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Home My WebLink AboutAMENDED CSURF CENTRE FOR ADVANCED TECHNOLOGY - ODP - MJA110001 - CORRESPONDENCE - (34)I ��\ 4.669acres 29' EAE —/ \� / / Gj; UE I 1 1 1 1280.51' I T 24' EAE Z it I I__I I 9'UE CENTER QUARTER CORNE Il SECTION 23. T7N, R69 FND2-tiY'AC.ES253 9 N90'0VWE ACCESS. SLOPE 6 196,03' — / / UTb.RY EASEMENT ROLLR7�/D fG1CJQE D� REL. NO. 2000EM3055 SIGHT DISTANCE EASENEW �� C�j C�J \ �- 9' UE JTLOTB NATURAL HABITATS 6301 sq.t BUFFER ZONE 21' EAE 279 anu T` S85-0516'W NW*01'35'W ` _'-(A "49 CANAL � H-a.'811 g w OunOT B�`jc�' N5S-'5W3r No. V31.08'` \ 7pp ca 7hv 98/1!/2011 19.34 FAY. 970495M5 LOONAN ASSOC INC Q 001/001 �yGAr�l°GE of rQi ''PgAeT �6' T.vTEYSEcTitw i,UL ;C7 �/ \ \ \ \ / LUf, Z6 Lot ?0 � \ � I,ot, 27 Lot. 19 / Tract E open space �� Elements Ic"TQc nMARV Vd-2-5 a9d vd-In mP0 d111,1 V Mm J-45 Ph e d-15 mP6 J'30 mphV Rtn Rim Rm RIm R m Rini.0 t%1 a N Stl IF 245 429 611t 62N 100) 500 -5.0 56 121 116 231 219 rs 593 B21 13127 HIS -3.0 52 M 110 M11m 206 53 M9 537 -2.5 -26 51 31 In 204 M5 MI 530 SM 754 11k9 Im1 -2A _� 51 30 �d 202 333 SI) IMS 1 3 [ -1S M 49 Im 105 I9N IN D3 3N 495 454 66) IOm 966 0 47 99 92 I)0 m A 419 610 six 1.5 S.0 45 44 92 16) 21J 4101 593 1% 95 M 91 91 65 164 2 265 IW 4m 5R6 5HO ))6 Z644 2b 43 90 161 265 263 393 3" 49 " 267 )50 28 31 43 43 89 w 161 I60 MI }R9 395 %1 561 556 )50 742 32 i3 Ny U Iw I38 D9 2% 3U 550 7M 3A ID t'- R2 I9 Dy 3a5 PS SM S39 716 31H 3J - t6 154 u0 321 533 )11 M1 5 0 42 44 t 41 0d96 19 2M 2" Ibs SolslN sD bB9 41,41 49 41 W w ut 150 2Q 339 313 W 675 50 52 41 40 83 U 149 14N M66R DR 352 6U M3 662 5.4 b BZ 92 142 146 4 494 a33 5.6 5.N 40 40 BI 145 D3 D1 341 )w 499 64J 6.0 62 w RI 60 IM 4J ?Z9 11) 330 410 4)6 UI 631 6.6 )v 'N 141 M 311 3N an 4M 625 619 6.N 39 N )R IM 139 D`4 DS 327 464 6 W 7.0 12 39 IN ^R 139 324 3D 44. 0. a0 74 38 38 al 'r2 I37 1M 219 317 319 +e 48 38 A 26 135 134 216 214 317 314 1 ay, - n' t0 82 }H - 46 2S 1 133 213 DI 112 309 a41 437 SH: ST 84 9.6 - n 132 210 MB Nn MS 4N 562 H H 9.0 74 74 131 130 M) 302 IN /Q2)l M3 9.2 74 73 IN 1"204 MS 2 4M 553 9. 96 6 3n 36 D 12B 201 201 0% 96 41) 413 .149 S44 9.N l6 )6 '12 72 1;7& 126 M 410 540 10.0 10.2 M 22 IM?; 125 Im 390 29 404 51. 331 104 106 35 35 71 'I IM 196 195 2M ♦w 401 M 5`- 52! 10.8 11.0 35 35 It M ID 1D 194 192 2U NO 395 392 519 51 112 11.4 35 15 70 69 122 121 191 no 276 3119 lw 511 11.6 M NI NI 120 120 190 IN V4 '� W HA 12.0 W 34 6N 119 IBtl 2l2 3RI 5(NI Notes: 1. Computed using Superelevation UlatDaminn mcanou c. 2. Superelevatian may be optional on low speed urban 1uc6Ms. 3. Negative superelevation values beyond -2.0%4 should be used for low type surfaces such as gravel, mshed stone, and earth. Howevm, ateas with ime.- minfa11 may, use nomwl cross slops on high type surfaces of -My -- occEcTa� Exhibit 3-16. Minimum Radii and Superelevation for Low -Speed Urban Streets (continued) li! tieom e Ic esig n of Highways and Streets 2004 ate Highway s 0 'a C t'n m 7 N d ».D-13' 3 0 I CURB A (Vehicle Path) MAJOR STREET OBSTRUCTION MAJOR STREET DESIGN SPEED CORNER INTERSECTION (MPH) SIGHT DISTANCE (FT.)` 55 1240 50 1030 45 830 TDR C 66 GO&rec 35 520 m 30 310 " 25 260 " MINOR STREET 20 210 " OR ACCESS 15 210 " • Corner sight distance measured from a point on the minor road at 13 feet back from the edge of the major road pavement (flowline) and measured from a height of eye at 3.50 feet on the minor road to a height of object at 4.25 feet on the major road. •• At Local -Local street intersections only, the'D" distance shall be ten feet (10) and the sight distance shall be measured to the centerline of the street. ••• For private driveway access to a public street, use 10 feet back from Flowline (or shoulder for gravel roads). 1. These values apply to passenger cars on 2-lane roads only, Intersections and access serving trucks or on multi -lane roadways requires separate analysis. 2. Adjustments may be required for a skewed intersection. Chapter 7 — STREET DESIGN AND TECHNICAL CRITERIA Section 7.4 General Design Elements c. Broken Back Curves. Two curves in the same direction (broken back curves) shall be separated by a tangent with a length of at least 2 times the minimum length shown in Table 7-3 and Table 74. 3. Consistent Radii. All curves along a street shall be designed with radii that are approximately equal. The purpose of this limitation is to provide consistency and minimize unexpected difficult or quick maneuvers for the driver. 4. Curves with Small Deflection Angles (10° or less). To reduce the appearance of kinks in the street. minimum lengths of curve shall be designed with minimum arc lengths as shown in Table 7-5. Table 7-5 Centerline Arc Lengths Street Classification Minimum Centerline Arc Length (ft.) Arterial 400 Collector 300 Local, Commercial 6 Industrial 200 Local. Residential 100 5. Horizontal Curves on Vertical Curves. For driver safety, horizontal curves shall not begin near the top of a crest vertical curve nor near the bottom of a sag vertical curve. 6. Transitions for Roadway Shifts or Lane Drops. Refer to requirements for redirect /approach and bay taper. Figures 8-2 and 8-3. 7. Coefficient of Friction. The coefficient of friction shall conform to the values in Figure 111-1 of the AASHTO "Green Book." 8. Off -Site Design Centerline, Flowlines and Cross Sections. To assure that future street improvements will meet these Standards the centerline, flowline, and cross sections of all streets, except cul-de-sacs, shall be continued for 500 feet beyond the proposed construction. The grade and ground lines of all Arterials shall be continued and additional 500 feet for a total of 1000 feet beyond the end of the proposed construction. 9. Joining Existine Improvements. Connection with existing streets shall be made to match the existing alignment grade of the existing improvements, in accordance with horizontal alignment criteria. 10. Street Widening at Turns. See Section 7.63 B. Vertical Alignment Maximum and Minimum Grades for Streets. The maximum and minimum grades for specific street classifications are shown in to Table 7-3 and Table 74. The Page 7-10 Larlmer County Urban Area Street Standards — Repealed and Reenacted October 1, 2002 Adopted by Latimer County, City of Loveland, City of Fort Cillins FORT COLLINS ONLY 76' ROW MIN. 5' 8 8 6 WALK K� �"n" (MIN) WALK (MIN.) (MIN.) g UTIL. (MIN) ESMT. 6' 6' BIKE She —Mg,' LN. 11' 11' lN. ESM'f. B' TRAVEL TRAVEL B' PARK PApK MIN. FENCE SETBACK 8' z e BIN 11, EFr TUR 11, N. ell TRAVEL TRAVEL 50'Roadway INTERSECTIONS (WHERE NEEDED) ROADWAY WIDTH: 5a RIGHT OF WAY WIDTH: 75 (min.) TRAVEL LANES: Two lanes, I V wide. LEFT TURN LANES: 12 wide at intersections where needed. BIKE LANES: Two lanes, 6' wide. (8' wide where adjacent to curt)) PARKING: Two lanes. B wide; panting may be removed at certain locations to provide a left him lane at intersections where needed. PARKWAY: g (min.) width. Additional width optional. SIDEWALK: 5' (min.) width. Additional width may be required for higher pedestrian traffic within and leading to activity areas. MEDIAN: Not required, except where necessary to control access and/or to provide pedestrian refuge. additional roadway and ROW width may be required. WHERE USED: These specifications shall apply as required by the Local Entity, when a Collector street is shown on the Master Street Plan or when the traffic volume on the street is anticipated to be in the range of 2,500 to 3,500 vehicles per day. ESIGN SPEED: 40 MPH SPEED LIMIT: 26-30 MPH ACCESS: Access will be limited. Points of access must be approved by the Local Entry. CONTINUITY: The street shall be continuous for no more than 1320 feet. FENCES: Fences shall be setback a minimum of T from the parkway edge of the sidewalk. CURB AND GUTTER: Vertical curb and guaer. MINOR COLLECTOR STREET LARIMER COUNTY DESIGN REVISION NO: FIGURE URBAN AREA FIGURE STREET STANDARDS DATE: 09/II/00 7-5F No Text vehicle. Therefore, with the exception of State Highways, super -elevated streets are typically not used in this area. For your information, AASHTO is a standards setting body which publishes specifications and guidelines that are used in highway and street design throughout the United States. In addition, according to LCUASS Section 7.4.1.A.4 "To reduce the appearance of kinks in the street, minimum lengths of curve shall be designed with minimum arc lengths as shown in Table 7-5." According to Table 7-5, the minimum arc length for a Collector Street is 300 feet. All four curves of Rolland Moore Drive have arc lengths less than the minimum. According to LCUASS Section 8.2.4.A, "The horizontal alignment of streets through an intersection shall be designed in conformance with Tables 7-3 and 7-4. Intersections may be placed on horizontal curves, provided that the tangent lengths given in Tables 7-3 and 74 are provided on the minor street and the required sight distance is met." According to Table 7-3, the minimum tangent for a minor collector at an intersection is 100 feet. The proposed alignment of Rolland Moore Drive has zero tangent length at the intersection of Rolland Moore Drive and Center Avenue. LCUASS Section 7.4.1.A.2.a - states "Whenever a Minor street intersects a street of higher classification, a tangent length (measured from the nearest gutter flowline of the intersected street to the point of curvature in the intersecting street) shall be provided for a safe sight distance and safe traffic operation." The proposed alignment does not conform to this section of LCUASS. LCUASS Section 7.4.1.A.5 states "The corner sight distance provides for vehicles to enter traffic and accelerate to the average running speed. Corner sight distance shall be measured as shown in Figure 7-16. According to LCUASS Figure 7-16, the corner intersection sight distance for a design speed of 40 mph (a Collector Street) is 660 feet. As shown on the attached exhibit, the proposed Rolland Moore Drive and Centre Avenue intersection will require a significant sight distance easement from Parcel B of the ODP. The sight distance triangle could encroach as much as 40 feet into Parcel B. There should be a restriction placed on Parcel B requiring the sight distance easement. In my opinion, the above mentioned issues could create a safety problem at that intersection. The intersection of two Collector streets should meet the LCUASS standards unless it is prevented by physical restrictions. 1 have observed the location on the proposed intersection and there are no physical restrictions that would warrant a less than minimum tangent length. The approval of the ODP as submitted could result in a substandard intersection and a substandard street which could affect public safety. Thank you , ions. el - James R. Loonan, P.E. 708 Gilgalad Way Fort Collins, CO 80527 May 30, 2011 Planning and Zoning Board City of Fort Collins 281 North College Ave. Fort Collins, CO 80522 RE: The Grove, Overall Development Plan. Dear Board Members; As you are aware, the City of Fort Collins Master Street Plan has Rolland Moore Drive classified as a 2- lane Collector. According to Figure 7-5F of LCUASS a Minor Collector is used "when a Collector street is shown on the Master Street Plan or when the traffic volume on the street is anticipated to be in the range of 2,500 to 3,500 vehicles per day." According to the June 2002 Transportation Impact Study for CSURF, Parcel C — would generate 5,735 daily trips thereby causing Rolland Moore Drive to be classified as a Collector. Mr. Delich stated in his March 28, 2011 memorandum that the student housing development would generate 2,300 vehicles trips per day. However, the ODP does not re -zone or limit the development of Parcel C. The ODP must be able to "stand on its own merit" for the maximum allowable development. Once the OPD is approved, Parcel C could be developed in a more intensive use than the proposed student housing development. The most intensive use of Parcel C would generate more than the 2,500 vehicles per day threshold. Given that the Master Street Plan designates Rolland Moore Drive as a Collector and the most intensive use of the parcel would generate more than 2,500 vehicles per day, Rolland Moore Drive should meet the standards for a Collector street. The ODP labels Rolland Moore Drive as a Minor Collector, however, the proposed alignment of Rolland Moore Drive does not meet LCUASS standards for a Minor Collector in Fort Collins. LCUASS Table 7- 3 states the minimum centerline radius for a Collector Street is 600 feet. All of the centerline curves of the proposed Rollin Moore Drive fail to meet this standard. The ODP does not show the centerline radius, however, the Plat for the Grove has Rolland Moore Drive, from my observation, conforming to the layout of the ODP. The Plat has the centerline radius of Rolland Moore Drive shown. A 275 foot radius was used for three of the four curves of Rolland Moore Drive. The forth curve has a radius of 450 feet. All of which doesn't meet the minimum requirement. According to LCUASS Figure 7-5F, the design speed for a minor collector is 40 mph. Since motorist drive faster than the posted speed limit, the design speed is typically 5 or 10 mph higher than the posted speed limit. According to Exhibit 3-16 of the American Association of State Highway and Transportation Officials (AASHTO), 2004 Edition of "A Policy on Geometric Design of Highways and Streets," for a standard crown street with -2.0% cross slope, the minimum radius for 40 mph is 762 feet. If the street is super -elevated or "banked," AASHTO allows a reduction in the radius depending on the steepness of the cross slope. For a 40 mph speed, the minimum radius that AASHTO recommends is 381 feet which is still larger than the three of the radii for Rolland Moore Drive. Furthermore, AASHTO's 381 foot radius requires a 12 percent super elevated cross -slope. Due to winter conditions in northern Colorado, a super - elevated street could result in a vehicle in one lane sliding across the street and into the path of another