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HomeMy WebLinkAboutTIMBERLINE CHURCH EXPANSION - MAJOR AMENDMENT - 1-97B - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYIII. PROPOSED DEVELOPMENT The Timberline Church is located east of Timberline Road and south of Custer Drive. Figure 5 shows the site plan of the Timberline Church. The Major Amendment expansion is shaded. The short range analysis (year 2015) includes development of the Timberline Church and an appropriate increase in background traffic due to normal growth and other known potential developments in the area. Since this is an intermediate level transportation impact study, a long range analysis is not required. Trip Generation - Trip generation is important in considering the impact of a development such as this upon the existing and proposed street system. Table 3 shows the weekday and Sunday trip generation for the Major Amendment using Trip Generation, 7t" Edition as the reference document. The Major Amendment will include 3500 seats. However, some of these seats will replace seats in the existing auditoriums. The net increase in seating is 1750 seats available for a regular Sunday service. Table 3 shows no adjustment with regard to the actual counts versus ITE rates. TABLE 3 Trip Generation Gode Use Srze'' AWDTE ;' ; AM Peak;Hour PM Peak:Hour - 'Rate Trips_;, Rate In :'Rate ;Out:'> 560 Church 105.2 KSF 9.11 960 0.39 41 0.33 35 0.34 36 0.32 34 SWDTE ;.`,Peak°°:Hour undayCode Use. ,: Size RaN ' Trips.,' Rate Rate` Out 560 Church 1750 Seats . 1.53 2680 0.33 577 0.39 682 Trip Distribution The trip distribution for the new site generated traffic was the same as that reflected in the actual traffic counts. The, trip distribution analysis was discussed and agreed to in the scoping meeting. I Background Traffic Projections Previously prepared transportation impact studies were used to forecast traffic growth at the key intersections., These were the "Timberline Commercial Center TIS," the "Eastbrook Office Park TIS," 11 TABLE OF CONTENTS Page I. Introduction ......................................... 1 II. Existing Conditions .................................. 2 LandUse ............................................. 2 Roads 2 Existing Traffic/Operation 4 Pedestrian Facilities 10 Bicycle Facilities ................................. 10 Transit Facilities ................................... 10 III. Proposed Development ................................. 11 Trip Generation ...................................... 11 Trip Distribution ...................... 11 Background Traffic Projections ....................... 11 Trip Assignment/Total Traffic Projections ............ 13 Signal Warrants ...................................... 13 Operation Analysis ................................... 13 Sunday Peak Hour Traffic Control ..................... 21 Pedestrian Level of Service .......................... 25 Bicycle Level of Service ............................. 25 Transit Level of Service ............................. 25 IV. Conclusions..........................................26 LIST OF TABLES Table Page i 1. Current Weekday Peak Hour Operation 7 2. Current Sunday Peak Hour Operation .................... 9 3. Trip Generation ................................::.... 11 4. 2015 Weekday Background Peak Hour Operation ..........20 5. 2015 Sunday Background Peak Hour Operation ...........22 6. 2015 Weekday Total Peak Hour Operation ............... 23 7. 2015 Sunday Total Peak Hour Operation ................ 24 IV. CONCLUSIONS This study assessed the impacts of the Major Amendment to the Timberline Church on the short range (2015) street system in the vicinity of the proposed development. As a result of this analysis, the following is concluded: The development of the Major Amendment of the Timberline Church is feasible from a traffic engineering standpoint. At full development, the Major Amendment will generate approximately 960 weekday daily trip ends, 76 weekday morning peak hour trip ends, and 70 weekday afternoon peak hour trip ends. The Major Amendment will generate approximately 2680 Sunday daily trip ends and 1259 Sunday morning peak hour trip ends. Current operation during the weekday peak hours at the key intersections is acceptable. With the manual traffic control at the Custer/Illinois and Timberline/South Access intersections, the key intersections operate acceptably during the Sunday peak hour. In the short range (2015) future, given development of the Major Amendment and an increase in background traffic, the key intersections are expected to operate acceptably during weekday peak hours. During the Sunday peak hour, it is expected that manual traffic .control will continue at selected intersections. The operation at the key intersections will be. acceptable during the Sunday peak hour with manual traffic control at selected intersections. Increasing the spacing between Sunday services will reduce the overlap of egressing and ingressing vehicles. - Pedestrian, bicycle, and transit level of service will be acceptable. 26 rowhouses that are under construction on the east side of Iowa Drive, south of Custer Drive. When occupied, these residents will add traffic to this segment of Iowa Drive. During the Sunday morning peak hour, it was noticed that people attending .the 11:15am service began arriving as early as 10:45am. This time (10:45am) was the approximate ending time for the 9:45am service. The entrances steadily increased throughout the time that people were leaving the 9:45am service. While the manual traffic control handled this overlap of exiting and entering vehicles, increases in attendance, as are expected with the Minor Amendment and the Major Amendment, will create more vehicle conflicts. It is suggested that the Timberline Church consider increasing the spacing between services in order to lessen the overlap of exiting and entering vehicles. . Pedestrian Level of Service Appendix H shows the pedestrian influence area for the Timberline Church. The site is within areas termed "school walking area" and "transit corridor," which sets the level of service threshold at B for all measured factors, except for visual interest and amenities which is C. There are/will be four pedestrian destinations within 1320 feet of the Timberline Church. These are: 1) the residential neighborhood to the west; 2) the commercial and residential areas to the north; 3) the residential area to the east; and 4) the residential area to the south (including Fort Collins High School parking lots). Sidewalks currently exist adjacent to and within the site. Sidewalks generally exist adjacent to developed parcels. As development continues to occur, particularly within the Rigden Farm area, sidewalks ,will be built to the Fort Collins standards. Appendix H contains a Pedestrian LOS Worksheet. Bicycle Level of Service Appendix H contains a map of the bicycle influence area. There are two bicycle priority destinations: 1) Fort Collins High School and 2) the Rigden Farm Commercial Center. There are bike lanes on Timberline Road and Custer Drive. Therefore, this site has direct connections to existing bike lanes.. Appendix H contains a Bicycle LOS Worksheet. Transit Level of Service Currently, ' Collins Transit a high frequency transit level of 1 this area is not served by Transfort. The Fort System Map (future) shows that Timberline Road will be transit corridor with 20 minute service. The future service will be at B. 25 TABLE 7 2015 Sunday Total Peak Hour Operation nterseCtjoFfl (signal) NB LT C — NB VT NB APPROACH D SB APPROACH OVERALL D (stop sign) EB LT A (stop sign) WB APPROACH F I1 3 Uoes not reflect manual traffic control 24 TABLE 6 2015 Weekday Total Peak Hour Operation Intersection Movement ":Level of:Service`' AM. , PM Timberline/Custer (signal) EB LT C C EB T/RT C C EB APPROACH C C WB LT D D WBT D D WB RT D C WB APPROACH D D NB LT A B NB T C C NB RT A B NB APPROACH B C SB LT D D SB T/RT A B SB APPROACH B B OVERALL B C Custer/Illinois (stop sign) NB LT/T/RT F F SB LT/T/RT C C EB LT A A WB LT A A Custer/Iowa (stop sign) NB LTIT/RT B B SB LT/T/RT B B EB LT A A WB LT A A Timberline/North Access (RT-in/RT-out) WB RT C C Timberline/South Access (stop sign) WB LT F F WB RT C C WB APPROACH E F SB LT C C 23 TABLE 5 2015 Sunday Background Peak Hour Operation InterSeChOrr :, 1 �„ i Movemerrt, „ Levet oiSertiice S.uinda Timberline/Custer (signal) EB LT C EB T/RT C EB APPROACH C WB LT C WBT D WB RT C WBAPPROACH CNB LT B NB T C NB RT B NB APPROACH C SB LT C SB T/RT B SB APPROACH B OVERALL C Custer/Illinois2 (stop sign) NB LT/T/RT F SB LT/T/RT E EB LT q WB LT q Custer/Iowa (stop sign) NB LT/T/RT D SB LT/T/RT B EB LT q WB LT A Timberline/North Access (RT-in/RT-out) WB RT B Timberline/South Access' (stop sign) WB LT F WB RT C WB APPROACH F SB LT g 2 Does not reflect manual traffic control 22 Table 5 shows the 2015 Sunday background peak hour operation at the key intersections. The calculated operation at the key intersections does not reflect the manual traffic control. Calculation forms are provided in Appendix E. Table 6 shows the 2015 weekday total peak hour operation at the key intersections. Calculation forms are provided in Appendix F. The key intersections are expected to operate acceptably. Table 7 shows the 2015 Sunday total peak hour operation at the key intersections (does not reflect manual traffic control). Calculation forms are provided in Appendix G. It is expected that manual traffic control will continue at selected intersections. Later in this TIS, observations and suggestions regarding Sunday peak hour traffic are discussed. Sunday Peak Hour Traffic Control During traffic counting on November 19, 2006, traffic was observed from the upper level of the Timberline Church. The parking lots appeared to be full. Therefore, the attendance was probably normal. At the Timberline/South Access, vehicle queues occurred on all legs depending upon which leg was stopped by the police. Since the through traffic on Timberline Road is not high on a Sunday morning, the police were able to dissipate the queue on the Site Access. Right -turn entrances from northbound Timberline Road could occur, since this lane was "coned -off." The police allowed southbound left -turn entrances to the site to occur while the northbound through traffic was stopped. The control appeared to be handled efficiently at this intersection. The manual traffic control at the Custer/ Illinois intersection created queues on various legs. The police were aware of the signal timing and operation at the Timberline/Custer intersection, such that there. were no significant delays to the general public desiring to access the retail center to the north. The queues on various legs were dissipated efficiently. There is currently a "choke point," on church property, just.east of the. South Access. A left -turning vehicle at this location could cause delays to entering traffic. The new site plan shows that this "choke point" is eliminated by providing a left -turn lane and two eastbound through lanes. This should provide for much smoother entrances to the parking lots to the east and eventually to the south. A church member suggested that exits via Iowa Drive should be directed (forced) to go straight to Drake Road rather, than turning left on Custer Drive and .then going through the Custer/Illinois intersection. This would reduce the number of vehicles going through the Custer/Illinois intersection and, therefore allow it to operate with less delay. If this suggestion were to be implemented, it would fall upon the church and its members to abide by and enforce it. The general public would not be obliged to follow this. There are 21 TABLE 4 2015 Weekday Background Peak Hour Operation {mow Intersectoon I's,,evel hM Timberline/Custer (signal) EB LT C C EB T/RT C C EB APPROACH C C WB LT D D WB LT/T D D WB RT D D WB APPROACH D, D NB LT A B NB T B C NB RT A B NB APPROACH B C SB LT C D SB T/RT A B SB APPROACH B g OVERALL B C Custer/Illinois (stop sign) NB LT/T/RT F F SB LT/T/RT C C EB LT A A WB LT A A Custer/Iowa (stop sign)- NB LT/T/RT B B SB LT/T/RT B B EB LT A A WB LT A A Timberline/North Access (RT-in/RT-out) WB RT C C Timberline/South Access (stop sign) WB LT A F WB RT C C WB APPROACH C F SB LT C C 20 r i F- `n o 350 LO U') W LO . 10 �- 650 Custer 5 �1 ' 10 — 10 °' 00 `-195 4 110" North Access cn o m N r LO N O I� — 115 1 � � 460 South Access o cn o co 1� n 2015 SUNDAY TOTAL PEAK HOUR TRAFFIC 61 coLO Nv �60 000 �25 1 � • 420 � � `� —•-150 f 20 14�', 1 25 185 145 i 45 � f r 130 350 C.)"' 25 c ) °c° `�' " Sunday AM Rounded to Nearest 5 Vehicles ir 0 Figure 11 19 a� E Ln Lno to N CD O , 0 215 / 17 0 1 Q Ln N . 10/25 0I0 280/350 - �J Custer 5/5 ( 180/250 20115 o 235/175 —� 10/15 LO LOLO N 55/15 o v c N T ` 5/15 ` r North Access Ln o co N r LO N O O 00 I O Ln m O � r, O I, 5/20 5/35 t r South Access LO o 00 l LO O N co T E 2015 WEEKDAY TOTAL PEAK HOUR TRAFFIC N O O 20/20 0 0 0 15/10 +— 265/210 I� 'I- -� — 240/155 NOM �J + � � 5/5 ( 60/35 7 } 0 0 lu, 190/150 N LO LO i 5/5 LnLOL, n U) 0. c -�*— AM/PM Rounded to Nearest 5 Vehicles cu 3 0 Figure 10 18 Q a� U— I� 73 200 f Cl) `— 82 North Access 0 IN I `� 51 l � 200 1 r South Access I}co Cl) SITE GENERATED SUNDAY PEAK HOUR TRAFFIC N O c --a*-- Sunday AM n d Figure 9 17 Custer 9 1 /4 North Access aD o 0 I co M (h 1 �I-1/12 South Access f �' o rn Go a SITE GENERATED WEEKDAY PEAK HOUR TRAFFIC 12/3 0/0 s� )fr OD OD a N N N O c 2/1 —m- --wAM/PM � 0/0 f6 3 0 Figure 8 16 W a) E i= vLn 0) � 275 n`I°" — 10 J + 1,*" 450 Custer 5 10 o Ln o 10 r' '�-110 fr North Access n o v r- L IT � 65 I � 'Pr-260 South Access i o vn rn c� 2015 SUNDAY BACKGROUND PEAK HOUR TRAFFIC 0 co In Ln 14tf 60 290 o u') o 04 25 -+-140 15 i 135 205 CD LO 125 15 " v a m C o �— Sunday AM. Rounded to Nearest 5 Vehicles Figure 7 15 a) a`) o _ rn uO Lo o ' H ' l� 195/165 10/25 270/345 Custer 5/5 20/15 Lo Ln Lo 10/15 N Awn) N o v in N 5/10 rNorth Access Ln o ti r- �LO 0 0 ao L - o 00to r i 5/10 0/25 South Access Lo 0 1l- N � O c- O 00 r N to 01LO C p LID o , � 20/20 0 0 0 15/10 QD `l- 265/210 )`� T mil- 240/155 NOM 5/5 180/250 1 60/35 � 1 235/175 --� I I 185/145 —� 0 o g Lo ,o Lo 40/10 O 5/5LO ZLO o AM/PM Rounded to Nearest 5 Vehicles 1 2015 WEEKDAY BACKGROUND �' PEAK HOUR TRAFFIC Figure 6 14 the "Timberline Church Expansion - Minor Amendment TIS," "Brooklyn Park Rowhouses at Rigden Farm Transportation Study," and "The Center. at Rigden Farm TIS." Figure 6 shows the 2015 weekday background peak hour traffic at the key intersections. It is expected that the Sunday background peak hour traffic would grow similarly to that, which will be experienced on a weekday (plus site generated traffic from the Minor Amendment). Figure 7 shows the 2015 Sunday background peak hour traffic. Trip Assignment/Total Traffic Projections 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 8 shows the assignment of the new site generated weekday peak hour traffic. Figure 9 shows the assignment. of the new site generated Sunday peak hour traffic. The site generated traffic was added to the weekday and Sunday background peak hour traffic resulting in the forecasted total peak hour traffic. Figures 10 and 11 show the 2015 weekday and Sunday total peak hour traffic at the key intersections, respectively. Signal Warrants As a matter of policy, traffic signals are not installed at any location until such time that signal installation warrants are met according to the Manual on Uniform Traffic Control Devices. It is unlikely that peak hour signal warrants will be met at any of the stop sign controlled intersections. Operation Analysis Operation analyses were performed at the key intersections. The. operations analyses were conducted for the short range future, reflecting a year 2015 condition. It is important to note that the geometry and phasing for the Timberline/Custer intersection was changed for the 2015 short range future. In order to achieve acceptable operation at this intersection, the east leg of Custer Drive was analyzed with an exclusive left -turn lane, a combined left-turn/through lane, and a right -turn lane. This is similar to the Timberline/Drake intersection where dual eastbound left -turn lanes face and a single westbound left -turn lane. The combined westbound left-turn/through lane is also similar to the geometry and phasing at the College/Cherry-Willow intersection in Fort Collins. .It is not likely that the traffic on the west leg of Custer will increase, since this neighborhood is completely built out. Table 4 shows the 2015 weekday background the key intersections. Calculation forms are The key intersections will operate acceptably. peak hour operation at provided in Appendix D. 13 ..........II xl� EXISTING TWO STORY A& N SCALE: 1"=100' A al BUILDING PHASE 1 rYPE11111RCONSMUC110ft YVITHAMSERMAMN SUN a FU RE BUILDING L SFTE LOT 3 IL �177 csU ILI SITE PLAN Figure 5 12 Intersections adjacent to and near churches, typically experience delay in the time periods between services. The delays are typically of short duration and are generally accepted by church members and nearby residents and businesses. The Sunday traffic counts were compared to that which would be calculated using Trip Generation, 7t° Edition, ITE. It was found that the peak hour rates shown in the reference document would overestimate the actual trip generation on this particular day by approximately 10 percent. Pedestrian Facilities There are pedestrian facilities along most streets in this area. Sidewalks exist along Timberline Road, Drake Road, Custer Drive, and Illinois Drive. Sidewalks will be incorporated within and adjacent to this development. Bicycle Facilities Bicycle lanes exist within the cross section of Timberline Road, Drake Road, and Custer Drive. The Fort Collins Bike Map shows Timberline Road, Drake Road, and Custer Drive as "streets with bike lanes." Transit Facilities This area is not served by transit. W11 TABLE 2 Current Sunday Peak Hour Operation Intersection :. Moveme Level of;Servlee,; ' _ .Sunda Timberline/Custer (signal) EB LT B EB T/RT B EB APPROACH B WB LT C WB T B WB RT B WB APPROACH C NB LT B NB T B NB RT B NB APPROACH B SB LT A SB T/RT B SBAPPROACH B OVERALL B Custer/Illinois' (stop sign) NB LT/T/RT D SB LT/T/RT B EB LT A WB LT A Custer/Iowa (stop sign) NB LT/T/RT B SB LT/T/RT B EB LT A WB LT A Timberline/North Access (RT-in/RT-out) WB RT B Timberline/South Access' (stop sign) WB LT F WB RT B WB APPROACH E SB LT B 1 Does not reflect manual traffic control nC C A 125 m LO N 8 268 Custer / —i ) f r 5 rn Cl) M 11 N ,La °° `— 76 North Access rn cn Ln - un 14- v ` 46 1 � � 178 South Access ro LO It o cn m n d cro : `.° �26 �0 f \ f- 5 ` 1 + 48 5 �10 592 5i � t r 2� ) 4 r v� a> 61 co N ch 145 N N 11 r> N C cc 3 - o Sunday AM RECENT SUNDAY PEAK HOUR TRAFFIC Figure 4 8 TABLE 1 Current Weekday Peak Hour Operation Intersection `". . ... Movement Level 7'7LeveI of h*77-7 -7.7.777 'Am!PM Timberline/Custer (signal) EB LT C C EB T/RT C C EB APPROACH C C WB LT D D WB T C C WB RT C C WB APPROACH D C NB LT A B NB B 8 NB RT A B NB APPROACH B B SB LT B A SB T/RT A B SB APPROACH A B OVERALL 6 B Custer/Illinois (stop sign) NB LT/T/RT C C SB LT/T/RT B B EB LT A A WB LT A A Custer/Iowa (stop sign) NB LT/T/RT B B SB LTfT/RT B A EB LT A A WB LT A A Timberline/North Access -(RT-in/RT-out) NB RT C B Timberline/South Access (stop sign) WB LT A D WB RT C B WB APPROACH C D SB LT B B (D E CD .r N M T T 0 t= 102/70 n04 191/242 ,J X— Custer 614 1 3/6 11/16 oo 00 m ^ rn M N (O R N T T )�-1/5 4 110'*' North Access rl m L N T T V T CN N N Ln Cl) a �-1/12 1 � �--an South Access v � N T T T N N V T A& N M °' Cl)14/13 (n ,= � u) N c,4 3/1 M. OD n 154/117 )N 0) C) — 161/113 0/1 f 1 (r4, )0(— 4/0 85/178 1 2/1 129/97 N 0 T 130/107 Cl) 40 M 35/11 N 6/3 00 M N cc c 3. - o --w- AM/PM BALANCED RECENT WEEKDAY PEAK HOUR TRAFFIC Figure 3 I. a� S M E- o -41 Cl) C o 108, 74 f 1/15 /— `191,/242 Custer 6/4 1 t / 3/6 —� co h n 11/16 o o v Cn M T 1/5 4 North Access n rn N N N M ` 110"' South Access v � N � r co Cl) I e 0 °i V co " 14/13 Ln N N 3/1 — 154/117 161/113 /rl (— 0/1 /rl I — 4/0 83/177 t r 2/1 I 126/96 N OD ' 127/106 —► M Ln M 34/11 co M N 6!3 LO LO U) •C O ---w-- AM/PM RECENT WEEKDAY PEAK HOUR TRAFFIC Figure 2 5 Street plan. Currently, Illinois Drive has a two-lane cross section. At the Custer/Illinois intersection, Illinois Drive has all movements combined into a single lane. Iowa Drive is to the north of the Timberline Church site. It is classified as a local street according to the Fort Collins Master Street plan. Currently, Iowa Drive has a two-lane cross section. At the Custer/Iowa intersection, Iowa Drive has all movements combined into a single lane. Existing Traffic/Operation Recent traffic counts were obtained in October and November 2006, Figure 2 shows the weekday peak hour traffic at the key intersections. Raw traffic counts are provided in Appendix A. Since the weekday peak hour traffic was obtained over a number of days, the counts were balanced and are shown in Figure 3. Table 1 shows the operation at the key intersections. Calculation forms are provided in Appendix B. All of the key intersections operate acceptably. This area is termed "low density mixed -use residential." In this area, the minimum operation is level of service D at signalized intersections. At unsignalized intersections, the minimum is level of service F (considered to be normal) at arterial/collector or arterial/local intersections and level of service C at collector/local intersections. Appendix B also contains a description of the range of delay associated with each level of service category and the Fort Collins Motor Vehicle Level of Service Standards. Recent traffic counts were also obtained on a Sunday morning in November 2006. The time selected was 10:15:11:45am. This period covered the end of one church service and the beginning of another service. The services selected were considered to be large services according to Timberline Church representatives. The peak hour within the time period was 10:45-11:45am. The end of one service occurred at approximately 10:45am. The beginning of the other service occurred at 11:15am. Manual traffic control (Fort Collins Police) was available from 10:40am until 11:15am at the Timberline/South Access to the church and at the Custer/Illinois intersections. Figure 4 shows the Sunday peak hour traffic at the key intersections. Raw traffic counts are provided in Appendix A. Since there was manual traffic control at two intersections, it is not possible to accurately assess the level of service at these intersections. Table 2 shows the operation at the key intersections during the Sunday peak hour. Calculation forms are provided in Appendix C. The calculated level of service is shown at the two manually controlled intersections as though there was no control. This is provided for informational purposes only. It is acknowledged that the westbound left -turning volume at the Timberline/ South Access would not be at the level calculated if there was no manual traffic control. A significant number of these vehicles would have either become right turns to. Timberline Road or would have utilized either Illinois Drive or Iowa Drive to access Custer Drive. SITE LOCATION SCALE: 1 "=1000' Figure 1 3 II. EXISTING CONDITIONS The location of the Timberline Church 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 residential or commercial. There are residential uses to the east, west, and south of the site. There are commercial uses north and south of the site. The center of Fort Collins lies to the west of the proposed Timberline Church. Land adjacent to the site is flat (<2% grade) from a traffic operations perspective. Roads The primary streets near the Timberline Church site are Timberline Road, Custer Drive, Illinois Drive, and Iowa Drive. The following descriptions are based upon a site visit and the Fort Collins Master Street Plan. Timberline Road is to the west of the Timberline Church site. It is classified as a six -lane arterial according to the Fort Collins Master Street Plan. Currently, Timberline Drive has a four -lane cross section. At the Timberline/Custer intersection, Timberline Drive has northbound and southbound left -turn lanes, two through lanes in each direction, and a northbound right -turn lane. The Timberline/Custer intersection has signal control. The existing speed limit in this area of Timberline Drive is 40 mph. Custer Drive is to the north of the Timberline Church site. It is classified as a two-lane collector according to the Fort .Collins Master Street Plan. Currently, .Custer Drive has a two-lane cross section. At the Timberline/Custer intersection, westbound Custer Drive has a left -turn lane, a through lane, and a right -turn lane. Eastbound Custer Drive has all movements combined into a single lane. However, there is enough width for right -turning vehicles to bypass left- turning/through vehicles on the west leg of Custer Drive. At the Custer/Illinois intersection, Custer Drive has an eastbound and westbound left -turn lane and a through/right-turn lane in each direction. At the Custer/Iowa intersection, Custer Drive has an eastbound and westbound left -turn lane and a through/right-turn lane in each direction. The Custer/Illinois and Custer/Iowa intersections have stop sign control on Illinois Drive and Iowa Drive. The existing speed limit in this area of Custer Drive is 25 mph. .Illinois Drive is to the north of the Timberline Church site. It is classified as a local street according to the Fort Collins Master 2 I. INTRODUCTION This intermediate transportation impact study (TIS) addresses the capacity, geometric, and control requirements at and near the proposed Major Amendment to the Timberline Church. The Timberline Church is located east of Timberline Road and south of Custer Drive in Fort Collins, Colorado. The Timberline Church has proposed two expansions. A transportation impact study memorandum (December 4, 2006) was prepared and submitted to the City for the initial expansion (Minor Amendment). During the course of the analysis, numerous contacts were made with the project developer, project engineer, project planner, and the City of Fort Collins staff. This study 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. 1 LIST OF FIGURES Figure Page 1. Site Location ........................................ 3 2. Recent Weekday Peak Hour Traffic ..................... 5 3. Balanced Recent Weekday Peak Hour Traffic ............ 6 4. Recent Sunday Peak Hour Traffic ...................... 8 5. Site Plan ............................................ 12 6. 2015 Weekday Background Peak Hour Traffic ............ 14 7. 2015 Sunday Background Peak Hour Traffic ............. 15 8. Site Generated Weekday Peak Hour Traffic ............. 16 9. Site Generated Sunday Peak Hour Traffic .............. 17 10. 2015 Weekday Total Peak Hour Traffic ........:........ 18 11. 2015 Sunday Total Peak Hour Traffic .................. 19 APPENDIX A Base Assumptions Form/Peak Hour Traffic Counts B Current Weekday Peak Hour Operation/Level of Service Descriptions C Current Sunday Peak Hour Operation D 2015 Weekday Background Traffic Operation E 2015 Sunday Background Traffic Operation F 2015 Weekday Total Traffic Operation G 2015 Sunday Total Traffic Operation H Pedestrian/Bicycle/Transit.Level of Service Worksheets I TIMBERLINE CHURCH MAJOR AMENDMENT TRANSPORTATION IMPACT STUDY FORT COLLINS, COLORADO JANUARY 2007 Prepared for. - Timberline Church 2908 South Timberline Road Fort Collins, CO 80525 Prepared by: DELICH ASSOCIATES 2272 Glen Haven Drive Loveland, CO 80538 Phone: 970-669-2061 FAX: 970-669-5034 �,rt{{0 RE,��n•�,.