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Home My WebLink AboutPLATT PROPERTY PUD PRELIMINARY - 3 90B - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDY (2)i PLATT/MOUNTAINRIDGE FARM SITE ACCESS STUDY FORT COLLINS, COLORADO JANUARY 1990 Prepared for: The Group, Inc. 323 S. College Avenue Fort Collins, CO 80524 Prepared by: MATTHEW J. DELICH, P.E. 3413 Banyan Avenue Loveland, Colorado 80538 Phone 303-669-2061 �riiiisa�� 1 Table 2 Trip Generation Daily A.M. Peak P.M. Peak Land Use Trips Trips Trips Trips Trips In out In out Platt Property South - 59 S.F. DU 590 12 32 37 22 North - 31 S.F. DU 310 6 17 20 12 Subtotal 900 18 49 57 34 Mountainridoe Farm 2=A - 20 S.F. DU 200 4 11 13 7 2-13 = 72 Patio DU 475 8 29 29 16 2-C - 40 S.F. DU 400 8 22 25 15 2-1) - Church - 45 KSF 345 36 13 15 13 2-E - 150 M.F. DU 990 17 61 61 33 2-F - 84 M.F. DU 555 !0 34 34 18 2-6 - 24 Townhouse DU 140 2 9 9 4 2-H - 36 Townhouse DU 210 3 13 14 7 Subtotal 3315 Be 192 200 113 Pine.view Tract A - 326 Condo DU 1910 23 122 123 60 Tract B - 77 Condo DU 450 5 29 29 14 Tract C - Shopping Cent. 9540 155 66 380 395 140 KSF Tract D - 97 Condo DU 570 7 36 36 18 Tract E - 124 Condo DU 725 9 47 47 23 Subtotal 13195 199 300 615 510 Total 17410 305 541 872 657 y provided by the Fort Collins Development Center. The trip distributions used are shown in Figure 5. . Several land use generators such as shopping centers, drive-in (fast food) restaurants, service stations, convenience markets, and other support services (banks, etc.) capture trips from the normal traffic passing -by the site. For many of these trips, the stop at the site is a secondary part of a linked trip such as from work to shopping center to home. In all of these cases, the driveway volumes at the site are higher than the actual amount of traffic added to the adjacent street system, since some of the site generated traffic was already counted in the adjacent street traffic. A pass -by factor of 40%it was applied to the newly generated retail trips to and from the retail center In the Pineview Subdivision. The procedure used to account for both pass -by traffic and primary destination traffic is as follows: - Estimate the trip generation rate as is currently done and determine the total number of trips forecast to occur, based on the size of the development. - Estimate the percentage of pass -by trips, and split the total number of trips into two components, one for pass -by trips and one for new trips. - Estimate the trip distributions for the two individual components. The distribution of pass -by trips must reflect the predominant commuting directions on adjacent and nearby roadway facilities. Most peak period pass -by trips are an intermediate link in a work trip. - Conduct two separate trip assignments, one for pass -by trips and one for new trips. The distribution for pass -by trips will require that trips be subtracted from some intersection approaches and added back in to others. Typically, this will involve reducing through -roadway volumes and increasing certain turning movements. - Combine the assigned trips to yield the total link loadings, and proceed with capacity analysis as normally done. This pass -by factor was obtained by averaging pass -by factors from the following sources: 1. Transportation Engineering Design Standards, City of Lakewood, June 1985. 2. Development and Application of Trip Generation Rates, FHWA/USDOT, January 1985. 3. "A Methodology for Consideration of Pass -by Trips in Traffic Impact Analyses for Shopping Centers," Smith, S., ITE Journal, August 19869 Pg. 37. 4..Trip Generation, 4th Edition, ITE, 1987. 5. Transportation and Land Development, Stover/Koepke, ITE, 1988. 4 :i - 10% ,_ RESIDENTIAL ONLY SHORT RANGE 15%0� HARMONY RESIDENTIAL/COMMERCIAL LONG RANGE 40% .m 40% _ 135%/30% 00%/20% 35%/30% TRIP DISTRIBUTION Figure 5 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 6 shows the Phase 1 (59 D.U. of the Platt Property) peak hour trip assignment with the factored 19" peak hour volumes. Figure 7 shows the year 2000 peak hour projections in the area. This reflects development of the entire Platt/Mountainridge Farm properties, but no development of the Pineview Subdivision. This assignment assumes completion of Seneca Street to Horsetooth Road. Seneca Street would likely be completed as part of the Mountainridge Farm development. The peak hour traffic was factored by 2 percent per year to determine the background traffic growth in the area. Figure 8 shows the year 2010 peak hour projections in the area. This assumes full development of the Platt/Mountainridge Farm and Pineview Subdivision. Background traffic was factored by 2 percent per year. Traffic Projections Traffic volumes are projected for various streets within the City of Fort Collins utilizing a tool known as the gravity model, which considers future land use, population, and employment locations. For 20+ year projections (year 2010), this gravity model output is the usual source for projections used in traffic impact studies. However, the last Traffic Flow Map provides projections for the year 2000. Therefore, an estimation was made of traffic In this area by the year 2010 using the latest Traffic Flow Map and the knowledge of what has been occurring and what is expected to occur in this area of Fort Collins. Figure 9 shows the expected average daily traffic (ADT) for Harmony, Horsetooth, and Shields near this site in the year 2000. Figure 10 shows the expected average daily traffic for Harmony, Horsetooth, and Shields near this site in the year 2010. 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." However, it is possible to determine whether traffic signal warrants are likely to be met based upon estimated ADT and utilizing a chart and peak hour signal warrants shown in Appendix D. Utilizing the volumes shown in Figure 7, signals will be warranted at the Shields/Troutman intersection based upon the school crossing warrant. Using the peak hour signal warrants, signals will be warranted at this intersection with the development of the Pineview Subdivision commercial parcel. Signals will not be warranted at the Harmony/ Regency, Shields/Wakerobin, or Shields/Michie intersections. SIYE o r _ 20/ID io/1 O WAICEROBIPI _ b/ 1 —.0- 1 1 1 47-/19 ---l` oo 20 N v N S N �_ cc j es N 2Z/fo r � 131/27fo f-- 110/315 z/2 � � � a— 9 b/ 303 46/ 110 1 HARMONY � �j >3� I I Z � dN 58/40 —� � ir.► � � N ii cr AM/PM ! 'd SHORT RANGE (PHASE 1) PEAK. HOUR TRAFFIC. Figure 6 r N f- 7.35/700 I Zoo 6s0 1 35 40 HORSETOOTH � � 85/IZO %0/"0 I l5/40 35/40 N N 495/110 I W- N o MICHIE zs/10 f a� N I00/3o I I I I00/G5 �ww• �www w w• -/ 1 1 i 1O/> '75/25 —'' I I 30/10 —s 35� I ��N N moo 70/10 5/5 WAKEROBIN � 10/l5 W Q 5/10M0/4 O 0 30 r- 5/15 UARMAMV - 1 400/1'35 40/25 - 500/no- 5/5 - YEAR 2000 PEAK HOUR 'TRAFFIC 35/z5 ----,' (' 440/I q 0 I 1b5/45 -� N O N CcC4 a S AM/PM � �- J W N Figure 7 �- 3 100 F—225/480 NZ. 0/ a-- 395/740 I �— 35omo J r'65/40 unoceTnnYla 1 I 1 .� i�'✓150 10/ZO' t b0/50 f 1 I I 5fo0/495 55/40 --� I o \ 5W40 —� Q � � �N W sl! —15/5 N N s if+ .e......� �.._ WOM. 0 U or TROUTMAN I10/100 40/50 -a IZO/145 --� � O 9OA! aslop WAKEROBIM) l l � �d u 5 9 \--40/50 �O a J l_ �--- IW415 15/25 J HARMONY 50/40 515/.So —_ 535/Z30 -- 10/ 15 -� c t30/55 - z �, �o cr k-- too/so -o..-75/45 ec/- ZO/10 5WI05 5/5 25/fo5 r -150/480 -160/450 "15/ 1105 ' OON y AM/PM W YEAR 2010 PEAK HOUR 'TRAFFIC y Figure 8 O O O) 9 HARMONY 15,200 6 0 d YEAR 2000 DAILY TRAFFIC Figure 9 o N 9 N I1,900 Z4,900 HORSETOOTH �.. r---v 1. 40 n YEAR 2010 DAILY TRAFFIC Figure 10 Since Seneca is classified as a collector, it is likely that it will be signalized if it is close to meeting signal warrants. Signal Progression Signal progression was analyzed on Shields Street to evaluate whether a signal at Troutman Parkway would fit into a reasonable progression pattern along Shields Street. The signal progression also was used in evaluating the unsignalized intersection operation at Wakerobin Lane and Michie Drive. The technique used in the signal progression analysis was a computer program called Signal Progression Analysis (SPAN) prepared by the University of Florida Transportation Research Center. Its main functions Includes - Interactive entry of arterial system data. - Display a time location diagram which provides graphical representation of the quality of arterial progression. - Printing of a time -space diagram to show the quality of progression. Optimization of signal offsets for arterial pro- gression. The program inputs are: - Intersection location - Cycle length - Phasing - Offsets - Speed Any or all of these inputs can be changed iteratively in achieving the optimal progression. Shields Street data for existing and future signals to the north of Harmony were used In evaluating progression along Shields. Future signals were placed at arterial/ collector or arterial/arterial Intersections. Other traffic. studies were used as references for this analysis. The signal progression on Shields Street was analyzed based upon the following criteria: - Cycle length of 90-120 seconds - Posted speed of 35-45 mph. - Mainline (Shields) G/C Ratio Drake a/C = 0.30 Swallow a/C = 0.60 Horsetooth a/C = 0.30 Michie 0/C = 1.00 (no signal) 6 EXECUTIVE SUMMARY The Platt/Mountainridge Farm, located near the intersec- tion of Harmony Road and Shields Street in Fort Collins, Colorado, is proposed to be a mixed density residential development. The Platt Property is proposed as single family detached residential, and the Mountainridge Farm is proposed as a mix of single family and multi -family residential. The study Involved the steps of trip generation, distribution and. assignment; traffic projection; capacity analysis; traffic signal progression analysis; and accident analysis as set forth In the City's Traffic Impact Study Guidelines. This study assessed the impacts of the Platt/Mountain- ridge Farm on the existing street system in the short range, 2006, and 2010. As a result of this analysis, the following Is concluded: The development of the Platt/Mountainridge Farm is feasible from a traffic engineering standpoint with specific improvements in the area. It is estimated that more than 900 and 3300 average weekday trips will be generated by the Platt Property and Mountainridge Farm, respectively. Also considered in this study at the year 2010 future is 13,200 trips generated by the Pineview Subdivision. Full development of the Platt Property (90 single family dwelling units) has less overall impact on the area streets than the two recently completed school facilities. The Mountainridge Farm will impact the area streets approximately three times more than the Platt Property. The Pineview Subdivision, as proposed, will impact the area streets approximately ten times more than the Platt Property. - Current operation of the Harmony/Shields intersection is acceptable with the four-way stop sign control. The stop sign controlled intersections (Shields/Wakerobin and Harmony/ Regency) operate acceptably. Signals are warranted at the Harmony/Shields intersection and will likely be installed in the near future. Phase 1 (59 single family dwelling units) of the Platt Property has a minimal impact on the area intersections. With a signal, the Harmony/Shields intersection operates acceptably. The Harmony/Regency intersection operates acceptably. Exits from eastbound Wakerobin fall into the level of service E category. This is primarily caused by the additional traffic generated by the new junior high school. Provision of an exclusive left -turn lane on eastbound Wakerobin will confine delays to only those vehicles desiring to turn left. These left turns do have alternative means of access via Regency. II Troutman G/C = 1.00 (no signal), a/C = 0.60 (with signal) Wakerobin G/C = 1.00 (no signal) Harmony G/C = 0.30 - Green time on the cross street is greater than the pedestrian crossing time of the mainline at 4 feet per second. - Achieve the largest bandwidth possible along Shields. A number of speeds and cycle lengths were examined. A cycle length of 100 seconds and a progressed travel speed of 35 mph gives a 27 second bandwidth (2T/. efficiency) without a signal at Troutman as shown on Page 1 of Appendix E. Page 2 of Appendix E shows the progression scheme with a signal at Troutman Parkway. There is no reduction of the bandwidths in either direction with a signal Introduced at Troutman. Progression is also possible at other speeds and cycle lengths. The above progression analyses are presented to show that a signal at Troutman can fit along Shields. Design progression analysis must be conducted on a regular basis reflecting change in land use, speed, and other variables. Operations Analysis Capacity analyses were performed on key intersections to determine how each would operate at three levels of development. The first level of development (Phase 1) includes 59 single family dwelling units located on the southern portion of the Platt Property. The second level of development (year 2000) assumed full development of the Platt Property (70 single family dwelling units) and the Mountainridge Farm (426 dwelling units and a church site). The third level of development (year 2010) assumed full development of the Platt Property, Mountainridge Farm, and Pineview Subdivision. The initial capacity analyses were conducted on the traffic as shown in Figure 6. The analyses assumed minimally improved geometric conditions at the Harmony/Shields inter- section and recommended geometrics at other intersections. Since traffic signals will likely be installed at the Harmony/Shields intersection in the next few rears, it was analyzed with signal control. The results of these analyses are shown in Table 3. Backup calculation forms are provided in Appendix F. With signal control, the Harmony/Shields intersection operates at level of service B in the morning and afternoon peak hours. The Harmony/Regency stop sign controlled intersection will operate acceptably. The Shields/Wakerobin stop sign controlled Intersection will operate unacceptably on the west leg during the morning peak hour. There is little that can be done to improve this 7 1 Tabl e 3 Short Range Peak Hour Operation Operation Intersection AM PM Harmony/Shields (signal) B B Harmony/Regency WB LT A A EB LT A A SB LT/T/RT A A NB LT/T/RT A A Shields/Wakerobin (Existing Geometrics) NB LT A A SB LT A A WB LT/T/RT C B EB LT/T/RT E D Shields/Wakerobin CAdd EB LT lane) NB LT A A A A SB LT B WB LT/T/RT E EB LT E E A A EB T/RT operation. Separate left -turn lanes and right-turn/through lanes on the west leg of Wakerobin will confine the expected delays to only those vehicles desiring to turn left. This improvement can be accomplished at little expense since the west approach is already oversized and has a median which can be modified to accommodate an exclusive left -turn lane. This left -turn lane can be of minimal length since the left -turn volume Is low. The left -turn exits, which will be at level of service E operation, will have an alternative means of egressing this area via Regency Drive. If the traffic projections for the junior high school or the background volumes on Shields Street are less than that used in these analyses, then the left -turn exits may operate at an acceptable level of service. Capacity analyses were also conducted utilizing the year 2000 traffic as shown in Figure 7. The results of these analyses are shown in Table 4. Backup calculation forms are provided In Appendix G. With a signal at the Harmony/Shields intersection and four lane plus left -turn lane geometries on Shields, one lane plus left -turn lane geometrics eastbound, and one lane plus right- and left -lane geometries westbound, this Intersection will operate acceptably. With current geometries, the Shields/Horsetooth intersection will operate acceptably. The signal at the Shields/Troutman intersection will operate acceptably with a four lane cross section plus left -turn lanes on Shields and a two lane cross section plus left -turn lanes on Troutman. The two lane section of Shields (between Troutman and Horsetooth) should be widened to four lanes when the peak hour volumes reach 600 vehicles in one direction. This may occur because of these developments or may occur because of background traffic. Current traffic is at 70 percent of this threshold. The Harmony/Regency stop sign controlled intersection will operate acceptably. The Shlelds/Wakerobin intersection will operate acceptably exc-ept for left -turn exits. When considering good signal progression on Shields Street, the left -turn exits operate acceptably. The Shields/Michie Intersection will operate acceptably. The Horsetooth/Seneca stop sign controlled intersection will operate acceptably except for left -turn exits during the afternoon peak hour. These left -turn exits do have alternative means of egress via either Regency, Seneca (to Harmony), or Troutman. Capacity analyses were conducted utilizing the year 2010 I traffic as shown in Figure e. The results of these analyses are shown in Table 5. Backup calculation forms are provided i'n Appendix H. With signal control and full arterial (4 I lane) cross sections with left -turn lanes, the Harmony/ Shields and Shields/Horsetooth intersections operate acceptably. The signalized collector intersections (Shields/ Troutman and Horsetooth/Seneca) would operate acceptably. The Harmony/Regency Intersection would operate acceptably with stop sign control. The Shields/Wakerobin and Shields/ 8 Tab] e 4 2000 Peak Hour Operation Operation operation All Intersection Harmony/Shields (signal) � A Shields/Troutman (signal) A A Shields/Horsetooth (signal) D D Harmony/Regency A A WB LT A A ES LT B B SIB LT/T/RT B B NS LT/T/RT Shields/Wakerobin A A NB LT A A E (D) SB LT E (D) WB LT WB T/RT B E (D) C E (D) ES LT B C EB T/RT Shields/Michie A A NB LT E (E) E (E) EB LT A A EB RT Horsetooth/Seneca A A WB LT D E NB LT A A NS RT ( ) Level of service when considering good signal progression on Shields Street. Table 5 2010 Peak Hour operation Intersecti-on Harmony/Shields (signal) Shields/Troutman (signal) Shields/Horsetooth (signal) Horsetooth/Seneca (signal) Harmony/Regency WB LT EB LT SB LT/T/RT NB LT/T/RT Shields/Wakerobin NB LT SB LT WB LT WS T/RT EB LT EB T/RT Shields/Michie NB LT SB LT WB LT WS T/RT ES LT EB T/RT operation AM PM C B i A A C D i A A A A A A D D C C A B B C E (D) F (E) C C F (E) F (E) B C A A B B E (E) E (E) D D E (E) E (E) C C ( ) Level of service when considering good signal progression on Shields Street. FIN Michie intersections would operate acceptably with stop sign control except for left -turn exits from the minor streets. Even when considering good progression on Shields, the operation of the left -turn exits does not fall Into acceptable level of service categories. This is due to the expected high volumes on Shields. Provision of a separate left -turn lane on the minor streets will confine delays to only those vehicles desiring to turn left. Additionally, these left turns do have convenient alternative routes that do not require the stop sign controlled left turn. Accident Analysis The geometric and control changes at all the analyzed intersections should alter the accident rate at these intersections. The auxiliary lanes discussed above should remove turning vehicles from the through traffic stream and thus eliminate the likelihood of rear end accidents. Provision of a signal at Troutman should decrease the likelihood of accidents caused by selection of an inadequate gap when entering traffic. This signal will also aid the school children to cross Shields Street. IV. CONCLUSIONS This study assessed the impacts of the Platt/Mountain- ridge Farm on the existing street system in the short range, 2000, and 2010. As a result of this analysis, the following is concluded: - The development of the Platt/Mountainridge Farm is feasible from a traffic engineering standpoint with specific improvements in the area. It is estimated that more than 900 and 3300 average weekday trips will be generated by the Platt Property and Mountainridge Farm, respectively. Also considered in this study at the year 2010 future is 139200 trips generated by the Pineview Subdivision. - Full development of the Platt Property (90 single family dwelling units) has less overall impact on the area streets than the two recently completed school facilities. The Mountainridge Farm will impact the area streets approximately three times more than the Platt Property. The Pineview Subdivision, as proposed, will impact the area streets approximately ten times more than the Platt Property. - Current operation of the Harmony/Shields intersection is acceptable with the four-way stop sign control. The stop sign controlled intersections (Shields/Wakerobin and Harmony/ Regency) operate acceptably. Signals are warranted at the Harmony/Shields intersection and will likely be installed in the near future. 9 - Phase 1 (59 single family dwelling units) of the Platt Property has a minimal impact on the area Intersections. With a signal, the Harmony/Shields intersection operates acceptably. The Harmony/Regency intersection operates acceptably. Exits from eastbound Wakerobin fall Into the level of service E category. This is primarily caused by the additional traffic generated by the new Junior high school. Provision of an exclusive left -turn lane on eastbound Wakerobin will confine delays to only those vehicles desiring to turn left. These left turns do have alternative means of access via Regency. - With development of the Platt/Mountainridge Farm and the year 2000 traffic volumes, traffic signals will be warranted at the Shields/Troutman intersection. This signal will not negatively affect the signal progression along Shields Street. - With development of the Platt/Mountainridge Farm and the year 2000 traffic, the Harmony/Shields, Shields/ Horsetooth, and Shields/Troutman intersections will operate acceptably with signal control. The Harmony/Regency inter- section will operate acceptably. Selected left -turn movements at the other stop sign controlled Intersections are in the level of service E category. These movements do have other reasonable alternatives. With good signal progression on Shields Street, the left -turn exits at Wakerobin operate acceptably. The two lane section of Shields between Horsetooth and Troutman should be widened to a four lane cross section. - With development of the Platt/Mountainridge Farm, the Pineyiew Subdivision, and the year 2010 traffic, all signalized intersections (Harmony/Shields, Shields/Troutman, Shields/Horsetooth, and Horsetooth/Seneca) will operate acceptably. The Harmony/Regency Intersection will operate acceptably with stop sign control. Selected left -turn movements at the other stop sign controlled intersections operate unacceptably. These movements do have other reasonable alternatives. Shields Street, Horsetooth Road, and Harmony Road should have a four lane cross section. With good design of the aforementioned geometric improvements to streets and public street intersections as well as other access driveways, the accident rate should be acceptable for urban conditions. 10 With development of the Platt/Mountainridge Farm and the year 2000 traffic volumes, traffic signals will be warranted at the Shields/Troutman intersection. This signal will not negatively affect the signal progression along Shields Street. - With development of the Platt/Mountainridge Farm and the year 2000 traffic, the Harmony/Shields, Shields/ Horsetooth, and Shields/Troutman intersections will operate acceptably with signal control. The Harmony/Regency inter- section will operate acceptably. Selected left -turn movements at the other stop sign controlled intersections are In the level of service E category+ These movements do have other reasonable alternatives. With good signal progression on Shields Street, the left -turn exits at W.akerobin operate acceptably. The two lane section of Shields between Horsetooth and Troutman should be widened to a four lane cross section. - With development of the Platt/Mountainridge Farm, the Pineview Subdivision, and the year 2010 traffic, all signalized intersections (Harmony/Shields, Shields/Troutman, Shields/Horsetooth, and Horsetooth/Seneca) will operate acceptably. The Harmony/Regency intersection will operate acceptably with stop sign control. Selected left -turn movements at the other stop sign controlled Intersections operate unacceptably. These movements do have other reasonable alternatives. Shields Street, Horsetooth Road, and Harmony Road should have a four lane cross section. - With good design of the aforementioned geometric improvements to streets and public street intersections as well as other access driveways, the accident rate should be acceptable for urban conditions. I. INTRODUCTION This traffic impact study addresses the capacity, geometric, and control requirements at and near a proposed development known as the Platt/Mountainridge Farm located west of Shields Street and north of Wakerobin Lane in Fort Collins, Colorado. The location of the proposed development Is shown in Figure 1. Also shown in Figure 1 is the location of the proposed Pineview Subdivision which was also included In this traffic study. During the course of this analysis, numerous contacts were made with the proJect planning consultant (EDAW), the developer (The Group, Inc.), and the City Traffic Engineering Department. The study conforms to the format set forth by the Transportation Department of the City of Fort Collins. The study involved the following steps: - Collect physical, traffic, and development data. - Perform trip generation, trip distribution, and trip assignment. - ProJe.ct traffic growth. - Determine peak hour traffic volumes. - Conduct capacity and operational level of service analyses on key intersections. - Analyze signal warrants and signal progression. - Accident analysis. II. EXISTING CONDITIONS The site of the Platt/Mountainridge Farm, as shown in Figure 19 is in a mixed use area. To the south is part of the Pineview Subdivision and an existing single family residential area. To the west across Seneca Street are an existing elementary school and a Junior high school scheduled to be opened in 1990. To the north is existing single family residential. To the east is the remainder of the Pineview Subdivision and Shields Street. The Pineview Subdivision is not constructed and may be revised by the developer/owner of that land. The information used in this study is the latest development proposal. Both Harmony and Shields are classified as arterials with the following geometrics in the area of the Platt/ Mountainridge Farm: Harmony (west of Shields) - Harmony (east of Shields) - lane in westbound direction intersection. Shields (south of Harmony) two lanes two lanes plus right -turn near Harmony/Shields - one lane plus a right- 1 -4 Giavei Pit . M flosilitiwn . t Cam Arrowhead UNI 05 x- ins 0 44 ° l000 Radio i. .22:'. 231 U - d B Will M48 So. h9 R 2r 3 1 -9 Mc --itn'ridrige f m F For r Ome wx ASETO 0 A % :36 499 1 Sa 11 X32 — "U Plnevl %v 1503 Harmony 4930 HARMONY q t/rl&JAL Platt 15`0 6 Property 9: Rites A.SItSQW c 4916 DITC11 1498 10. 7 Tril . .11� 7 A,% isol I Carper 923 kw 13.. 'tillep-t 11 1 06. Cl so 15 If YJ Lake ? SITE LOCATION Figure 1 I turn lane and a left -turn lane in the northbound direction near the Harmony/Shields intersection. - Shields (north of Harmony) - two lanes widening to four lanes near the Harmony/Shields intersection. It Is expected that, in the future, both Harmony and Shields will be four -lane arterials plus center left -turn lane at appropriate locations. Actually, Harmony is designated as a six lane major arterial on the Fort Collins Master Street Plan. Seneca Street and Troutman Parkway are classified as collectors. Other streets in the immediate vicinity are classified as locals, consisting of two travel lanes. Four way stop sign control exists at the Harmony/Shields intersection. Control on other area streets consists of stop signs. Signals currently exist at the College/Harmony and Harmony/Mason intersections east of this site and at the Shields/Horsetooth intersection north of this site. The current posted speed on Shields Street is 45 mph in this area. The posted speed on Harmony Road varies. The approaches to the Shields/Harmony Intersection are posted at 40 mph, while the exits from this intersection are posted at 50 mph westbound and 45 mph eastbound. The Shields/Wakerobin intersection has four legs with stop sign control. The Harmony/Regency intersection has four legs. The area south of Harmony is not fully developed, therefore, the south leg of Regency handles very little traffic. Seneca Street does not intersect with Harmony, but will do so in the future. Seneca Street does not intersect with Horsetooth, but will do so in the future. At the present time, Troutman Parkway does not continue west of Shields Street. Timing of the continuation of Troutman will be addressed in this report. Existing Traffic Daily traffic flow in this area is shown in Figure 2. These volumes are directional, machine -counted volumes conducted by the City of Fort Collins in the fall of 1989. In addition to the daily count data, peak hour turning movements were obtained at the Harmony/Shields, Harmony/ Regency, and Shields/Wakerobin intersections in the fall of 1989. Counts were performed when school was in session. The counts at the Harmony/Regency and Shields/Wakerobin intersec- tions were performed on a cold snowy day. When these counts were compared to the daily and peak hour counts performed by the City, it was noted that the new counts were significantly lower. It was concluded that the reason for this was the I weather on the count day. Therefore, the peak hour counts at Harmony/Regency and Shields/Wakerobin were factored to better 2 lip a � Il 3l0 HORSETOOTH �6943 -- � 5'i b 1N 11151e3 Ir SITE HARMONY ,) �l Z® 30 Is 31— 3'7 � p 53"13 -� COUNTS SHOWN LIJ Fc ARE WEEKDAY N RECENT DAILY TRAFFIC COUNTS Figure 2 C� Z W C7 cc r `�---13/lo J e--10'1/ 31 Z f- 2/IZ 3431 0 O/Z o\ 0 0 Z7, to � �� ZQ/10 �rJ ) I +— O/0 1/Z WAKEROBIN _.�0/o t I1/13 1/4 d\ S 10 c _ No N l r 45/ 110 ZS/ 19 -r I 363/155 --a- -mac M AM/PM 1989 PEAK HOUR TRAFFIC Figure 3 Existing Operation Using the traffic volumes shown in Figure 3 and the existing geometrics and control, intersections operate as shown in Table 1. Appendix B describes level of service for signalized and unsignalized intersections as defined in the 1985 Hiohway Capacity Manual. Calculation forms for these analyses are provided in Appendix C. With the four way stop sign control at the Harmony/Shields intersection, acceptable operation is achieved. Four way stop sign control is a reasonable interim control measure at intersections where there is no clear major street. It is expected that this intersection will be signalized in the next year or so. The Harmony/Regency and Shields/Wakerobin intersections operate acceptably with stop sign control. III. PROPOSED DEVELOPMENT The Platt/Mountainridge Farm is a proposed mixed density residential development east of Seneca and north of Wakerobin. Also included in this analysis is the Pineview Subdivision which is a proposed mixed residential/commercial development just west of Shields Street. A schematic of the site plan showing the proposed street system and land uses is provided in Figure 4. Trip Generation Trip generation is important in considering the impact of a development such as this upon the existing street system. A compilation of trip generation information was prepared by the Institute of Transportation Engineers in 1976, updated in 1987, and was used to project trips that would be generated by the proposed uses at this site. Table 2 shows the expected trip generation for the Platt/Mountain- ridge Farm and the Pineview Subdivision on a daily and peak hour basis. The analysis assumed no transit or ridesharing. At full development, when the Pineview Subdivision commercial tract is developed, a 10 percent internal trip factor was applied to the generated trips. Trip Distribution and Assignment The directional distribution of generated trips from the Platt/Mountainridge Farm was determined based upon analysis of current and future population/employment data 3 Table 1 1989 Peak Hour Operation Intersection Harmony/Shields 4 way stop sign control With signal Harmony/Regency WB LT EB LT SB LT/T/RT NB LT/T/RT Shields/Wakerobin NB LT SB LT WB LT/T/RT EB LT/T/RT Operation AM PM C B A A B A C B A A A A •