HomeMy WebLinkAboutTIMBERLINE CENTER - PDP - 41-05A - REPORTS - TRAFFIC STUDYIV. CONCLUSIONS
This study' assessed the .impacts of the Timberline Commercial
Center on the short range (2007) and long range (2025) street system in
the vicinity of the proposed development. As a result of this analysis',
the following is concluded:
The development of the Timberline Commercial Center is feasible
from a traffic engineering standpoint. At full development, the
Timberline Commercial Center will generate approximately 7260
daily trip ends, 473 morning peak hour trip ends, and 634
afternoon peak hour trip ends.
Currently, the Timberline/Drake intersection operates acceptably
with current control and geometry. The Timberline/Prospect
intersection operates .unacceptably with the current geometry. A
capital improvement project that includes this intersection is
currently underway.
In the short range (2007) background future, signals will likely
be warranted at the future Timberline/Nancy Gray intersection.
In the short range (2007) and long range (2025) future, given
development of the Timberline Commercial Center and an increase in
background traffic, the key intersections will operate acceptably,
with the recommended geometry. Short range (2007) and long range
(2025) geometry is shown respectively in Figures 10 and 11.
Acceptable level of service is achieved for pedestrian, bicycle,
and transit modes based upon the measures in the multi -modal
transportation guidelines, with the exceptions noted.
25
area termed "transit corridor," which sets the level of service
threshold at B for all measured categories, except for visual interest
and amenities which is C. There will be five pedestrian destinations
within 1320 feet of the Timberline Commercial Center. These are: 1)
future residential neighborhood (Mansion Park) to the south of the
site, 2) the future Fort Collins Police Services Facility, 3) a,
residential neighborhood to the west of the site, 4) a future
residential neighborhood (Sidehill) to the east of the site, and 5)
the Fort Collins Epic Center/Edora Park. The Timberline Road
improvement project will include sidewalks adjacent to this site, as
well as adjacent to the future developments referenced earlier. The
directness measure to destinations 3 and 5 will be at LOS F, due to
the railroad tracks. There is no practicable way to improve this
directness measure. Since future continuity to destinations 3 and 5
must rely on the existing sidewalk built under previous street
standards, level of service B cannot be achieved to these
destinations. Appendix H contains a Pedestrian LOS Worksheet. All
destinations meet the pedestrian LOS requirements with the exception
noted.
Bicycle Level of Service
Appendix H shows a map of the area that is within 1320 feet of
Timberline Commercial Center. There is one bicycle priority
destination: 1) the Fort Collins Epic Center/Edora Park. There will
be bike lanes on Timberline Road, which will be directly connected to
this site.
Transit Level of Service
Currently, this area is not served by Transfort. The Fort
Collins Transit System Map shows that Timberline Road will be a high
frequency transit corridor with 20 minute service. Drake Road will be
served by feeder route service at 30 minute headways. Transit level
of service will be at B. The Timberline Commercial Center will be
within 1320 feet of a high frequency or feeder transit route in the
future. A future transit level of service worksheet is provided in
Appendix H.
24
JII�
J I
Bear Mountain
N
E
R7
Prospect
--w— - Denotes Lane
Drake
LONG RANGE (2025) GEOMETRY
Figure 11
23
C A&
z
E N
Prospect
f— - Denotes Lane
,� 11
Bear Mountain
Drake
SHORT RANGE (2007) GEOMETRY
Figure 10
22
TABLE 6
Long Range (2025) Total Peak Hour Operation
6riersectron _.,
Movemerrt
Level of SePO " .,;
AM
Timberline/Drake
(signal)
EB LT
ED
ED
EB T
D (D)
D (D)
EB RT
D (C)
D (D)
EB APPROACH
D (D)
D (D)
WB LT
E (D)
E (D)
WB T
D (D)
D (D)
WB RT
D (D)
C(C)
WB APPROACH
D (D)
D (D)
NB LT
E (D)
E (D)
NB T
C (C)
C (C)
NB RT
B (B)
B (B)
NB APPROACH
D (C)
D (C)
SB LT
D (D)
E (D)
SB T
D (C)
D (D)
SB LT
C (C)
C (C)
SB APPROACH
D (C)
D (C)
OVERALL
D (C)
D (D)
Timberline/Nancy Gray
(signal)
EB LT
DD
DD
EB T/RT
D (D)
D (D)
EB APPROACH
D (D)
D (D)
WB LT
D (D)
D (D)
WB T/RT
D (D)
D (D)
WB APPROACH
D (D)
D (D)
NB LT
A (A)
B (B)
NB T
C (B)
B (B)
NB RT
A (A)
A (A)
NB APPROACH
B (B)
B (B)
SB LT
C (B)
C (C)
SB T
B (A)
B (B)
SB RT
A (A)
A (A)
SB APPROACH
B (A)
B (B)
OVERALL
B (B)
B (B)
Timberline/Bear Mountain
(RT-in/RT-out/LT-in)
EB RT
C
E
NB LT
C
D
Timberline/Prospect
(signal)
EB LT
E E
F E
EB T
D (C)
D (D)
EB RT
B (B)
D (C)
EB APPROACH
C (C)
D (D)
WB LT
E (D)
E (E)
WB T/RT
D (C)
D (D)
WB APPROACH
D (D)
E (D)
NB LT
E (D)
F (D)
NB T
D (C)
D (C)
NB RT
C (C)
B (B)
NB APPROACH
D (D)
D (D)
SB LT
E (D)
E (E)
SB T
E (D)
E (D)
SB RT
C (C)
C (C)
SB APPROACH
E (D)
E (D)
OVERALL
D (D)
E (D)
U — LVS witn Zluu vpnpl saturated now rate
21
TABLE 5
Short Range (2007) Total Peak Hour Operation
Intersection ...
Movement
Level of Service _
Timberline/Drake
(signal)
EB LT
D
D
EB T
C
C
EB RT
C
C
EB APPROACH
D
D
WB LT
D
D
WBT
D
D
WB RT
C
C
WB APPROACH
D
D
NB LT
D
E
NB T
C
C
NB RT
B
B
NB APPROACH
C
C
SB LT
D
D
SB T
C
D
SB LT
C
C
SB APPROACH
C
D
OVERALL
C
D
Timberline/Nancy Gray
(signal)
EB LT
D
D
EB T/RT
D
D
EB APPROACH
D
D
WB LT
D
D
WB T/RT
D
D
WB APPROACH
D
D
NB LT
A
B
NB T
B
B
NB RT
A
NB APPROACH
B
SB LT
B
SB T
B
dB
SB RT
A
SB APPROACH
B
OVERALL
B
B
Timberline/Bear Mountain
(RT4n/RT-out/LT-in)
EB RT
B
E
NB LT
B
D
Timberline/Prospect
(signal)
ES LT
E
E
EB T
D
D
EB RT
B
D
EB APPROACH
C
D
WB LT
E
E
WB T/RT
C
D
WB APPROACH
D
D
NB LT
E
D
NB T
C
C
NB RT
C
B
NB APPROACH
D
C
SB LT
D
D
SB T/RT
E
E
SB APPROACH
E
E
OVERALL
D
D
20
this saturated flow rate. The intersections are shown to operate
acceptably.
Using the traffic volumes shown in Figure 8 and the recommended
geometrics, the key intersections operate in the short range (2007)
total condition as indicated in Table 5. Calculation forms for these
analyses are provided in Appendix F. The key intersections will
operate acceptably.
Using the traffic volumes shown in Figure 9 and the recommended
geometrics, the key intersections operate in the long range (2025)
total condition as indicated in Table 6. Calculation forms for these
analyses are provided in Appendix G. The key intersections will
operate acceptably, except for the eastbound left turn and northbound
left turn at the Timberline/Prospect intersection, which will operate
at level of service F in the afternoon peak hour. As indicated in
Table 6, the key intersections will operate acceptably using a
saturated flow rate of 2100 vehicles per hour per lane.
Geometry
The recommended short range (2007) geometry is shown schematically
in Figure 10, which reflects the existing geometry at the
Timberline/Drake intersection and improved geometry (per the expected
design) at the Timberline/Prospect intersection. The recommended long
range (2025) geometry is shown schematically in Figure 11.
Right-in/Right-out/Left-in Access to/from Timberline Road
A right-in/right-out/left-in access (Bear Mountain) to/from
Timberline Road is proposed approximately. 820 feet north of the
Timberline/Nancy Gray intersection. In order to have this access, it
must be demonstrated that adequate storage for the northbound left
turns can be provided in the median area. As shown in Figures 8 and
9, the forecasted left turns are 120 and 130 in the respective peak
hours. The highest delay will occur in the long range future. Using
Figure 8-2 in LCUASS, the storage requirement is 150 feet. The
calculated delay in the long range afternoon peak hour for the
northbound left turn is 30.4 seconds per approach vehicle and the 95th
percentile queue length is 64 feet. This is less than the length as
required by LCUASS. From the site plan (Figure 3), the subject
northbound left -turn lane is 390 feet including bay taper. According
to Figure 8-3 in LCUASS, the bay taper should be 200 feet long. This
will leave 190 feet of full lane width available for storage. It is
concluded that the forecasted northbound left turns can be
accommodated in the left -turn lane.
Pedestrian Level of Service
Appendix H shows a map of the area that is within 1320 feet of
the Timberline Commercial Center. This site is currently within an
19
TABLE 4
Long Range (2025) Background Peak Hour Operation
6ttersection
- -
Movement
Levctof Senate
AM .
71 PM
Timberline/Drake
(signal)gnal)inelDrake
EB LT
D D
D E
EB T
D (D)
D (D)
EB RT
D (C)
EB APPROACH
D (D)
WB LT
E (D)
ED
WB T
D (D)
WB RT
C (C)
C (C)
WB APPROACH
D (D)
D (D)
LT
E (D)
E (D)
NB T
C (C)
C (C)
NB RT
B (B)
B (B)
NB APPROACH
C (C)
D (C)
SB LT
D (D)
D (D)
SB T
D (C)
D (C)
SB LT
C (C)
C (C)
SB APPROACH
C (C)
D (C)
OVERALL
D (C)
D (C)
Timberline/Nancy Gray
(signal)
EB LT
D D
D D
EB T/RT
D (D)
D (D)
EB APPROACH
D (D)
D (D)
WB LT
D (C)
C (C)
WB T/RT
D (C)
C (C)
WB APPROACH
D (C)
C (C)
NB LT
A (A)
A (A)
NB T
B (B)
B (B)
NB RT
A (A)
A (A)
NB APPROACH
B (B)
B (B)
SB LT
B (B)
C (B)
SB T
A (A)
B (A)
SB RT
A (A)
A (A)
SB APPROACH
A (A)
B (A)
OVERALL
B (B)
B (B)
Timberline/Prospect
(signaQ
EB LT
E (E)
F (E
EB T
D (C)
D (D)
EB RT
B (B)
C (C)
EB APPROACH
C (C)
D (D)
WB.LT
E (D)
E (E)
WB T/RT
D (C)
D (D)
WB APPROACH
D (C)
D (D)
NB LT
D (D)
E (E)
NB T
D (D)
D (C)
NB RT
C (C)
B (B)
NB APPROACH
D (D)
D (D)
SB LT
E (D)
E (E)
SB T
E (D)
E (D)
SB RT
C (C)
C (C)
SB APPROACH
E (D)
E (D)
OVERALL
D (D)
D (D)
U - Lv5 with Lluu vpnpi saturated now rate
is
TABLE 3
Short Range (2007) Background Peak Hour Operation
itrtersecton
Movement
Level of Sernce
PM
Timberline/Drake
(signal)
EB LT
D
D
EB T
C
C
EB RT
C
C
EB APPROACH
D
D
WB LT
D
D
WBT
D
D
WB RT
C
C
WB APPROACH
D
D
NB LT
D
E
NB T
C
B
NB RT
B
B
NB APPROACH
C
C
SB LT
D
D
SB T
C
C
SB LT
C
B
SB APPROACH
C
C
OVERALL
C
C
Timberline/Nancy Gray
(signal)
EB LT
D
C
EB T/RT
D
C
EB APPROACH
D
C
WB LT
D
C
WB T/RT
D
C
WB APPROACH
D
C
NB LT
A
A
NB T
B
B
NB RT
A
A
NB APPROACH
B
B
SB LT
B
B
SB T
A
B
SB RT
A
A
SB APPROACH
A
B
OVERALL
B
B
Timberline/Prospect
(signal)
EB LT
E
E
EB T
C
D
EB RT
B
D
EB APPROACH
C
D
WB LT
E
E
WB T/RT
C
D
WB APPROACH
D
D
NB LT
D
D
NB T
C
C
NB RT
C
B
NB APPROACH
D
C
SB LT
D
D
SB T/RT
E
D
SB APPROACH
E
D
OVERALL
D
D
17
a�
z
a�
E
C4w�
N co '-
+
�� 96511090
275/450
f
100/130
Prospect
1000/1010
420/650
to o
.t m
to
r v
R
N
CD
o�
1
Bear Mountain 70/150 --4,
o in
m rn
v
r to
N
a� it3
85/60
_o CD
10/15
190/10/130
f- AWPM
Rounded to Nearest
5 Vehicles .
135/140
Nancy Gray
5/15 —�
o
C
60/80
r � m
o
O N O
t7 O
O a O
200/160
0/0
15
150/11110
47514M �/ f r Drake
y to
530/600
�mto
N
LONG RANGE (2025) TOTAL
PEAK HOUR TRAFFIC
16
N
Figure 9
0
C
z
a)
E
CDAtQ
55/60
745/840
2201410
75A00 —�
} Prospect
755f775
,o 0 0
390/625
v co
uQ
In I
0
N N
N
0
�v.
�Io
l
Bear Mountain 70/150
f AM/PM
Rounded to Nearest
5 Vehicles
to
C4
ep77�
O_ O_
\-8&6
fO
r 10/15
190/130
135/140 --�
Nancy Gray
5/15 —�
60/80
n
0
155/120
225/210
105n0
J--\
Drake
.-
SHORT RANGE (2007) TOTAL
PEAK HOUR TRAFFIC
A&
N
Figure 8
15
E
CO
i�—raff
26/28 --- r Prospect
0 0
00 v c�
�CD
rI
Bear Mountain 70/150
SITE GENERATED
PEAK HOUR TRAFFIC
--w— AM/PM
f
So
n N
N
00
Y
co
—11/12
86/103 --�/
Nancy Gray
5114
N
46/66
�
f�0
'(S R
_2
�18/19
53156
Cl)
Drake
N
Figure 7
14
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 7 shows the
site generated peak hour traffic assignment. Figures 8 and 9 show the
respective total (site plus background) short range (2007) and long
range (2025) peak hour traffic at the key intersections.
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. Based upon the short range (2007) background
peak hour traffic forecasts, a peak hour signal warrant is likely to be
met at the future Timberline/Nancy Gray intersection during both peak
hours. The peak hour signal warrant analysis is provided in Appendix C.
Traffic signals are generally not installed based solely upon the peak
hour warrant. However, it is likely that other signal warrants will be
met. As development occurs, particularly on the east side of Timberline
Road (Sidehill), traffic should be monitored to determine when a signal
will be warranted at this intersection.
Operation Analysis
Capacity analyses were performed at the .key intersections. The
operations analyses were conducted for the short range analysis,
reflecting a year 2007 condition. The intersection geometry used in the
various analyses is that which is currently existing or needed to
achieve acceptable operation in the short range future. Roundabout
analyses were not performed at any key intersections, since the
Timberline Road Reconstruction Project did not include any roundabouts.
Using the traffic volumes shown in Figure 5, the key intersections
operate in the short range (2007) background condition as indicated in
Table 3. Calculation forms for these analyses are provided in Appendix
D. The key intersections will operate acceptably during the peak hours
with the improved geometry at the Timberline/Prospect intersection.
Using the traffic volumes shown in Figure 6, the key intersections
operate in the long range (2025) background condition as indicated in
Table 4. Calculation forms for these analyses are provided in Appendix
E. The key intersections will operate acceptably during the peak hours,
except for the eastbound left turn at the Timberline/Prospect
intersection in the afternoon peak hour, which will operate at level of
service F.. The. traffic consultant (Fox -Higgins) that conducted the
analyses for the Timberline Road Reconstruction Project indicated that
as traffic volumes .increase, the saturated flow rate tends to increase.
Field observations have shown that, in Denver and Boulder suburbs, a
saturated flow rate of 2100 vehicles per hour per lane is more
representative of the conditions and realistically reflects the level of
service calculations. Table 4 also shows the level of service using
13
m
c
z
a
E
75/85
N co 965/1090
270/445
100/130 —�/
Prospect
—
1000/1010o
I
f
e
395/620 —�
T
16 (� N
c0 O
--a-- AM/PM
Rounded to Nearest
5 Vehicles
o §
�— 85/60
NOM
190/130
501W /
Nancy Gray
o
NOM
i 'O to
15/15
m
LO o
'$
185/140
28=60
150/110
420r345
Drake
220/330 -�
O
530/600
R
LO
N.
LO N
N
LONG RANGE (2025) BACKGROUND
PEAK HOUR TRAFFIC
Figure 6
12
m
a�
E
i=
o
o `O
55160
in rn
74518Q
215/405
/—
75/100
)
r r Prospect
755/775
365/595 --�N
O O O
v uNi t
O O O
N N N
--a-- AM/PM
Rounded to Nearest
5 Vehicles
�o
o g -- 85160
tD �— NOM
190/130
50M /
Nancy Gray
NOM
i 8 8
15/15 ---,
c�
Ln
o
v o iD
u�
c
140/100
+
— 2251210
105l70
0
350/310
r Drake
185/290 —�
O o
425/465:
m Ln
M
N Y
O O
SHORT RANGE (2007) BACKGROUND
PEAK HOUR TRAFFIC
4-
N
Figure 5
15%
Prospect
Site
30%
Drake
TRIP DISTRIBUTION
0
0
M
a�
c
.c
5%
ON mm--
5%
H
Nancy Gray
10%
H
N
Figure 4
10
TABLE 2
Trip Generation
Code
Use
:Size
AWDTE
AM Peak Hour
I PM Peak Hour
Rate
T"ps
Rate
in
Rale
Oft
Rate
M
Rate
ptA
l ling A
814
Specialty Retail
7.25 KSF
44.32
320
0.38
3
0.30
2
1.19
9
1.52
11
710
Office
7.25 KSF
11.01
80
1.36
1 10
10.19
1
0.25
2
1.24
1 9
Building B
814
Specialty Retail
7.25 KSF
44.32
320
0.38
3
0.30
2
1.19
9
1.52
Office25
KSF
11.01
80
1.36
10
0.19
1
0.25
2
1.24
Ell710
Building C
814
Specialty Retail
7.2 KSF
44.32
320
0.38
3
0.30
2
1.19
9
1.52
11
Building D
710
Office
8.0 KSF
11.01
90
1.36
11
0.19
2
0.25
2
1.24
10
Building E
934
Fast-foodw/drive-thru
3.5KSF
49612
1 1740
27os
95
26.o2
91
1801
63
I&M
58
Building F
814
Specialty Retail
7.2 KSF
44.32
1 320
0.38
3
0.30
2
1.19
9
1.52
11
Building G
814
Specialty Retail
7.2 KSF
44.32
320
0.38
3
0.30
2
1.19
9
1.52
11
Building H
948
Automated Car Wash
4.6 KSF
NIA
420
N/A
7
WA
7
5.82
27
5.82
27
Building J
N/A
Drive-in bank
4.5 KSF
168.58
760
5.10
23
3.85
17
7.44M9.25
N/A
Drive-in bank
5 Windows
10106
505
6.20
31
4.68
23
9.05Average
630
27
20
710
Office
45 KSF
1101
50
1.36
6
0.19
1
0.25
B, y K
946
Gas/C-store w/car wash
10 Positions
152 8a
1530
5.43
54
5.21
52
6.67
67
6.67
67
Building L
843
Automobile Parts Sales
7.5 KSF
61.91
460
122
9
0.99
7
2.93
22
3.05 23
Bulking M
942
Automobile Care Center
6.8 KSF
35.29 1
240
1.91
13
1.03
7
1.69
11
1.69
11
Building N
941
Quick Lt >e Shop
3 Bays
40.00 1
120
2.01
6
0.99
3
2.86
9
2.33
7
West Parcel
151 1
Mini -warehouse
86.82 KSF
2.50
220
0.09
8
0.06
5
0.13
11
0.13
11
Total
7260
Z71
202
301
333
SITE PLAN
A&
N
SCALE: 1"=200'
Figure 3
8
III. PROPOSED DEVELOPMENT
The Timberline Commercial Center is a commercial development,
located west of Timberline Road and north of the future
Timberline/Nancy Gray intersection in Fort Collins. Figure 3 shows a
site plan of the Timberline Commercial Center. The short range
analysis (Year 2007) includes development of the Timberline Commercial
Center and an appropriate increase in background traffic, due to
normal growth and other potential developments in the area. The long
range analysis year is considered to be 2025. The site plan shows
access to the Timberline Commercial Center via the future Nancy Gray
Drive and Bear Mountain Drive. The Timberline/Nancy Gray intersection
will be a full movement intersection and the Timberline/Bear Mountain
intersection will allow right-in/right-out/left-in movements.
Trip Generation
Trip generation is important in considering the impact of a
development such as this upon the existing and proposed street system. A
compilation of trip generation information contained in Trip Generation,
7th Edition, ITE was used to estimate trips that would be generated by
the proposed/expected uses at this site. Two site plans were developed
for this site. The primary differences were in buildings E and K.-
Building E used fast-food restaurant as the analyzed land use. The trip
generation was higher than the alternative land use which was a coffee
shop and retail. Building K used gas/convenience store as the land use
rather than fast-food restaurant. The daily and peak hour trip
generation for these two land uses are similar. The developer desired
to use the gas/convenience store in this TIS. Table 2 shows the
expected trip generation on a daily and peak hour basis.
Trip Distribution
Directional distribution of the generated trips was determined for
the Timberline .Commercial Center based upon the location of trip
productions for these types of land uses and engineering judgment, and
was agreed to in the scoping meeting. Future year data was obtained
from the NFRRTP and other traffic studies. Figure 4 shows the trip
distribution used for the Timberline Commercial Center.
Background Traffic Projections
Figures 5 and 6 show the respective short range (2007) and long
range (.2025) background traffic projections. Background traffic
projections for the short range and long range future horizons were
obtained by reviewing the NFRRTP and various traffic studies prepared
for this area of Fort Collins.
7
Transit Facilities
Transfort currently does not serve this area of Fort Collins.
The nearest transit route is on Lemay Avenue, one mile to the west.
TABLE 1
Current Peak Hour Operation
Intersection
Movement '
Level of Service
AM
PM
Timberline/Drake
(signal)
EB LT
D
D
EB T
C
C
EB RT
C
C
EB APPROACH
C
C
WB LT
E
D
WB T/RT
C
C
WB APPROACH
C
C
NB LT
D
D
NB T
B
B
NB RT
B
B
NB APPROACH
C
C
SB LT
D
D
SB T
C
C
SB LT
B
B
SB APPROACH
C
C
OVERALL
C
C
Timberline/Prospect
(signal)
EB LT
C
C
EB T/RT
D
F
EB APPROACH
D
F
WB LT
F
F
WB T/RT
C
C
WB APPROACH
D
E
NB LT
F
F
NB T/RT
D
D
NB APPROACH
E
F
SB LT
D
C
SB T
F
F
SB RT
C
C
SB APPROACH
F
F
OVERALL
E
F
6
4)
c
a�
a
E
1-
rn
m v m
W) m
—51/59
`O °'
f- 714/808
I�
1
i �,
168/305
/—
72/97 ---/
Prospect
722/744 —�
288/512
v
m m 00
- *— AM/PM
LO N
CO N
111/83
N o �
to W
f- 119/148
�,
11/16
287/157 --,#f
1 f r Drake
109/104 -
CO o
416/453
a,
c
v rn
RECENT PEAK HOUR TRAFFIC
R6,
Figure 2
5
Prospect Road is north of the Timberline Commercial Center site.
It is one mile north of Drake Road. It is an east -west street
designated as a four -lane arterial on the Fort Collins Master Street
Plan. Currently, it has a four -lane cross section in this area. At
Timberline Road, Prospect Road has two travel lanes in each direction,
eastbound and westbound left -turn lanes, and limited bike facilities.
The existing speed limit in this area is 40 mph. The Timberline/
Prospect intersection has signal control.
Existing Traffic
Recent peak hour traffic counts at the key existing intersections
are shown in Figure 2. The traffic data for the Timberline/Drake and
Timberline/Prospect intersections was collected in March 2005 by. the
City of Fort Collins. Raw traffic counts are provided in Appendix A.
Existing Operation
The counted intersections were evaluated using techniques provided
in the 2000 Highway Capacity Manual. Using the peak hour traffic shown
in Figure 2, the peak hour operation is shown in Table 1. Calculation
forms are provided in Appendix B. A description of level of service for
signalized and unsignalized intersections from the 2000 Highway Capacit
Manual and a table showing the Fort Collins Motor Vehicle LOS Standards
(Intersections) are also provided in Appendix B. The Timberline/Drake
intersection operates acceptably during both the morning and afternoon
peak hours. The Timberline/Prospect intersection operates unacceptably
during the morning and afternoon peak hours. In mixed -use districts,
acceptable operation at signalized intersections during the peak hours .
is defined as level of -service E or better. At unsignalized
intersections, acceptable operation is considered to .be at level of
service F for any approach leg for an arterial/local intersection. A
capital improvement project that includes the Timberline/Prospect
intersection is currently underway.
Pedestrian Facilities
Sidewalks exist adjacent to developed parcels of land. There are
pedestrian crosswalks and ramps at some key intersections. This site
is within 1320 feet of: existing residential areas, future
institutional uses, and existing.recreational uses.
Bicycle Facilities.
There are bicycle facilities along Timberline Road, Drake Road,
and Prospect Road. Other streets that currently require bike lanes
are beyond 1320 feet from the Timberline Commercial Center.
4
`�`��ti�• I - 1 V V V
SITE LOCATION Figure 1
II. EXISTING CONDITIONS
The location of the Timberline Commercial Center is shown in
Figure 1. It is important that a thorough understanding of the existing
conditions be presented.
Land Use
Land uses in the area are primarily vacant (agriculture),
residential, or commercial. A residential development (Rigden Farm) is
under construction to the southeast of the site. A residential
development (Sidehill) is also under construction to the east of the
site. A commercial development (Rigden Farm Commercial) is also under
construction to the southeast of the site. The Mansion Park residential
development, located south of the site, is currently going through the
land development approval process in Fort Collins. The Fort Collins
Police Facility is proposed in the southwest quadrant of the
Timberline/Nancy Gray intersection. Currently, this property is in
agricultural use or is vacant. Land adjacent to the site is flat (<2%
grade) from a traffic operations perspective. The center of Fort
Collins lies to the west of the proposed Timberline Commercial Center.
The Timberline Road corridor, according to the City of Fort Collins
Structure Plan, will have a mixture of land uses, including employment,
residential, industrial, and commercial. As such, it is considered .to
be a "Mixed Use District."
Roads
The primary streets near the Timberline Commercial Center site are
Timberline Road, Drake Road, and Prospect Road. Timberline Road is to
the east of the Timberline Commercial Center site. It is classified as
a six -lane arterial beyond the year 2015 on the Fort Collins Master
Street Plan. Currently, Timberline Road has a four -lane cross section
near the Timberline Commercial Center site. Just north of Drake Road,
Timberline Road narrows to a two-lane cross section. This cross section
continues to/through Prospect Road. At Drake Road, Timberline Road has
two travel lanes in each direction, dual northbound left -turn lanes, a
southbound left -turn lane, northbound and southbound right -turn lanes,
and bike facilities. At Prospect Road, Timberline Road has northbound
and southbound left -turn lanes, a southbound through lane, a southbound
right -turn lane, a northbound combined through/right-turn lane, and bike
facilities. The existing speed limit in this area is 40 mph.
Drake Road is south of the Timberline Commercial Center site. It
is an east -west street designated as a four -lane arterial west of
Timberline Road and a two-lane arterial east of Timberline Road on the
Fort Collins Master Street Plan. Currently, it has a four -lane cross
section south of the site. At Timberline Road, Drake Road has two
travel lanes in each direction, dual eastbound left -turn lanes, a
westbound left -turn lane, an eastbound right -turn lane, and bike
facilities. The existing. speed limit in this area is 40 mph. The
Timberline/Drake intersection has signal control.
E
I. INTRODUCTION
This transportation impact study (TIS) addresses the capacity,
geometric, and control requirements at and near the proposed Timberline
Commercial Center. The proposed Timberline Commercial Center is located
west of Timberline Road and north of the future Timberline/Nancy Gray
intersection in Fort Collins, Colorado.
During the course of the analysis, numerous contacts were made
with the project planning consultant M Ripley), the project engineer
(North Star Design), the Fort Collins Traffic Engineering staff, the
Fort Collins Transportation Planning staff, and the Fort Collins Current
Planning staff. This study generally conforms to the format set forth
in the Fort Collins transportation impact study guidelines as contained
in the "Larimer County Urban Area Street Standards" (LCUASS). A Base
Assumptions Form and related information are provided in Appendix A.
The study involved the following steps:
- Collect physical, traffic, and development
- Perform trip generation, trip distribution,
- Determine peak hour traffic volumes;
- Conduct capacity and operational level of
intersections;
- Analyze signal warrants;
data;
and trip assignment;
service analyses on key
- Conduct level of service evaluation of pedestrian, bicycle, and
transit modes of transportation.
i
LIST OF FIGURES
Figure
Page
1.
Site
Location ........................................
3
2.
Recent Peak Hour Traffic
.............................
5
3.
Site
Plan ............................................
8
4.
Trip
Distribution ....................................
10
5.
Short
Range (2007) Background Peak Hour Traffic ......
11
6.
Long
Range (2025) Background Peak Hour Traffic .......
12
7.
Site
Generated Peak Hour Traffic .....................
14
8.
Short
Range (2007) Total Peak Hour. Traffic ...........
15
9.
Long
Range (2025) Total Peak Hour Traffic ............
16
10.
Short
Range (2007) Geometry ..........................
22
11.
Long
Range (2025) Geometry ...........................
23
A
B
C
D
E
F
G
H
APPENDIX
Base Assumptions Form/Peak Hour Traffic Counts
Current Peak Hour Operation/Level of Service Descriptions
Signal Warrants
Short Range Background Traffic Operation
Long Range Background Traffic Operation
Short Range Total Traffic Operation
Long Range Total Traffic Operation
Pedestrian/Bicycle/Transit Level of Service Worksheets
TABLE OF CONTENTS
Page
I. Introduction ......................................... 1
II. Existing Conditions ................................... 2
LandUse ............................................. 2
Roads................................................ 2
Existing Traffic ..................................... 4
Existing Operation ................................... 4
Pedestrian Facilities .............. 4
Bicycle Facilities ................................... 4
Transit Facilities ................................... 6
III. Proposed Development ................................. 7
Trip Generation ...................................... 7
Trip Distribution .................................... 7
Background Traffic Projections ....................... ` 7
Trip Assignment ...................................... 13
Signal Warrants ...................................... 13
Operation Analysis ........... 13
Geometry ............................................. 19
Right-in/Right-out/Left-in Access
to/from Timberline Road .............................. 19
Pedestrian Level of Service .......................... 19
Bicycle Level of Service ............................. 24
Transit Level of Service ............................. 24
IV. Conclusions .......................................... 25
LIST OF TABLES
Table
Page
1.
Current Peak Hour
Operation ..........................
6
2.
Trip Generation ......................................
9
3.
Short Range (2007)
Background
Traffic Peak Hour
Operation ..........................
17
4.
Long Range (2025)
Background
Traffic Peak Hour
Operation ..:.......................
18
5.
Short Range (2007)
Total
Traffic Peak Hour
Operation ..........................20
6.
Long Range (2025)
Total
Traffic Peak Hour
Operation .......... .............21
TIMBERLINE COMMERCIAL CENTER
TRANSPORTATION IMPACT STUDY
FORT COLLINS, COLORADO
OCTOBER 2005
Prepared for:
Timberline Land Development LLC
P.O. Box 1046
Loveland, CO 80539
Prepared by:
DELICH ASSOCIATES
2272 Glen Haven Drive
Loveland, CO 80538
Phone: 970-669-2061
FAX: 970-669-5034
�,� `�,,. pC,•, p
FUTURE TRANSIT LEVEL OF SERVICE
6wTravel
CSU Campus Transit Center
Time Worksheet
3.8 16
34
Foothills Fashion Mall
3.2 14
36
Fort Collins High School
1.3 9
17
Downtown Fort Collins
4.3 17
37
Total Travel Time
56
124 2.2
Hours of Weekday Service
Service Level Standards Worksheet
18 hours 16 hours X
Weekday Frequency of Service
15 minutes
20 minutes
X
Travel Time Factor
2.0 x
2.0 x
X
Peak Load Factor
< 1.2
<_ 1.2
X
3of4=LOSB
P. zu
Multimodal Transportation Level of Sei'vice Manual
LOS Standards for Development Review _ Bicycic _
I
Fi prurp 7. Bicycle LOS Worksheet
U �
level of service -.connectivity
n*tnmT% actual proposed
base connectivity: C C
specific connections to priority sites:
description of applicable ' destination area
destination area within 1,3N ' cli Slf text)
n
including address (sce
(, LEpee EurGV— C e l J �ece.6A-Y�oN
&T,o2►�, PA R t<
a
0
City of fort Collins Transportation Master Plan
N
Prospect
a�
c
1
O
�
0 -
Drake
SCALE: 1"=1000'
BICYCLE INFLUENCE AREA
m
Pedestrian LOS Worksheet
Project Location Classification: l;e4u5tT Co2RIpd'�
Level of Swim (irww m based on pmjed iocdm dinffltafianj'
Ic�r'.e icy Area _
Area Wittin 1320 i 3a5 off 2 ct E>uc n ss Cmftmuy j trsrEr t & seQu [y
Amem6zs
1
MAIIJ51D,V
(�urvR6�
F 6sibrwAA
Minimum
B
$
6
G
r3
Actual
q
,*
used
A
r3
A
C,
8
2
tt-�P
t'uTvlZ6 ITJ2�
(,pt c rN5 pouch
IuStirvzApwlL
Minimum
c3
13
9
C.
IS
Actual
A
al
4
Proposed
A
a
A
C
3
3
WBSY�
(�
ID6fJiiA
Minimum
Actual
Proposed
F
G
tj
4
S ID Stg I L L-
&S I P&W- &
Minimum
Actual
Proposed
A
F3
F3
C.
(3
5c2ggna�tl
FDIC C�,c�fE2—
&ooQA QA 121E
D
Minimum
a
a
6
C
13
Actual
F
4-1
Proposed
F
C
fi
C
B
6
Minimum
Actual
Proposed
7
Minimum
Actual
Proposed
8
Minimum
Actual
Proposed
9
Minimum
Actual
Proposed
10
Minimum
Actual
Proposed
4 Does Ivor Cx is'(
N
17 -N, ProsPed
c
c
0 5 E
0
aa88
3
2 �°w
Drake
SCALE: 1"=1000'
PEDESTRIAN INFLUENCE AREA