in out
59 6 5
P.M. Peak
Trips Trips
in out
4 r
Note: Trip generation based upon actual surveys conducted at the
transportation related services.
13
I
11
11,
I i
li
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 5 shows the
peak hour site generated traffic for the proposed project.
14
L
a
n
ti
AM/PM
N
SITE GENERATED PEAK HOUR TRAFFIC
15
Figure 5
I I
V. FUTURE TOTAL TRAFFIC PROJECTIONS
The future total traffic projections reflect future traffic
conditions with the traffic from the proposed relocated City
services. The future total traffic projections were developed for
Year 2000.
Total Traffic Year 2000
The total traffic for Year 2000 was developed by adding
traffic from the proposed project to the background traffic for
Year 2000. The resulting peak hour total traffic projections for
Year 2000 are shown on Figure 6.
16
I
TABLE OF CONTENTS
Page
I. Introduction ......................................... 1
II. Existing Conditions .................................. 4
LandUse ............................................. 4
Roads................................................ 4
Existing Motor Vehicle Traffic ....................... 5
Existing Motor Vehicle Operation ..................... 5
Pedestrian Facilities ................................ 8
Bicycle Facilities ................................... B
Transit Facilities ................................... 8
III Future Background Traffic Projections ................ 10
Background Traffic Year 2000 ......................... 10
IV. Proposed Development ................................. 12
Trip Generation ...................................... 12
Trip Distribution .................................... 12
Trip Assignment ...................................... 14
V. Future Total Traffic Projections ..................... 16
Total Traffic Year 2000 .............................. 16
VI. Traffic_
Impact Analysis ..............................
18
Traffic
Analysis
Year 2000
18
Pedestrian Level
of Service ..........................
21
Bicycle
Level of
Service
21
Transit
Level of
Service .............................
21
VII. Conclusions
................................... 23
LIST OF TABLES
Page
1. Current Peak Hour Operation .......................... 7
2. Trip Generation ...................................... 13
3. Year 2000 Peak Hour Background Traffic Operation ..... 19
4. Year 2000 Peak Hour Total Traffic Operation .......... 20
6
�= Lo
55/110
Lo 100/140 `Co^rl
/ 100 95
r— 55/30 VINE �"I '1 /50%45
145/190
31/21 10 45�
a o 75/110 -- oLo to
f I
N o 85I —� o o
�77/7/7l/7/717Ti>j
% Lo
,o Siteto
/i
c04
o Iv 2/5 �]: Ln M 0/0
1 `� /� 9/9 % f /-- 2/1 SAN
CRIST
G 'N O 0 NLn
Z_ �m 4 13 �o�
-� o
00
to
>� �("IS/
jLo
r-,�
r)
�D )
N^ 1 1
� LornN 2/2
�\�\`� BUCKINGHAM + /r— a/t
6/6� }
1 3 -� N to N
5 35 —� o
rn
rl-
00
n
AM/PM
TOTAL PEAK HOUR TRAFFIC
YEAR 2000 Figure 6
17
I
MVI. TRAFFIC IMPACT ANALYSIS
The previous chapters described the development of future
traffic forecasts both with and without the proposed project.
Intersection capacity analyses are conducted in this chapter for
both scenarios to assess the potential impact of the proposed
project -generated traffic on the local street system.
Traffic Analysis - Year 2000
The peak hour background and total traffic volumes for Year
2000, illustrated on Figures 4 and 6, respectively, were analyzed
to determine the intersection delay and corresponding level of
service. Tables 3 and 4 summarize the results for the respective
Year 2000 background and total traffic conditions.. The level of
service worksheets for Year 2000 background and total traffic
conditions are provided in Appendix E and F, respectively. As
indicated in Tables 3 and 4, the traffic movements at each of the
study intersections are expected to operate at an acceptable level
of service under future traffic conditions for Year 2000, with the
following exceptions: Lemay/Vine, and the westbound movements at
Lemay/Buckingham.
As indicated in Tables 3 and 4, it is anticipated that, at the
intersection of Lemay/Vine, long delays will occur in the afternoon
peak hour. This is primarily due to the high projected northbound
through traffic movements during the afternoon peak hour. Due to
constraints with the close proximity of adjacent residential land
uses, it is not anticipated that improvements such as widening
could be implemented at this location. It should be noted that
there are future plans for the realignment of Lemay Avenue to the
east, such that it is grade separated with Vine Drive and the
railroad. This realignment project would result in very low, local
traffic volumes on the remaining alignment of ninth Street.
A-1-t•hough—l-ong—delays are projected during the afternoon_peak hour
for the Lemay/Vine intersection, the proposed relocation of the
City transportation services will not have an impact upon this
intersection.
The level of service analysis also indicated that the
westbound traffic at Lemay/Buckingham will experience long delays
in the future under both Year 2000 background and total traffic
conditions. With the future growth of through traffic on Lemay
Avenue, it will become difficult for cross street traffic to enter
or cross the traffic flows on Lemay. However, this is a typical
condition in urban areas where low volume streets cross arterials.
The projected traffic volumes would not warrant signalization of
this location. The proposed project will not have a significant
impact upon this location.
18
E
Table 3
Year 2000 Peak Hour Background Traffic Operation
Level
of Service
Intersection
AM
PM
Lemay/Vine (signal)
C
F
Lemay/Access Drive (stop sign)
EB L/T/R
C
C
WB L/T/R
C
D
NB L
B
A
SB L
A
B
Overall
A
A
Lemay/Buckingham (stop sign)
EB L/T/R
C
C
WB L/T/R
D
E
NB L
B
A
SB L
A
B
Overall
A
A
Linden/Buckingham (stop sign)
EB L/T/R
A
A
WB L/T/R
A
A
NB L
A
A
SB L
A
A
Overall
A
A
Linden/Access Drive (stop sign)
WB L/R
A
A
SB L
A
A
Overall
A
A
Linden/Vine (stop sign)
NB—I:-/R --
A
-B—
WB L
A
A
overall
A
A
1w.
Table 4
Year 2000 Peak Hour Total Traffic Operation
i
Intersection
Lemay/Vine (signal)
Lemay/Access Drive (stop sign)
EB L/T/R
WB L/T/R
NB L
SB L
Overall
Lemay/Buckingham (stop sign)
EB L/T/R
WB L/T/R
NB L
SB L
Overall
Linden/Buckingham (stop sign)
EB L/T/R
WB L/T/R
NB L
SB L
Overall
Linden/Access Drive (stop sign)
WB L/R
SB L
Overall
Linden/Vine (stop sign)
NB-
WB L
Overall
20
1
Level of Service
AM PM
C F
C C
C D
B A
A B
A A
C C
D E
B A
A B
A A
A A
A A
A A
A A
A A
A A
A A
A A
A B
A A
A A
An analysis of the northbound left -turn from Lemay Avenue to
they, site access' drive was performed to determine if a separate
' left -turn lane was needed. The results of this analysis are
provided in Appendix G. Based upon the projected total vehicular
traffic demand for Year 2000, it was determined that a separate
left -turn lane would not be necessary. The observed behavior of
traffic behind the left -turn vehicles to "go around" the turning
vehicle will most likely continue.
Pedestrian Level of Service
The pedestrian activity associated with the proposed project
i would be 'related to (but not limited. to) the following: individuals
who.: work for the relocated services and live within the adjacent
neighborhoods,' 'individuals visiting the Streets Facility who
arrived by public transit, .individuals wanting to utilize the
nearby, recreational Pou.dre Trail and the Redwood Bike Path, and
individuals who desire to walk to downtown (note that downtown is
located at a distance greater than 1/4 mile).
The Pedestrian LOS Worksheet is provided in Appendix H. The
minimum level of service for "transit corridors" is B for all
measured categories, with the exception of visual interest &
amenities, which is C. The minimum level of service for "other"
areas is C. As indicated on the pedestrian LOS worksheet, the
minimum acceptable level of service will not be achieved for nearly
all of the categories. This is due to the lack of on -site
pedestrian facilities and the lack of pedestrian facilities on the
adjacent roadway network.
' Bicycle Level of Service
There are bicycle facilities within the study area. The
bicycle level of service to/from the Streets Facility to adjacent
:areas is acceptable. However, the connection to the _adjacent----
Poudre- Trail— and Redwood Bike Path does not meet the directness
criteria of having a connection along a bike lane. From the
Streets Facility, the connection to these recreational areas would
be along bike .routes. The Bicycle LOS Worksheet is provided in
Appendix H.
Transit Level of Service
The current• transit level of service is determined based upon
the following: '12 hours of weekday service, 30 minute headways,
a travel time factor of 2.5, and the peak load factor. Based upon
the criteria set forth by the City of Fort Collins, the project
site is located within an area defined as the "remainder of service
area". Currently,the level of service is LOS E, which is not
21
i
acceptable for this service area. It is anticipated that this
level of service will be improved in the future with implementation
of the City's Transit Development Plan. Future transit level of
service will be acceptable.
OM
I
I
e
t
I
I
1
i
I
I
L
VII. CONCLUSIONS
This study assessed the potential impacts of relocating
several of the City of Fort Collins transportation related services
from their current location at 700 Wood Street to the Streets
Building at 625 Ninth Street (northern extension of Lemay Avenue),
in Fort Collins, Colorado. As, a result of the ,analysis, the
following conclusions were drawn:
The -potential impacts of the proposed project were
evaluated at the following intersections: Lemay/Vine, Lemay/Access
Drive, Lemay/Buckingham, Linden/Buckingham, Linden/Access Drive,
and,Linden/Vine.
- The traffic impact analyses were performed for existing
conditions and future Year 2000. Future background traffic
conditions without the project and total traffic conditions with
completion of the proposed project were evaluated..
- Under existing conditions, each of the study intersections
are currently'operating at an acceptable level of service.
For Year 2000 background and total traffic conditions, the
study intersections are projected to operate at acceptable levels
of ,service with -the exception of Lemay/Vine and Lemay/Buckingham.
The intersection of Lemay/Vine is projected to operate with
long delays under future background and total traffic conditions
during the afternoon peak hour. This is due to the high traffic
growth projected for the northbound through traffic volumes on
Lemay Avenue. Improvements to this intersection, such as widening,
would be difficult due to the proximity of the adjacent residential
uses. The City of Fort Collins has future plans to realign Lemay
Avenue to the east and grade .separate Lemay Avenue with Vine Drive
and the railroad. The project would allow for better long range
traffic operations of the new realigned Lemay Avenue and at the
intersection of iNinth/Vine.. --- —
- The westbound traffic at Lemay/Buckingham is projected to
operate with Tong delays under future background and total traffic
conditions during the afternoon peak hour. This is a typical
condition where minor cross streets intersect arterial streets.
The proposed project will have no significant impact on the
traffic operations of the study intersections.
Pedestrian access to and from the Streets Facility are
below the City's minimum acceptable standards due to both on -site
design and the lack of pedestrian facilities in the area. Bicycle
facilities are present within the study area. The project site
will be directly connected to these facilities. It is anticipated
that the transit level of service will be improved in the future.
23
LIST OF FIGURES
Figure Page
1. Site Location ........................................ 2
2. Site Plan ............................................ 3
3. Recent Peak Hour Traffic ............................. 6
4. Background Traffic Year 2000 ......................... 3.1
5. Site Generated Traffic ............................... 15
6. Total Traffic Year 2000 .............................. 1.7
APPENDIX.
A Recent Peak hour Traffic
B Current Peak Hour operation
C Description of Level of Service
D Trip Generation Surveys
E Year 2000 Background.Traffic Analyses
F Year 2000 Total Traffic Analyses
G Left -tarn Lane Analysis
H Pedestrian and Bicycle Level of Service
I. INTRODUCTION
This transportation impact study addresses the transportation
system near the City of Fort Collins Streets Facility at 625 Ninth
Street (the northern extension of Lemay Avenue) in Fort Collins,
Colorado. The location of the Streets Facility is provided on
Figure 1. Tile City is currently planning on relocating some of
the transportation related services from their current location at
700 Wood Street to the 625 Ninth Street building. A site plan of
the proposed project is illustrated on Figure 2. A scoping
meeting, to determine what transportation analysis was needed to
assess any potential impacts, was held in December, 1997. This
transportation analysis addresses potential vehicular impacts upon
the roadway system, the pedestrian network surrounding the study
area, the bicycle system, and the availability of transit
facilities. Traffic projections will be prepared for the future
Year 2000.
During the course of the analysis, numerous contacts were made
with City staff members and the consultant team involved with the
relocation project. This study generally conforms to the format
set forth in the Fort Collins Transportation 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 for
all pertinent modes of transportation.
' This report is prepared for the following purposes:
- Evaluate the existing conditions;
Esfi-ma-to—the trip generation by the proposedjas.s.ume.d
developments;
- Determine the trip distribution of site generated traffic;
- Evaluate level of service;
Determine the geometrics at key intersections;
Determine the impacts of site generated traffic at key
intersections.
Information used in this report was obtained from the City of
Fort Collins, research sources (ITE, TRB, e+c.), and field
reconnaissance. The following traffic studies were reviewed and
considered in preparing this study:
- Traffic Impact Study for Mulberry and Lemay Crossings,
September 1997;
- Buffalo Run Traffic Study, May 29, 1997;
- Lincoln East PUD Study, August, 1996.
1
I
W
�9
1
LINDENMEIER
■
11 Now
I MEN
ism -Ft. Collins
Facility
ONE
ica■E
iiOEM
i►�yStreets
MEMMENME
Ly
pi
IMEME
,]I
1" = 2000'
SITE LOCATION
a
Figure 1
kti
SITE PLAN
4 Z
NO SCALE
Figure 2
3
II. EXISTING CONDITIONS
The location of the Streets Facility is shown on Figure 1.
It is important that a thorough understanding of the existing
conditions be presented.
Land Use
Land uses in the area include residential areas, light
industrial, and undeveloped land. Directly to the north of the
Streets Building is the Burlington Northern Railroad. North of
Vine Drive are residential and light industrial uses. East of the
site are residential uses. The property directly south of the
building is undeveloped, with light industrial and residential uses
further south and southwest. West of the site plan are light
industrial. uses and the Catholic Charities Mission. The topography
within and surrounding the site is essentially flat. The center
of Fort Collins is located south of the site.
Roads
The primary streets which will serve the proposed project in
the study area are: Lemay Avenue/Ninth Street, Linden Street, Vine
Drive, and Buckingham Street. Each of these roadways is described
below.
Lemay Avenue/Ninth Street is a north/south arterial street
which serves as a major facility for the eastern areas of Fort
Collins. For purposes of this traffic analysis, Lemay Avenue/Ninth
Street will be referred to as Lemay Avenue. Within the study area,
Lemay Avenue is a two-lane facility with bike lanes on both sides.
The speed limit is posted at 30 mph south of Vine Drive and
increases to 35 mph to the north of Vine Drive. The intersection
of Lemay Avenue and. Vine Drive is signalized. The inter.secti.on of
` Lemay Avenue and the site access drive/San Cristo Street is stop -
controlled for the access drive/San Cristo legs. The intersection
of Lemay Avenue and Buckingham Street is stop controlled for
Buckingham.
Linden Street is a northeast/southwest collector street which
exists between Walnut Street in the Old Towne area., north to Vine
Drive. This roadway serves the adjacent residential, commercial,
and light industrial uses. Within the study area, it is a two-lane
facility. The T-intersection of Linden Street with Vine Drive is
stop -controlled for Linden Street. The intersection of Linden
Street and Buckingham Street is stop -controlled for Buckingham.
The T-intersection of the site access drive at Linden Street is
stop -controlled for the driveway.
�l
Vine Drive is a east/west arterial street. This roadway
accommodates two travel lanes. Vine Drive has a rural type of
cross section with no sidewalks on either side and a bike lane,
which has been accommodated within the shoulder on both sides of
the roadway. The speed limit is posted at 35 mph.
Buckingham Street is an east/west collector roadway which
provides a connection between Lemay Avenue and Linden Street. Most
of the land use on the north side of Buckingham is undeveloped,
while the south side is predominantly residential with some
warehouse/light industrial uses. The speed limit is posted at 30
mph
Existing Motor Vehicle Traffic
Peak hour traffic flow at the key intersections is shown on
Figure 3. The key intersections included in this study are:
Lemay/Vine, Lemay/Access Drive, Lemay/Bucki.ngliam, Linden!
Buckingham, Linden/Access Drive, and Linden/Vine. The morning and
afternoon peak hour counts were obtained in December, 1997. Raw
traffic count data is provided in Appendix A.
Existing Motor Vehicle Operation
' 1
The operation at the key intersections during the peak hours
is provided in Table 1. Calculation forms are provided in Appendix
B. Level of service definitions for signalized and unsignalized
intersection from the 1994 HighwayaPianue _ Capcity al are provided in
Appendix C. The City of Fort Collins has established Level of
Service D as the minimum acceptable vehicular LOS with the
exception of arterial intersections along commercial corridors and
intersections within activity centers. The minimum acceptable LOS
at arterial intersections within these areas is Level of Service
E_ As i_nd c_ated in Table 1, each of the ex_isting___ study
intersections is currently operating at an acceptable level of
It --service during the peak hours.
Although the level of service analysis indicates that the
intersection of Lemay/Vine operates at acceptable levels of service
during the peak hours, it should be noted that., when a train is
present on the railroad directly south of Vine Drive, the traffic
operations at Lemay/Vine deteriorate and long delays are
experienced by traffic. The City of Fort Collins has future plans
I to realign Lemay Avenue to the east, such that it would be grade
separated with the railroad.
One additional observation of existing traffic operations
' within the study area indicated that, at the intersection of
Lemay/Access Drive when northbound vehicles are turning into the
project site driveway from Lemay Avenue, vehicles behind the
,�% 5
- 86/113
,(- 50/27
123/163 - r
27/15 -� I
co
ao to
N
r17/7171/7/717177 j
f
JA
Site A
r/
1/1/1/1L/1/1/1
AM/PM
N � � L 51/101
N to to - 92/87
/ --- 36/28
717/43 � f I
70/57 N
M
N
rn 3 0
.r^0/0 SAN
,oJ i /� 2/o CRISTO
0/1
0 0--
�o
��o
2 10�
N
W
J
0
Mrn
Lo n N
ems-- 2/2
6/6
f I
0 3
N N
4 34—),,,
S�
N
y\
t0
N
RECENT PEAK HOUR TRAFFIC
O
Figure 3