HomeMy WebLinkAboutTHE STANDARD AT FORT COLLINS - PDP - PDP160035 - REPORTS - TRAFFIC STUDY (3)DELICH Standard at Fort Collins TIS, November 2016
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TABLE OF CONTENTS
I. INTRODUCTION ........................................................................................................ 1
II. EXISTING CONDITIONS .......................................................................................... 2
Land Use ......................................................................................................................... 2
Roads .............................................................................................................................. 2
Existing Traffic ................................................................................................................. 5
Existing Operation ........................................................................................................... 5
Pedestrians Facilities ...................................................................................................... 8
Bicycle Facilities .............................................................................................................. 8
Transit Facilities .............................................................................................................. 8
III. PROPOSED DEVELOPMENT ................................................................................. 9
Trip Generation ............................................................................................................... 9
Trip Distribution ............................................................................................................... 9
Background Traffic Projections ..................................................................................... 12
Trip Assignment ............................................................................................................ 12
Signal Warrants ............................................................................................................. 12
Operation Analysis ........................................................................................................ 12
Geometry ...................................................................................................................... 19
Mitigation ....................................................................................................................... 19
Pedestrian Level of Service ........................................................................................... 24
Bicycle Level of Service ................................................................................................ 24
Transit Level of Service ................................................................................................. 25
IV. CONCLUSIONS/RECOMMENDATIONS .............................................................. 26
LIST OF TABLES
1. Current Peak Hour Operation .................................................................................... 7
2. Trip Generation ......................................................................................................... 9
3. Short Range (2021) Background Peak Hour Operation .......................................... 18
4. Long Range (2035) Background Peak Hour Operation ........................................... 20
5. Short Range (2021) Total Peak Hour Operation ..................................................... 21
6. Long Range (2035) Total Peak Hour Operation ...................................................... 22
DELICH Standard at Fort Collins TIS, November 2016
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LIST OF FIGURES
1. Site Location ............................................................................................................. 3
2. Existing Intersection Geometry ................................................................................. 4
3. Recent Peak Hour Traffic .......................................................................................... 6
4. Site Plan .................................................................................................................. 10
5. Trip Distribution ....................................................................................................... 11
6. Short Range (2021) Background Peak Hour Traffic ................................................ 13
7. Long Range (2035) Background Peak Hour Traffic ................................................. 14
8. Site Generated Peak Hour Traffic ........................................................................... 15
9. Short Range (2021) Total Peak Hour Traffic ........................................................... 16
10. Long Range (2035) Total Peak Hour Traffic ............................................................ 17
11. Short Range (2021) and Long Range (2035) Geometry ......................................... 23
APPENDICES
A. Base Assumptions form and related information
B. Recent Peak Hour Traffic
C. Current Peak Hour Operation/Level of Service Descriptions/Fort Collins LOS
Standards
D. Short Range (2021) Background Peak Hour Operation
E. Long Range (2035) Background Peak Hour Operation
F. Short Range (2021) Total Peak Hour Operation
G. Long Range (2035) Total Peak Hour Operation
H. Pedestrian/Bicycle Level of Service
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I. INTRODUCTION
This transportation impact study (TIS) addresses the capacity, geometric, and
control requirements at and near the proposed Standard at Fort Collins. The proposed
Standard at Fort Collins site is located south of (adjacent to) Lake Street and east of
Shields Street in Fort Collins, Colorado.
During the course of the analysis, numerous contacts were made with the project
engineer (Williams & Associates), the project planning consultant (Ripley Design), and the
Fort Collins Traffic Engineering staff. This study generally conforms to the format set forth
in the Fort Collins transportation impact study guidelines contained in the “Larimer County
Urban Area Street Standards” (LCUASS). The base assumptions packet is provided in
Appendix A. The study involved the following steps:
Collect physical, traffic, and development data;
Perform trip generation, trip distribution, and trip assignment;
Determine peak hour traffic volumes;
Conduct capacity and operational level of service analyses on key intersections;
Analyze signal warrants;
Conduct level of service evaluation of pedestrian, bicycle, and transit modes of
transportation.
This TIS is a revision of the “Standard at Fort Collins Transportation Impact Study”
dated October 4, 2016. This revision addresses City staff comments pertaining to
the above TIS.
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II. EXISTING CONDITIONS
The location of the Standard at Fort Collins site 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 institutional (CSU) or residential. Land adjacent
to the site is flat (<2% grade) from a traffic operations perspective. This site is near the
center of Fort Collins. Colorado State University and the Fort Collins CBD are north of the
proposed Standard at Fort Collins site. This site is adjacent to the CSU Campus.
Roads
The primary streets near the Standard at Fort Collins site are Prospect Road,
Shields Street, Whitcomb Street, and Lake Street. Figure 2 shows a schematic of the
existing geometry at the Prospect/Whitcomb and Shields/Lake intersections.
Prospect Road is to the south of the Standard at Fort Collins site. It is classified
as a four-lane arterial street on the Fort Collins Master Street Plan. Currently, Prospect
Road has a four-lane cross section in this area. At the Prospect/Whitcomb intersection,
Prospect Road has eastbound and westbound left-turn lanes and two travel lanes in
each direction. According to LCUASS, a westbound right-turn lane is required with the
existing traffic volumes at the Prospect/Whitcomb intersection. Typically with
constrained conditions, when turn lanes are shown to be required based on volumes,
they are not built unless the operation at the subject intersection is determined to be
unacceptable. The Prospect/Whitcomb intersection has signal control. The posted
speed limit in this area of Prospect Road is 35 mph.
Shields Street is to the west of the Standard at Fort Collins site. In this area, it is
a north-south street designated as a four-lane arterial street on the Fort Collins Master
Street Plan. Currently, it has a four-lane cross section with a center median lane. At
the Shields/Lake intersection, Shields Street has a southbound left-turn lane and two
through lanes in each direction. According to LCUASS, a northbound right-turn lane is
required with the existing traffic volumes at the Shields/Lake intersection. With regard
to this right-turn lane, Shields Street is considered to be in a constrained condition. The
Shields/Lake intersection has signal control. The posted speed limit in this area of
Shields Street is 30 mph.
Whitcomb Street is a north-south street designated as a local street on the Fort
Collins Master Street Plan. Currently, Whitcomb Street has a two-lane cross section
with parking on the west side of the street. At the Prospect/Whitcomb intersection,
Whitcomb Street has the northbound movements combined in a single lane, a
combined southbound left-turn/through lane, and a southbound right-turn lane. The
posted speed limit in this area of Whitcomb Street is 25 mph.
Shields
Prospect
Rolland
Moore
Centre
Lake
Whitcomb
Laurel
Pitkin
South
University
Plum
Meridian
East
SCALE: 1"=1000'
SITE LOCATION Figure 1
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EXISTING INTERSECTION GEOMETRY Figure 2
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Prospect
Lake
Shields
Whitcomb
- Denotes Lane
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Lake Street is an east-west street designated as a collector street on the Fort
Collins Master Street Plan. Currently, Lake Street has a two-lane cross section with
parking on both sides of the street. At the Shields/Lake intersection, Lake Street has
separate westbound left-turn and right-turn lanes. The posted speed limit in this area of
Lake Street is 25 mph.
Existing Traffic
Figure 3 shows the recent morning and afternoon peak hour traffic counts at the
Prospect/Whitcomb and Shields/Lake intersections. Recent count data at the
Prospect/Whitcomb intersection was obtained in November 2014 by the City of Fort
Collins. Recent count data at the Shields/Lake intersection was obtained in May 2014
by the City of Fort Collins. Raw count data is provided in Appendix B. Newer counts
were not done since current construction of the stadium affects the traffic in this area.
Existing Operation
The Prospect/Whitcomb and Shields/Lake intersections were evaluated using
techniques provided in the 2010 Highway Capacity Manual (2010HCM). Using the peak
hour traffic shown in Figure 3, the peak hour operation is shown in Table 1. The
Shields/Lake intersection meets the City of Fort Collins Motor Vehicle LOS Standard
during the morning and afternoon peak hours with existing signal control, geometry, and
signal timing. The Prospect/Whitcomb intersection does not meet the City of Fort
Collins Motor Vehicle LOS Standard during the afternoon peak hour with the existing
signal timing. However, the Prospect/Whitcomb intersection will meet the City of fort
Collins Motor Vehicle LOS Standard with a split northbound and southbound phase.
Calculation forms are provided in Appendix C. A description of level of service for
signalized and unsignalized intersections from the 2010 Highway Capacity Manual and
a table showing the Fort Collins Motor Vehicle LOS Standards (Intersections) are also
provided in Appendix C. The Standard at Fort Collins is in an area termed “mixed-use
district.” In areas termed “mixed-use districts,” acceptable operation at signalized
intersections during the peak hours is defined as level of service E or better for the
overall intersection, and level of service E or better for any leg or movement. At
arterial/arterial and collector/collector stop sign controlled intersections, acceptable
operation is considered to be at level of service E, overall and level of service F, for any
approach leg. At arterial/collector, arterial/local, collector/local, and local/local stop sign
controlled intersections, acceptable operation is considered to be at level of service D,
overall and level of service F, for any approach leg. Subsequent analyses for the
Prospect/Whitcomb intersection use both the existing signal timing and a split
northbound and southbound phase.
AM/PM
RECENT PEAK HOUR TRAFFIC Figure 3
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7/5
2/6
25/24
23/161
0/5
37/250
61/35
994/747
13/5
184/89
391/1019
11/45
744/1344
123/92
1104/1180
154/48
37/157
11/116
Prospect
Lake
Shields
Whitcomb
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TABLE 1
Current Peak Hour Operation
Intersection Movement Level of Service
AM PM
Prospect/Whitcomb
(signal)
EB LT A (A) C (B)
EB T A (A) B (A)
EB T/RT A (A) B (A)
EB APPROACH A (A) B (A)
WB LT A (A) B (B)
WB T A (A) B (B)
WB T/RT A (A) B (B)
WB APPROACH A (A) B (B)
NB LT/T/RT D (D) C (E)
SB LT/T D (D) F (E)
SB RT D (D) C (D)
SB APPROACH D (D) F (E)
OVERALL A (A) D (B)
Shields/Lake
(signal)
WB LT E E
WB RT A D
WB APPROACH E E
NB T A A
NB T/RT A A
NB APPROACH A A
SB LT A A
SB T A A
SB APPROACH A A
OVERALL A A
(Split northbound and southbound phases)
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Pedestrian Facilities
There are sidewalks along Prospect Road, Shields Street, Whitcomb Street, and
Lake Street.
Bicycle Facilities
Bicycle lanes exist on Shields Street and Lake Street. Prospect Road has no
bicycle lanes. Bike lanes are not required on local streets.
Transit Facilities
Currently, Transfort does not provide service on this segment of Prospect Road.
The nearest Routes are Routes 2, 7, 19, and 32 at the Prospect/Shields intersection
and Around the Horn at the Prospect/Centre intersection.
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III. PROPOSED DEVELOPMENT
The Standard at Fort Collins development is a student residential development
with 800 beds (130 apartment dwelling units). Figure 4 shows a site plan of the
Standard at Fort Collins development. The site plan shows access to/from Lake Street.
There will be no motor vehicle access to Prospect Road. The Standard at Fort Collins
development will replace the Blue Ridge Apartments, along Lake Street, and five single-
family houses along Prospect Road. The short range analysis (Year 2021) includes
development of the Standard at Fort Collins site and an appropriate increase in
background traffic, due to normal growth, and other approved developments in the area.
The long range analysis (Year 2035) includes background traffic due to normal growth
and in general accordance with the Fort Collins Structure Plan.
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, 9th Edition, ITE is customarily used to estimate trips that
would be generated by the proposed/expected use at a site. However, the City of Fort
Collins has developed trip generation rates for apartment projects similar to Standard at
Fort Collins. The Fort Collins trip generation rates are specifically applied to student
housing projects. Table 2 shows the daily and peak hour trip generation for the Standard
at Fort Collins site. It is assumed that alternative modes (pedestrian, bicycle, and
transit) have been considered in the City of Fort Collins rates for apartments. The trip
generation of the Standard at Fort Collins development resulted in 2120 daily trip ends,
152 morning peak hour trip ends, and 336 afternoon peak hour trip ends.
TABLE 2
Trip Generation
Code Use Size
AWDTE AM Peak Hour PM Peak Hour
Rate Trips Rate In Rate Out Rate In Rate Out
220 Apartment 800 Beds 2.65 2120 0.04 32 0.15 120 0.27 216 0.15 120
Trip Distribution
Directional distribution of the generated trips was determined for the Standard at
Fort Collins site. Figure 5 shows the vehicle trip distribution used for the Standard at Fort
Collins site. The trip distribution was agreed to by City of Fort Collins staff in the scoping
discussions.
AM/PM
SITE PLAN Figure 4
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Shields
Prospect
Lake
Whitcomb
Pitkin
South
Meridian
10% 40%
25% 20%
NOM
5%
NOM
SCALE: 1"=500'
TRIP DISTRIBUTION Figure 5
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Background Traffic Projections
Figures 6 and 7 show the short range (2021) and long range (2035) background
peak hour traffic projections at the key intersections. Traffic at the key intersections was
increased at a rate of one percent per year for the short range (2021) and long range
(2035) background traffic forecasts. In addition to this, site generated traffic from the
808 W. Prospect development (The Slab) and the 821 West Lake Street (Stadium
Apartments) development were included in the traffic forecasts. Site generated traffic
from Blue Ridge Apartments were excluded from the traffic forecasts since it will be
razed for the Standard at Fort Collins development.
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. Using the trip distribution shown in Figure 5, Figure 8 shows the assignment
of the site generated peak hour vehicle traffic. The site generated vehicle traffic was
combined with the background traffic to determine the total forecasted vehicle traffic at
the key intersections. Figures 9 and 10 shows the short range (2021) and long range
(2035) total peak hour vehicle traffic at the key intersections. The long range
background and total hour traffic forecasts (Figures 7 and 10) are generally higher than
those reflected in the “West Central Area Plan” at the Shields/Lake and
Prospect/Whitcomb intersections. The forecasts in this TIS consider known/approved
development projects.
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 (MUTCD). None of
the stop sign controlled intersections are expected to meet peak hour signal warrants.
Operation Analysis
Operation analyses were performed at the Prospect/Whitcomb, Shields/Lake,
and Lake/Site Access intersections. The operation analyses were conducted for the
short range future, reflecting a year 2021 condition and for the long range future,
reflecting a year 2035 condition. As mentioned earlier, the Prospect/Whitcomb
intersection was analyzed using both the City signal timing and a split northbound and
southbound phase.
Using the short range (2021) background peak hour traffic volumes, the
Prospect/Whitcomb and Shields/Lake intersections operate as indicated in Table 3.
Calculation forms for these analyses are provided in Appendix D. The key intersections
will meet the City of Fort Collins Motor Vehicle LOS Standard with split phasing at the
Prospect/Whitcomb intersection in the morning and afternoon peak hours.
AM/PM
SHORT RANGE (2021) BACKGROUND
PEAK HOUR TRAFFIC Figure 6
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Prospect
Lake
Shields
Whitcomb
7/5
2/6
25/24
28/179
0/5
62/287
65/37
1055/793
13/5
201/133
417/1096
11/45
790/1427
134/118
1175/1256
164/66
47/175
18/129
LONG RANGE (2035) BACKGROUND
PEAK HOUR TRAFFIC Figure 7
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Prospect
Lake
Shields
Whitcomb
10/5
5/5
25/25
30/200
5/5
65/325
75/45
1215/910
15/5
230/150
485/1265
15/45
910/1640
150/125
1350/1440
185/75
55/200
25/150
AM/PM
Rounded to Nearest
5 Vehicles
AM/PM
SITE GENERATED
PEAK HOUR TRAFFIC Figure 8
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7/43
11/76
24/24
42/42
Prospect
Lake
Shields
Whitcomb
14/97
18/119
66/66
54/54
Site Access
48/48
13/86
13/86
6/6
48/48
1/11
AM/PM
SHORT RANGE (2021) TOTAL
PEAK HOUR TRAFFIC Figure 9
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Prospect
Lake
Shields
Whitcomb
57/345
14/97
328/186
18/119
66/66
54/54
Site Access
7/5
2/6
25/24
28/179
0/5
110/335
65/37
1055/793
13/5
214/219
417/1096
11/45
790/1427
141/161
1175/1256
175/142
71/199
60/171
LONG RANGE (2035) TOTAL
PEAK HOUR TRAFFIC Figure 10
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Prospect
Lake
Shields
Whitcomb
75/365
15/95
365/200
20/120
65/65
55/55
Site Access
10/5
5/5
25/25
30/200
5/5
115/375
75/45
1215/910
15/5
245/235
485/1265
15/45
910/1640
155/170
1350/1440
195/150
80/225
65/190
AM/PM
Rounded to Nearest
5 Vehicles
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TABLE 3
Short Range (2021) Background Peak Hour Operation
Intersection Movement Level of Service
AM PM
Prospect/Whitcomb
(signal)
EB LT A (A) C (C)
EB T A (A) B (B)
EB T/RT A (A) B (B)
EB APPROACH A (A) B (B)
WB LT A (A) B (A)
WB T A (A) B (B)
WB T/RT A (A) B (B)
WB APPROACH A (A) B (B)
NB LT/T/RT D (D) C (E)
SB LT/T D (D) F (E)
SB RT D (D) C (D)
SB APPROACH D (D) F (E)
OVERALL A (A) D (B)
Shields/Lake
(signal)
WB LT E E
WB RT A D
WB APPROACH E E
NB T A A
NB T/RT A A
NB APPROACH A A
SB LT A A
SB T A A
SB APPROACH A A
OVERALL A A
(Split northbound and southbound phases)
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Using the long range (2035) background peak hour traffic volumes, the
Prospect/Whitcomb and Shields/Lake intersections operate as indicated in Table 4.
Calculation forms for these analyses are provided in Appendix E. The key intersections
will meet the City of Fort Collins Motor Vehicle LOS Standard with split phasing at the
Prospect/Whitcomb intersection in the morning and afternoon peak hours.
Using the short range (2021) total peak hour traffic volumes, the
Prospect/Whitcomb, Shields/Lake, and Lake/Site Access intersections operate as
indicated in Table 5. Calculation forms for these analyses are provided in Appendix F.
The key intersections will meet the City of Fort Collins Motor Vehicle LOS Standard with
split phasing at the Prospect/Whitcomb intersection in the morning and afternoon peak
hours.
Using the long range (2035) total peak hour traffic volumes, the
Prospect/Whitcomb, Shields/Lake, and Lake/Site Access intersections operate as
indicated in Table 6. Calculation forms for these analyses are provided in Appendix G.
The key intersections will meet the City of Fort Collins Motor Vehicle LOS Standard with
split phasing at the Prospect/Whitcomb intersection in the morning and afternoon peak
hours. The operational solution rests with the City of Fort Collins.
Geometry
The short range (2021) and long range (2035) geometry is shown in Figure 11.
The geometry at the Prospect/Whitcomb and Shields/Lake intersections is the existing
geometry. As mentioned earlier, according to LCUASS, a northbound right-turn lane at
the Shields/Lake intersection and a westbound right-turn lane at the Prospect/Whitcomb
intersection are required with the existing traffic volumes. Typically at constrained
locations, when turn lanes are shown to be required based on volumes, they are not
built unless the operation at the subject intersection is determined to be unacceptable.
According to the “West Central Area Plan” (adopted March 17, 2015), the right-
of-way of Lake Street will be widened to 75 feet from the existing 60 foot right-of-way.
The additional right-of-way will be on the north side of West Lake Street. It will continue
to have a two-lane cross section with on-street parking on both sides of Lake Street. A
“planted buffer” will shield the bike lanes and sidewalks from the roadway. This project
will install the sidewalk along its frontage. The new cross section of West Lake Street
will be constructed by CSU. It is assumed that the unique function and design of Lake
Street will not include any auxiliary turn lanes at driveways along it.
Mitigation
A northbound right-turn lane at the Shields/Lake intersection and a westbound
right-turn lane at the Prospect/Whitcomb intersection are required with the existing
traffic volumes. The Standard at Fort Collins project adds 7 percent to the morning
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TABLE 4
Long Range (2035) Background Peak Hour Operation
Intersection Movement Level of Service
AM PM
Prospect/Whitcomb
(signal)
EB LT A (A) C (C)
EB T A (A) B (B)
EB T/RT A (A) B (B)
EB APPROACH A (A) B (B)
WB LT A (A) B (B)
WB T A (A) B (B)
WB T/RT A (A) B (B)
WB APPROACH A (A) B (B)
NB LT/T/RT D (D) C (E)
SB LT/T D (D) F (E)
SB RT D (D) C (D)
SB APPROACH D (D) F (E)
OVERALL A (A) D (C)
Shields/Lake
(signal)
WB LT E E
WB RT A D
WB APPROACH E E
NB T A A
NB T/RT A A
NB APPROACH A A
SB LT A A
SB T A A
SB APPROACH A A
OVERALL A A
(Split northbound and southbound phases)
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TABLE 5
Short Range (2021) Total Peak Hour Operation
Intersection Movement Level of Service
AM PM
Prospect/Whitcomb
(signal)
EB LT A (A) D (C)
EB T A (A) B (B)
EB T/RT A (A) B (B)
EB APPROACH A (A) B (B)
WB LT A (A) C (B)
WB T A (A) C (B)
WB T/RT A (A) C (B)
WB APPROACH A (A) C (B)
NB LT/T/RT D (D) C (E)
SB LT/T D (D) F (E)
SB RT D (D) C (D)
SB APPROACH D (D) F (E)
OVERALL A (A) D (C)
Shields/Lake
(signal)
WB LT E E
WB RT A D
WB APPROACH E E
NB T A A
NB T/RT A A
NB APPROACH A A
SB LT A A
SB T A A
SB APPROACH A A
OVERALL A A
Lake/Site Access
(stop sign)
NB LT/RT B C
WB LT/T A A
OVERALL A A
(Split northbound and southbound phases)
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TABLE 6
Long Range (2035) Total Peak Hour Operation
Intersection Movement Level of Service
AM PM
Prospect/Whitcomb
(signal)
EB LT A (A) D (D)
EB T A (A) B (B)
EB T/RT A (A) B (B)
EB APPROACH A (A) B (B)
WB LT A (B) C (B)
WB T A (A) C (C)
WB T/RT A (A) C (C)
WB APPROACH A (A) C (C)
NB LT/T/RT D (D) C (E)
SB LT/T D (D) F (E)
SB RT D (D) C (D)
SB APPROACH D (D) F (E)
OVERALL A (B) E (C)
Shields/Lake
(signal)
WB LT E E
WB RT A D
WB APPROACH E E
NB T A A
NB T/RT A A
NB APPROACH A A
SB LT A A
SB T A A
SB APPROACH A A
OVERALL A A
Lake/Site Access
(stop sign)
NB LT/RT B C
WB LT/T A A
OVERALL A A
(Split northbound and southbound phases)
SHORT RANGE (2021) AND
LONG RANGE (2035) GEOMETRY Figure 11
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Prospect
Shields
Whitcomb
- Denotes Lane
Lake
Site Access
required
required
Standard at Fort Collins TIS, November 2016
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peak hour and 115 percent to the afternoon peak hour short range northbound right-turn
movement at the Shields/Lake intersection. The Standard at Fort Collins project adds 6
percent to the morning peak hour and 65 percent to the afternoon peak hour short
range westbound right-turn movement at the Prospect/Whitcomb intersection. Since, it
is not feasible to install these right-turn lanes without acquiring right-of-way, the
following mitigation factors will be implemented:
Residents (students) have Transfort passes and MAX passes.
776 bicycle spaces will be within the development. 287 bicycle spaces are to be
located outside on the site and 489 bicycle spaces are to be enclosed
somewhere in the buildings. Secure, covered bicycle parking will encourage
visitors to utilize bicycles as a mode of travel.
On-site management staff will offer an educational program for residents that
promotes use of public transportation, walking, and bicycling.
An enlarged 10 foot detached shared bike/ped sidewalk will be built along the
Standard at Fort Collins frontage to match the West Central Area Plan.
The Standard at Fort Collins is providing two north-south pedestrian/bike
connections between Prospect Road and Lake Street to encourage residents
and the general public to walk and/or bike.
Three parking spaces will be made available for a car sharing service (Zipcar or
similar).
A Transfort bus stop will be installed on Prospect Road along the site frontage.
Pedestrian Level of Service
Appendix H shows a map of the area that is within 1320 feet of the Standard at
Fort Collins site. The Standard at Fort Collins site is located within an area termed as a
“pedestrian district,” which sets the level of service threshold at LOS A for all measured
categories, except for street crossing at LOS B. There are three destination areas
within 1320 feet of the proposed Standard at Fort Collins: 1) the Colorado State
University Campus; 2) the residential neighborhood west of the site; and 3) the
residential neighborhood to the southwest of the site. It is likely that the interaction
between this development and destinations 2 and 3 will be minimal. In the short range
future, directness and continuity cannot be achieved to destinations 2 and 3.
Acceptable pedestrian level of service will be achieved for all pedestrian destinations
when Lake Street and Prospect Road are installed per the West Central Area Plan.
Appendix H contains a Pedestrian LOS Worksheet.
Bicycle Level of Service
Based upon Fort Collins bicycle LOS criteria, there is one destination area (CSU)
within 1320 feet of the Standard at Fort Collins. The bicycle level of service is acceptable.
The bicycle LOS Worksheet is provided in Appendix H. There will be bicycle storage
facilities on site.
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Transit Level of Service
Currently, Transfort does not provide service on this segment of Prospect Road.
The nearest Routes are Routes 2, 7, 19, and 32 at the Prospect/Shields intersection
and Around the Horn at the Prospect/Centre intersection. According to the “West
Central Area Plan,” there will be transit stops on Lake Street and Prospect Road in the
future.
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IV. CONCLUSIONS/RECOMMENDATIONS
This study assessed the impacts of the Standard at Fort Collins development on
the short range (2021) and long range (2035) street system in the vicinity of the proposed
development. As a result of this analysis, the following is concluded:
The development of the Standard at Fort Collins site is feasible from a traffic
engineering standpoint. At full development, the Standard at Fort Collins site will
generate approximately 2120 daily vehicle trip ends, 152 morning peak hour
vehicle trip ends, and 336 afternoon peak hour vehicle trip ends.
Current operation at the Prospect/Whitcomb and Shields/Lake intersections is
acceptable, with phasing adjustments.
In the short range (2021) future, given development of the Standard at Fort
Collins site and an increase in background traffic, the key intersections operate
acceptably with existing control, geometry, and a phasing adjustment at the
Prospect/Whitcomb intersection in the morning and afternoon peak hours.
In the long range (2035) future, given development of the Standard at Fort
Collins site and an increase in background traffic, the key intersections operate
acceptably with existing control, geometry and a phasing adjustment at the
Prospect/Whitcomb intersection in the morning and afternoon peak hours.
The geometry at the key intersections is shown in Figure 11. The new cross
section of Lake Street will be in accordance with the “West Central Area Plan.”
Acceptable level of service is achieved for bicycles based upon the measures in the
multi-modal transportation guidelines. In the short range future, directness and
continuity cannot be achieved to destinations 2 and 3 for pedestrian level of
service. However, it is unlikely that there will be interactions between this
development and destinations 2 and 3. Acceptable pedestrian level of service
will be achieved for all pedestrian destinations when Lake Street and Prospect
Road are installed per the “West Central Area Plan.”