HomeMy WebLinkAboutWESTBROOKE PUD SECOND FILING FINAL - 3 90H - SUBMITTAL DOCUMENTS - ROUND 2 - TRAFFIC STUDYIf
c
a
a
0
0
0
z
a
J
W
>o
J
W
cc
z
W
a
z
W
J
N
t-
N
N
W
Li
J
W
7
MEMORANDUM
Nr
Ln
6 To: Chuck Betters, The Group Inc.
cD Jeff Couch
Mike Herzig, City of Fort Collins
�
a From: Matt Delich
U-
Date: July 15, 1996
Subject: Platt Property - 41 D.U. traffic study
o (File: 96451TEM1)
N
This memorandum documents my analyses. related to the
development of 41 single family detached) dwelling units
proposed to be located to the east of Seneca Street and to the
z south of future Troutman Parkway. Figure l shows the location
0 of this development. I had a conversation with Mike Herzig
o- on July 11, 1996, with regard to the scope of this traffic.
study. There are two approaches to serving this proposed
development._ The first approach assumes that all development
traffic will utilize the existing street system via Seneca
Street and Wakerobin Lane to access the arterial streetsL_The
second approach assumes that there will be a temporary
connection to Wabash Street to access the arterial street.
system, namely Shields Street.
Mike stated that the new Fort Collins Street Standards
identify a "Residential Collector Street" at 36 feet wide.
The cross section has one lane in each direction and a bike
lane on each side of the street. This cross section would not
accommodate on -street parking and would handle <2500 vehicles
per day. Mike said that Wabash Street could qualify as this
type"of street on a temporary basis until Troutman Parkway was
constructed to Shields Street. - It was my judgment that
Wakerobin Lane to the west of Shields Street could 'also
qualify as this type of street on a temporary basis.
Wakerobin is also 36 feet wide to the west of Shields Street.
If using Wakerobin Lane as a temporary connector is
accepted, then the first approach to accommodating the
development proposal traffic is as follows. Figure 2 shows
recent peak hour traffic counts at the Shields/Wakerobin
intersection. Using a conventional "rule of thumb" (daily
traffic = [(AM peak + PM peak)/2]/0.10), the daily traffic on
the west leg of Wakerobin Lane is 1900. The proposed 41 D.U.
Will generate 392 (use 395) average weekday trip ends. If all
of the site generated traffic uses Wakerobin Lane, the total
traffic will be 2295 vehicles per day. This Is less than the
maximum threshold for this type of street.
If a satisfactory connection is made from the temporary
stub of Troutman Parkway to 'the temporary end of Wabash
Street, then the second approach to accommodating the
development proposal traffic can be used. The traffic that
will use Wabash Street will be Cobblestone Corner (40 patio
home D.U.), the eastern portion of Mountain Ridge Farm (93
single family D.U.), and the development proposal (41 single
family D.U.). The forecasted daily traffic from these
developments is 1520 vehicles per day (235 +,,890 + 395). This
is less than the maximum threshold for this type of street.
There is likely to be some additional traffic on Wabash Street
that can not be reasonably forecasted. [This traffic may
currently be using Wakerobin Lane. If half of the current
traffic to/from the north that is using Wakerobin Lane is
diverted to Wabash Street, the resulting volume 2250 (1520 +
730) will still be less than the maximum thrieshold volume for
this type of street.
It is concluded that the proposed 41 D.U. in this portion
of the Platt Property can be accommodated on a temporary
residential collector street system. This'was demonstrated
using two different streets.
i
.1 it I II 1
R ! it � 1- ♦
i
i♦\ / <arsu M1.tutiu ..v ' I I,,=r
W
I I•
LII )I I.x
f 1 1—
'R� I1 '. 4� ♦♦` rr`+ jay
- 4{I 1I�
Oi [-
\
In
f I-
Is
lYhttl � /• 'Cr �I
1 __ •°•t •, 'L vrl �\. St �1 -. \�r.i1 vlx /� ru rYt• i
\`�\♦�♦� 4�� \`\;\✓i1rm �; W
�♦� rl,i. .eve ♦:.}� \s.\V Il)i rua Dn 1! ^..
04
�� � 0 ♦\ 4 Y� .me'�- vex `)� I 1
•'\�\ r.S ��"ir \\'.i �\R[RMuili ,\;\��. 5♦O•M � \ v
i��'��\ \.1r♦. y\ COVnT '/.�L�'�� ~m4 � 1`\ v 'j � I
a �: '\' s,\ _ ..y_�,: ly ^1 /mI vsl y.♦ .l it
�`� ,rr le ? vx.\`� \♦ nT .:"3i. it �`. II v l*� \ F —
acsee\ .m 4. \\��A a\vxe i4 "_. a..•evr. ♦Os\�'l 3 !
\ �MImONM t• )Y a ✓ •9 Y� a Ix f♦ \ YR Y s a' I
> eoomT'Ir ;�r�'iT s mco°iTv d - I I H•-II � � ,''. �. •_ ♦\1 ) \ :• I II !-
e v:e)tll\i a /iry i�g 3 e_-0-i?
�Ii II R Its I i 4 0 �`.1 — dIt ` 1
/ '� I , � ___ • - { u �. •`� shy ... 1
I\� •�n�v�l Iu3. i n.�ll � V]31' 11
}i__
,
xi '.AYli`/:T a H•'] `�- V' riS I I J ' `.`/•' it .
4,7
J
MLm VM1, °OVII; M) COVIIf � �-♦ il. I a�I_ �
Nn f.
HARMONY...ROAD ---- N.,VDNVmD„!
- M.IM1.ONV 110.D a I
NO SCALE
SITE LOCATION Figure 1
[a
AM / PM
1995 PEAK HOUR TRAFFIC Figure 2