TIMBERVINE TRANSPORTATION IMPACT STUDY FORT COLLINS, COLORADO JANUARY Prepared for:

Transcription

1 TIMBERVINE TRANSPORTATION IMPACT STUDY FORT COLLINS, COLORADO JANUARY 2014 Prepared for: Hartford Companies 1218 W. Ash Street Suite A Windsor, Co Prepared by: DELICH ASSOCIATES 2272 Glen Haven Drive Loveland, CO Phone: FAX: Project # 1383

2 TABLE OF CONTENTS I. INTRODUCTION... 1 II. EXISTING CONDITIONS... 2 Land Use... 2 Streets... 2 Existing Traffic... 5 Existing Operation... 5 Pederstrian Facilities... 9 Bicycle Facilities... 9 Transit Facilities... 9 III. PROPOSED DEVELOPMENT Trip Generation Trip Distribution Background Traffic Projections Trip Assignment Signal Warrants Operation Analysis Vine/Lemay Adequate Public Facilities Geometry Pedestrian Level of Service Bicycle Level of Service Transit Level of Service IV. CONCLUSIONS LIST OF TABLES 1. Current Peak Hour Operation Trip Generation Short Range (2018) Background Peak Hour Operation Long Range (2035) Background Peak Hour Operation Short Range (2018) Total Peak Hour Operation Long Range (2035) Total Peak Hour Operation Short Range (2018) Base Condition Peak Hour Operation Short Range (2018) Base Condition Plus Site Traffic Peak Hour Operation ASSOCIATES

3 LIST OF FIGURES 1. Site Location Existing Geometry Recent Peak Hour Traffic Adjusted/Balanced Recent Peak Hour Traffic Site Plan Trip Distribution Short Range (2018) Background Peak Hour Traffic Long Range (2035) Background Peak Hour Traffic Short Range (2018) Site Generated Peak Hour Traffic Long Range (2035) Site Generated Peak Hour Traffic Short Range (2018) Total Peak Hour Traffic Long Range (2035) Total Peak Hour Traffic Lemay/Vine Base Condition Peak Hour Traffic TimberVine Site Generated Peak Hour Traffic Lemay/Vine Base Condition Plus Site Peak Hour Traffic Short Range (2018) Geometry Long Range (2035) Geometry APPENDICES A. Base Assumptions Form B. Peak Hour Traffic Counts C. Current Peak Hour Operation/Level of Service Descriptions/Fort Collins Motor Vehicle LOS Standards (Intersections) D. Signal Warrants E. Short Range (2018) Background Peak Hour Operation F. Long Range (2035) Background Peak Hour Operation G. Short Range (2018) Total Peak Hour Operation H. Long Range (2035) Total Peak Hour Operation I. Pedestrian/Bicycle Level of Service Worksheets ASSOCIATES

4 I. INTRODUCTION This transportation impact study (TIS) addresses the capacity, geometric, and control requirements at and near the proposed TimberVine development. The proposed TimberVine site is located north of International Boulevard and west of Timberline Road in Fort Collins, Colorado. TimberVine is a residential development. During the course of the analysis, numerous contacts were made with the owner (Hartford Companies), the project planning consultant engineer (Russell + Mills Studios), the project engineer consultant (Merrick), Fort Collins Traffic Engineering, and Fort Collins Transportation Planning. The Transportation Impact Study Base Assumptions form and related documents are provided in Appendix A. This study generally conforms to the format set forth in the Fort Collins TIS Guidelines in the Larimer County Urban Area Street Standards (LCUASS). Due to the trip generation, this is a full transportation impact study. 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 ASSOCIATES Page 1

5 II. EXISTING CONDITIONS The location of the TimberVine development 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, industrial, and agricultural/open. There are residential uses to the east and west of the site. The Burlington Northern Railroad tracks are to the north of the site. There is open land to the south which is part of a business park. The proposed TimberVine site is currently vacant. The center of Fort Collins lies to the southwest of the proposed TimberVine site. Streets The primary streets near the TimberVine site are Timberline Road, Vine Drive, International Boulevard, Mulberry Street, and Lincoln Avenue. Figure 2 shows a schematic of the existing geometry at the Timberline/Vine, Timberline/International, Timberline/Lincoln, and Timberline/Mulberry intersections. Timberline Road is to the east of the proposed TimberVine site. It is a north-south street classified as a four-lane arterial according to the Fort Collins Master Street Plan. Currently, Timberline Road has a two-lane cross section, approximately 500 feet north of Lincoln Avenue and the four-lane cross section, to the south in this area. At the Timberline/Vine intersection, Timberline Road has all movements combined into a single lane. At the Timberline/International intersection, Timberline Road has a northbound left-turn lane, a through lane in each direction, and a southbound right-turn lane. At the Timberline/Lincoln intersection, Timberline Road has a northbound and southbound leftturn lane, two through lanes in each direction. At the Timberline/Mulberry intersection, Timberline has northbound dual left-turn lanes, a southbound left-turn lane, two through lanes in each direction, and a northbound and a southbound right-turn lane. The Timberline/Vine intersection has all-way stop control. The Timberline/International and Timberline/Lincoln have stop sign control on International and Lincoln, respectively. The Timberline/Mulberry intersection has signal control. The posted speed limit in this area of Timberline Road is 35 mph, north of International Boulevard, and 45 mph, south of International Boulevard. Vine Drive is to the north of the proposed TimberVine site. It is an east-west street classified as a two-lane collector according to the Fort Collins Master Street plan. Currently, Vine Drive has a two-lane cross section. At the Timberline/Vine intersection, Vine Drive has all movements combined into a single lane. The posted speed limit in this area of Vine Drive is 45 mph. ASSOCIATES Page 2

6 Mountain Vista Lemay Avenue TimberVine Timberline Road Vine Drive BURLINGTON NORTHERN RAILROAD Mulberry Street SCALE: 1"=2000' SITE LOCATION Figure 1 DELICH ASSOCIATES TimberVine TIS, January 2014 Page 3

7 Vine Drive International Boulevard Timberline Road - Denotes Lane Lincoln Avenue Mulberry Street EXISTING GEOMETRY Figure 2 DELICH ASSOCIATES TimberVine TIS, January 2014 Page 4

8 International Boulevard is to the south of the proposed TimberVine site. It is an east-west street classified as a two-lane arterial according to the Fort Collins Master Street plan. International Boulevard only has a west leg at the Timberline/International intersection. Currently, International Boulevard has a two-lane cross section with a center median. At the Timberline/International intersection, International Boulevard has an eastbound left-turn lane and an eastbound right-turn lane. The posted speed limit in this area on International Boulevard is 30 mph. Lincoln Avenue is to the south of the proposed TimberVine site. It is an eastwest street classified as a two-lane arterial, west of Timberline Drive, and a two-lane collector, east of Timberline Drive according to the Fort Collins Master Street plan. Currently, Lincoln Avenue has a two-lane cross section. At the Timberline/Lincoln intersection, Lincoln Avenue has an eastbound left-turn lane, an eastbound through/right-turn lane, and westbound all movements are combined into a single lane. The posted speed limit in this area of Lincoln Avenue is 35 mph. Mulberry Street is to the south of the proposed TimberVine site. It is an eastwest street classified as a six-lane arterial according to the Fort Collins Master Street plan. According to CDOT Mulberry Street is a NR-B west of Timberline Road and an E- X, east of Timberline Road. Currently, Mulberry Street has a four-lane cross section. At the Timberline/Mulberry intersection, Mulberry Street has an eastbound and westbound left-turn lane, two through lanes in each direction and an eastbound and westbound right-turn lane. The posted speed limit in this area of Mulberry Street is 55 mph. Existing Traffic Recent morning and afternoon peak hour traffic volumes are shown in Figure 3. The traffic counts at the Timberline/Vine intersection were obtained in May 2013 while school was in session. The traffic counts at the Timberline/Mulberry intersection were obtained in February 2013 by the City of Fort Collins. The traffic counts at the Timberline/International and Timberline/Lincoln intersections were obtained in October Raw traffic count data are provided in Appendix B. Since the counts were done on different days, the counts were adjusted/balanced between the Timberline/Lincoln and Timberline/Mulberry intersections. The adjusted/balanced recent peak hour traffic is shown in Figure 4. Existing Operation The Timberline/Vine, Timberline/International, Timberline/Lincoln, and Timberline/Mulberry intersections were evaluated using techniques provided in the 2010 Highway Capacity Manual. Using the morning and afternoon peak hour traffic shown in Figure 4, the peak hour operation is shown in Table 1. Calculation forms are provided in Appendix C. The key intersections are currently operating acceptably with existing control and geometry in the morning and afternoon peak hours, except for the ASSOCIATES Page 5

9 Vine Drive 56/44 223/127 6/6 29/48 81/168 83/72 7/4 163/ /49 77/ /226 37/66 AM/PM 164/71 186/433 44/11 471/338 International Boulevard 17/16 162/100 Timberline Road Lincoln Avenue 115/74 516/337 5/3 36/110 15/41 135/293 5/9 6/22 0/0 305/ /316 9/3 Mulberry Street 138/89 365/ /232 46/76 623/ / / / / / /353 92/160 RECENT PEAK HOUR TRAFFIC Figure 3 DELICH ASSOCIATES TimberVine TIS, January 2014 Page 6

10 Vine Drive 56/44 223/127 6/6 29/48 81/168 83/72 7/4 163/ /49 77/ /226 37/66 AM/PM 164/71 186/433 44/11 471/338 International Boulevard 17/16 162/100 Timberline Road Lincoln Avenue 115/74 507/344 5/3 36/110 15/41 133/300 5/9 6/22 0/0 304/ /327 9/3 Mulberry Street 141/87 372/ /227 46/74 623/ / / / / / /341 92/160 ADJUSTED/BALANCED RECENT PEAK HOUR TRAFFIC Figure 4 DELICH ASSOCIATES TimberVine TIS, January 2014 Page 7

11 Intersection Timberline/Vine (stop sign) Timberline/International (stop sign) Timberline/Lincoln (stop sign) Timberline/Mulberry (signal) TABLE 1 Current Peak Hour Operation Movement Level of Service AM PM EB LT/T/RT B C WB LT/T/RT C B NB LT/T/RT B D SB LT/T/RT C B EB LT D C EB RT C B EB APPROACH C B NB LT A A EB LT F F EB T/RT F F EB APPROACH F F WB LT/T/RT F D NB LT B A SB LT A A EB LT D E EB T C D EB RT B C EB APPROACH C D WB LT D E WB T C B WB RT B A WB APPROACH C C NB LT D E NB T D D NB RT D D NB APPROACH D D SB LT D E SB T/RT D D SB APPROACH D D OVERALL C D ASSOCIATES Page 8

12 Timberline/Lincoln intersection. 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. This site is in an area termed low density mixed use district on the Fort Collins Structure Plan. However, the existing key intersections are in an area termed all other areas on the Fort Collins Structure Plan. In areas termed all other areas, acceptable operation at signalized intersections during the peak hours is defined as level of service D or better overall and level of service E for any leg or any movement. At arterial/collector and arterial/local stop sign controlled intersections, acceptable operation is considered to be at level of service E for any approach leg, which is considered to be normal in an urban environment. At arterial/arterial and collector/local stop sign controlled intersections, acceptable operation is considered to be at level of service C for any approach leg. At the Timberline/Lincoln intersection, the calculated delay for the morning peak hour eastbound and westbound approaches and afternoon peak hour eastbound approach was commensurate with level of service F. This is considered to be normal during the peak hours at stop sign controlled intersections along arterial streets. Pedestrian Facilities There are sidewalks along the north side of International Boulevard and the east side of Timberline Road, south of International Boulevard. It is expected that as properties in this area are developed or redeveloped, sidewalks will be installed as part of the street/property infrastructure. Bicycle Facilities Bicycle lanes exist along Timberline Road and Vine Drive, within the study area. Transit Facilities Currently, this area of Fort Collins is not served by Transfort. The closest route is Route 14 with a stop at the Timberline/Donella intersection. ASSOCIATES Page 9

13 III. PROPOSED DEVELOPMENT The TimberVine is a residential development with 168 single family dwelling units. Figure 5 shows a site plan of the TimberVine development. The short range analysis (Year 2018) includes full development of the TimberVine site 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 2035 and reflects the future realigned Vine Drive from North College Avenue to the existing Vine Drive to the east. The long range also reflects the future International Boulevard connection to Lincoln Avenue. The site plan shows that TimberVine with have access to International Boulevard and Mackinac Street. Trip Generation Trip generation is important in considering the impact of a development such as this upon the existing and proposed street system. Trip generation for Single Family Home (Code 210) in Trip Generation, 9 th Edition, ITE was used to estimate the trips that would be generated by the proposed TimberVine development in the short range (2018) future. A trip is defined as a one-way vehicle movement from origin to destination. The calculated trip generation is 1692 daily trip ends; 127 morning peak hour trip ends; and 168 afternoon peak hour trip ends. Table 2 shows the expected trip generation on a daily and peak hour basis. Code Use Size TABLE 2 Trip Generation AWDTE AM Peak Hour PM Peak Hour Rate Trips Rate In Rate Out Rate In Rate Out 210 Single-Family Detached 168 D.U. EQ EQ. 32 EQ. 95 EQ. 106 EQ. 62 Trip Distribution Trip distribution for the TimberVine was based on existing/future travel patterns, land uses in the area, consideration of trip attractions/productions in the area, and engineering judgment. Figure 6 shows the trip distribution for the short range (2018) and long range (2035) analysis futures. The trip distribution was agreed to by City of Fort Collins staff in the scoping meeting. ASSOCIATES Page 10

14 Mountain Vista Lemay Avenue TimberVine Timberline Road 10% Vine Drive 5% BURLINGTON NORTHERN RAILROAD 5% 10% Mulberry Street 20% 35% 15% SCALE: 1"=2000' TRIP DISTRIBUTION Figure 6 DELICH ASSOCIATES TimberVine TIS, January 2014 Page 12

15 Background Traffic Projections Figure 7 shows the short range (2018) background peak hour traffic projections. Background traffic projections for the short range were obtained by reviewing the North Front Range Regional Transportation Plan, engineering judgment, and various traffic studies prepared for this area of Fort Collins. Based upon these sources, it was determined that the traffic volumes would increase by approximately 1.5 percent per year. Figure 8 shows the long range (2035) background peak hour traffic projections. This reflects completion of the future Vine Drive and International Boulevard, as shown in the Fort Collins Master Street Plan. The Fort Collins Master Street Plan shows Vine Drive as a four-lane arterial street. The traffic forecasts shown in Figure 8 do not indicate the need for a four-lane arterial street by the year The four-lane arterial street, shown on the Master Street Plan, is due to a potential interchange with I-25 at Vine Drive or other significant development east of I-25. In discussions with various Fort Collins staff, this interchange is not likely to occur by the year 2035, if at all. Significant development, east of I-25, is not likely to occur by 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 9 and 10 show the respective short range (2018) and long range (2035) site generated peak hour traffic assignment. Figures 11 and 12 show the respective short range (2018) and long range (2035) total (site plus background) peak hour traffic assignment. 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. For the roads in the vicinity of the TimberVine development, four hour and/or eight hour signal warrants are applicable. These warrants require much data and are applied when the traffic is actually on the area road system. It is acknowledged that peak hour signal warrants should not be applied, but since the peak hour forecasts are readily available in a traffic impact study, it is reasonable to use them to get an idea whether other signal warrants may be met. If peak hour signal warrants will not be met at a given intersection, it is reasonable to conclude that it is not likely that other signal warrants would be met. If peak hour signal warrants are met, it merely indicates that further evaluation should occur in the future as the development occurs. However, a judgment can be made that some intersections will likely meet other signal warrants. ASSOCIATES Page 13

16 Vine Drive 57/47 240/137 6/6 32/54 88/190 90/82 8/4 167/ /53 80/ /243 40/71 AM/PM 164/71 200/466 44/11 507/364 International Boulevard 17/16 162/100 Timberline Road Lincoln Avenue 124/80 546/371 5/3 39/119 16/44 143/323 5/10 6/24 0/0 327/ /352 10/3 Mulberry Street 152/94 401/ /245 50/80 671/ / / / / / /367 99/172 SHORT RANGE (2018) BACKGROUND PEAK HOUR TRAFFIC Figure 7 DELICH ASSOCIATES TimberVine TIS, January 2014 Page 14

17 New Vine Drive 145/ /265 75/ / / /150 95/70 145/ /90 140/ /435 75/140 AM/PM Rounded to Nearest 5 Vehicles International Boulevard 95/45 660/475 50/100 35/65 30/80 250/160 Timberline Road 230/145 40/30 70/50 100/60 260/610 50/100 Lincoln Avenue 155/ /505 10/10 45/160 20/50 185/420 10/15 10/30 5/5 425/ /495 15/10 Mulberry Street 185/ / /320 75/ / / / / / / / /225 LONG RANGE (2035) BACKGROUND PEAK HOUR TRAFFIC Figure 8 DELICH ASSOCIATES TimberVine TIS, November 2013 Page 15

18 AM/PM 5/16 33/22 14/9 19/13 22/74 10/6 66/44 5/3 9/6 5/3 3/11 Vine Drive 2/5 2/5 25/85 7/21 International Boulevard 19/12 76/50 Timberline Road Lincoln Avenue 3/11 Mulberry Street 11/37 6/21 SHORT RANGE (2018) SITE GENERATED PEAK HOUR TRAFFIC Figure 9 DELICH ASSOCIATES TimberVine TIS, January 2014 Page 16

19 AM/PM 5/16 14/9 14/9 19/13 16/53 10/6 47/31 9/6 5/3 3/11 Vine Drive 2/5 19/64 5/16 International Boulevard 14/9 57/37 Timberline Road Lincoln Avenue 3/11 Mulberry Street 5/16 6/21 LONG RANGE (2035) SITE GENERATED PEAK HOUR TRAFFIC Figure 10 DELICH ASSOCIATES TimberVine TIS, January 2014 Page 17

20 Vine Drive 57/47 243/148 6/6 32/54 88/190 92/87 8/4 167/ /58 85/ /249 45/74 AM/PM 189/ /466 51/32 507/364 International Boulevard 36/28 238/150 Timberline Road Lincoln Avenue 134/86 612/415 5/3 42/130 16/44 143/323 5/10 6/24 0/0 327/ /426 10/3 Mulberry Street 185/ / /258 61/ / / / / / / /383 99/172 SHORT RANGE (2018) TOTAL PEAK HOUR TRAFFIC Figure 11 DELICH ASSOCIATES TimberVine TIS, January 2014 Page 18

21 New Vine Drive 145/ /275 75/ / / /150 95/70 145/ /95 140/ /440 80/145 AM/PM Rounded to Nearest 5 Vehicles International Boulevard 100/60 660/475 50/100 50/75 30/80 310/195 Timberline Road 250/210 40/30 70/50 100/60 260/610 50/100 Lincoln Avenue 165/ /535 10/10 50/170 20/50 185/420 10/15 10/30 5/5 425/ /550 15/10 Mulberry Street 200/ / /335 80/ / / / / / / / /225 LONG RANGE (2035) TOTAL PEAK HOUR TRAFFIC Figure 12 DELICH ASSOCIATES TimberVine TIS, October 2013 Page 14

22 Using the short range (2018) total peak hour traffic (Figure 11), the peak hour signal warrant will not be met in the morning and afternoon peak hours at the Timberline/Vine intersection. Therefore, it is unlikely that other signal warrants will be met in the short range (2018) future. In discussions with City staff, a signal at the existing Timberline/Vine intersection is not desired. At the Timberline/International intersection, the peak hour signal warrant will not be met in the morning and afternoon peak hours. Therefore, it is unlikely that other signal warrants will be met in the short range (2018) future. The Timberline/Lincoln intersection does not meet signal spacing and will not be signalized. The peak hour signal warrant analyses are provided in Appendix D. Using the long range (2035) total peak hour traffic (Figure 12), the peak hour signal warrant will likely be met in the morning and afternoon peak hours at the Timberline/New Vine and at the Timberline/International intersections. Based on the peak hour signal warrant, it is likely that other volume based signal warrants would be met at the Timberline/New Vine and Timberline/International intersection. Therefore, the Timberline/New Vine and Timberline/International intersections were analyzed with signal control in the long range (2035) future. Other key unsignalized intersections do not meet signal spacing and will not be signalized. The peak hour signal warrant analyses are provided in Appendix D. Operation Analysis Capacity analyses were performed at the Timberline/Vine, Timberline/International, Timberline/Lincoln, Timberline/Mulberry, Timberline/New Vine, and International/Site Access intersections. The operations analyses were conducted for the short range and long range futures, reflecting year 2018 and 2035 conditions, respectively. Using the traffic volumes shown in Figure 7, the Timberline/Vine, Timberline/International, Timberline/Lincoln, and Timberline/Mulberry intersections operate in the short range (2018) background traffic future as indicated in Table 3. Calculation forms for these analyses are provided in Appendix E. The key intersections will operate acceptably with the existing control and geometry, except the Timberline/Lincoln intersection. The Timberline/Lincoln intersection calculated delay for the morning peak hour eastbound and westbound approaches was commensurate with level of service F and the afternoon eastbound approach and westbound approach was commensurate with level of service F and E, respectively. The Timberline/Vine intersection calculated delay for the afternoon peak hour northbound approach was commensurate with level of service E. This is considered to be normal during the peak hours at stop sign controlled intersections along arterial streets. Using the traffic volumes shown in Figure 8, the Timberline/New Vine, Timberline/International, Timberline/Lincoln, and Timberline/Mulberry intersections operate in the long range (2035) background traffic future as indicated in Table 4. Calculation forms for these analyses are provided in Appendix F. The key intersections will operate acceptably, except the Timberline/Lincoln intersection. ASSOCIATES Page 20

23 Intersection Timberline/Vine (stop sign) Timberline/International (stop sign) Timberline/Lincoln (stop sign) Timberline/Mulberry (signal) TABLE 3 Short Range (2018) Background Peak Hour Operation Movement Level of Service AM PM EB LT/T/RT C C WB LT/T/RT C C NB LT/T/RT C E SB LT/T/RT C C EB LT D C EB RT C B EB APPROACH C B NB LT A A EB LT F F EB T/RT F F EB APPROACH F F WB LT/T/RT F E NB LT B A SB LT A A EB LT D E EB T C D EB RT C A EB APPROACH C D WB LT D E WB T C A WB RT B A WB APPROACH C A NB LT D E NB T D E NB RT D A NB APPROACH D E SB LT E E SB T/RT D D SB APPROACH D D OVERALL D D ASSOCIATES Page 21

24 Intersection Timberline/New Vine (signal) Timberline/International (signal) Continued on next page TABLE 4 Long Range (2035) Background Peak Hour Operation Level of Service Movement AM PM EB LT C C EB T D C EB RT A C EB APPROACH D C WB LT C C WB T D D WB RT A A WB APPROACH D D NB LT A B NB T B B NB RT B B NB APPROACH B B SB LT B B SB T B B SB RT B B SB APPROACH B B OVERALL C C EB LT B B EB T/RT B B EB APPROACH B B WB LT B B WB T/RT B B WB APPROACH B B NB LT B B NB T A A NB RT A A NB APPROACH A A SB LT A A SB T A A SB RT A A SB APPROACH A A OVERALL B B ASSOCIATES Page 22

25 Continued from previous page TABLE 4 Long Range (2035) Background Peak Hour Operation Intersection Movement Level of Service AM PM EB LT F F EB T/RT F F Timberline/Lincoln EB APPROACH F F (stop sign) WB LT/T/RT F E NB LT B A SB LT A A Timberline/Mulberry (signal) EB LT D E EB T C D EB RT C A EB APPROACH C D WB LT D E WB T C A WB RT B A WB APPROACH C A NB LT D E NB T D E NB RT D A NB APPROACH D E SB LT E E SB T/RT D D SB APPROACH B C OVERALL C C ASSOCIATES Page 23

26 Using the traffic volumes shown in Figure 11, the Timberline/Vine, Timberline/International, Timberline/Lincoln, and Timberline/Mulberry intersections operate in the short range (2018) total traffic future as indicated in Table 5. Calculation forms for these analyses are provided in Appendix G. The key intersections will operate acceptably with the existing control, except the Timberline/Lincoln intersection. At the Timberline/Lincoln intersection, the calculated delay for the morning peak hour eastbound and westbound approaches was commensurate with level of service F and the afternoon eastbound approach and westbound approach was commensurate with level of service F and E, respectively. At the Timberline/Vine intersection, the calculated delay for the afternoon peak hour northbound approach was commensurate with level of service E. This is considered to be normal during the peak hours at stop sign controlled intersections along arterial streets. Using the traffic volumes shown in Figure 12, the Timberline/New Vine, Timberline/International, Timberline/Lincoln, and Timberline/Mulberry intersections operate in the long range (2035) total traffic future as indicated in Table 6. Calculation forms for these analyses are provided in Appendix H. The key intersections will operate acceptably, except the Timberline/Lincoln intersection. Vine/Lemay Adequate Public Facilities Proposed developments in northeast Fort Collins are required to address the operation at the Vine/Lemay intersection. This intersection has operational and geometric constraints that may create an adequate public facilities (APF) issue. Succinctly, if this intersection does not meet the overall level of service (LOS) criteria, then a development may add traffic such that the overall intersection delay is not increased by more than 2 percent over the base condition. The intersection falls under the operational criteria of commercial corridor. In this area, acceptable operation at signalized intersections during the peak hours is defined as level of service D or better for the overall intersection. City of Fort Collins Traffic Operations staff has developed the base condition. The base condition is described as the current traffic (2012) plus traffic from those development projects that have a commitment at this intersection. Figure 13 shows the base condition peak hour traffic. Table 7 shows the operation at the Vine/Lemay intersection using the base condition and the 2000 Highway Capacity Manual. Calculation forms are provided in Appendix I. In the morning and afternoon peak hours, this intersection meets the overall level of service criteria. Therefore, under the base condition, there is not an APF issue at this intersection. Figure 14 shows the TimberVine site generated peak hour traffic at the Vine/Lemay intersection. Figure 15 shows the base condition plus the site traffic at the Vine/Lemay intersection. Table 8 shows the base condition plus site traffic operation at the Vine/Lemay intersection. Calculation forms are provided in Appendix J. In the morning and afternoon peak hours, this intersection continues to meet the overall level of service criteria. Therefore, there is not an APF issue at the Vine/Lemay intersection. ASSOCIATES Page 24

27 Intersection Timberline/Vine (stop sign) Timberline/International (stop sign) Timberline/Lincoln (stop sign) Timberline/Mulberry (signal) TABLE 5 Short Total (2018) Total Peak Hour Operation Movement Level of Service AM PM EB LT/T/RT C D WB LT/T/RT C C NB LT/T/RT C E SB LT/T/RT C C EB LT E D EB RT C B EB APPROACH C C NB LT A A EB LT F F EB T/RT F F EB APPROACH F F WB LT/T/RT F E NB LT B A SB LT A A EB LT E E EB T C D EB RT C C EB APPROACH C D WB LT D E WB T C B WB RT B A WB APPROACH C C NB LT D E NB T D D NB RT D D NB APPROACH D D SB LT E E SB T/RT E D SB APPROACH E D OVERALL D D ASSOCIATES Page 25

28 Intersection Timberline/New Vine (signal) Timberline/International (signal) Continued on next page TABLE 6 Long Range (2035) Total Peak Hour Operation Movement Level of Service AM PM EB LT C C EB T D C EB RT A C EB APPROACH D C WB LT C C WB T D D WB RT A A WB APPROACH D D NB LT A B NB T B B NB RT B B NB APPROACH B B SB LT B B SB T B B SB RT B B SB APPROACH B B OVERALL C C EB LT B B EB T/RT B B EB APPROACH B B WB LT B B WB T/RT B B WB APPROACH B B NB LT B B NB T A A NB RT A A NB APPROACH A A SB LT A A SB T A A SB RT A A SB APPROACH A A OVERALL B B ASSOCIATES Page 26

29 Continued from previous page TABLE 6 Long Range (2035) Total Peak Hour Operation Intersection Movement Level of Service AM PM EB LT F F EB T/RT F F Timberline/Lincoln EB APPROACH F F (stop sign) WB LT/T/RT F E NB LT B A SB LT A A Timberline/Mulberry (signal) EB LT D E EB T C D EB RT C A EB APPROACH C D WB LT D E WB T C A WB RT B A WB APPROACH C A NB LT D E NB T D E NB RT D A NB APPROACH D E SB LT E E SB T/RT D D SB APPROACH B C OVERALL C C ASSOCIATES Page 27

30 AM/PM Lemay Avenue Vine Drive 44/36 651/621 50/90 23/55 111/238 72/90 114/ / /93 36/97 360/817 41/131 LEMAY/VINE BASE CONDITION PEAK HOUR TRAFFIC Figure 13 DELICH ASSOCIATES TimberVine TIS, January 2014 Page 28

31 Intersection Lemay/Vine (signal) TABLE 7 Short Range (2018) Base Condition Peak Hour Operation Movement Level of Service AM PM EB LT D D EB T/RT D D EB APPROACH D D WB LT D F WB T/RT D D WB APPROACH D E NB LT/T/RT A D SB LT/T/RT B C OVERALL C D TABLE 8 Short Range (2018) Base Condition Plus Site Traffic Peak Hour Operation Level of Service Intersection Movement AM PM Lemay/Vine (signal) EB LT D D EB T/RT D D EB APPROACH D D WB LT D F WB T/RT D D WB APPROACH D E NB LT/T/RT A D SB LT/T/RT B C OVERALL C D ASSOCIATES Page 29

32 AM/PM Lemay Avenue Vine Drive 1/2 1/2 2/1 2/1 1/1 0/1 TIMBERVINE SITE GENERATED PEAK HOUR TRAFFIC Figure 14 DELICH ASSOCIATES TimberVine TIS, January 2014 Page 30

33 AM/PM Lemay Avenue Vine Drive 44/36 651/621 51/92 23/55 111/240 72/90 116/ / /94 36/97 360/817 41/132 LEMAY/VINE BASE CONDITION PLUS SITE PEAK HOUR TRAFFIC Figure 15 DELICH ASSOCIATES TimberVine TIS, January 2014 Page 31

34 Geometry Figure 16 shows a schematic of the short range (2018) geometry. This is the existing geometry at the key intersections. Even though Timberline Road is an arterial street, the northbound and southbound left-turn lanes at the Timberline/Vine intersections are not recommended in the short range future. The current alignment of Timberline Road is a temporary condition. Figure 17 shows a schematic of the long range (2035) geometry. It was assumed that the future Vine Drive will have a two-lane cross section with a center turn lane since the volumes do not support a four-lane cross section given the 2035 forecasts in this TIS. It is acknowledged that the Fort Collins Master Street Plan shows Future Vine Drive to be a 4-lane arterial street. Daily traffic forecasts from Fort Collins Transportation Planning indicate a daily volume of 17,000, between North College Avenue and Redwood Street; and a daily volume of 24,000, east of Redwood Street. These forecasts were developed with an interchange at I-25/Vine Drive. As mentioned earlier, this interchange may not be built or it may occur after It is recommended that the right-of-way for Future Vine Drive be dedicated, however, an interim 2-lane arterial cross section be developed that will accommodate the forecasted traffic plus a times volume contingency. Pedestrian Level of Service Appendix K shows a map of the area that is within 1320 feet of the TimberVine development. There are three pedestrian destinations within 1320 feet of the TimberVine development. These are: 1) the residential area to the east; 2) the residential area to the west; and 3) the business park to the south. The TimberVine site is located within an area termed as transit corridor, which sets the level of service threshold at LOS B for directness and security and LOS C for all other measured categories. Pedestrian level of service is achieved for all pedestrian destinations. The Pedestrian LOS Worksheet is provided in Appendix K. Bicycle Level of Service Appendix K shows a map of the area that is within 1320 feet of the TimberVine development. There are no bicycle destinations within 1320 feet of the TimberVine development. The Bicycle LOS Worksheet is provided in Appendix I. The minimum level of service for this site is C. This site is connected to bike lanes on Timberline Road. Therefore, it is concluded that level of service C can be achieved. Transit Level of Service This area of Fort Collins is not served by Transfort. The closest route is Route 14 with a stop at the Timberline/Donella intersection. ASSOCIATES Page 32

35 Vine Drive International Boulevard Timberline Road - Denotes Lane Lincoln Avenue Mulberry Street SHORT RANGE (2018) GEOMETRY Figure 16 DELICH ASSOCIATES TimberVine TIS, January 2014 Page 33

36 IV. CONCLUSIONS This study assessed the impacts of the TimberVine on the street system in the vicinity of the proposed development in the short range (2018) and long range (2035) futures. As a result of this analysis, the following is concluded: - The development of the TimberVine is feasible from a traffic engineering standpoint. At full development, the TimberVine will generate approximately 1692 daily trip ends, 127 morning peak hour trip ends, and 168 afternoon peak hour trip ends. - Current operation at the Timberline/Vine, Timberline/International, and Timberline/Mulberry intersections is acceptable. Current operation at the Timberline/Lincoln intersection is at level of service F for the minor street movements. - The Timberline/Vine, Timberline/International, and Timberline/Lincoln intersections are currently unsignalized. It is not likely that volume based signal warrants would be met at the Timberline/Vine, Timberline/International, and Timberline/Lincoln intersections in the short range (2018) future. Using the long range (2035) total peak hour traffic forecasts, the peak hour signal warrant will likely be met in the morning and afternoon peak hours at the Timberline/Vine and Timberline/International intersections. Based on the peak hour signal warrant, it is likely that other volume based signal warrants would be met at these intersections in the long range (2035) future. - In the short range (2018) future, given development of the TimberVine and an increase in background traffic, the Timberline/Vine, Timberline/International, and Timberline/Mulberry intersections will operate acceptably with existing control and geometry. The Timberline/Lincoln intersection will operate at level of service F for the minor street movements. At the Timberline/Vine intersection, the calculated delay for the afternoon peak hour northbound approach will experience delays that are commensurate with level of service F. This is considered to be normal during the peak hours at stop sign controlled intersections along arterial streets. This will be a temporary condition. - In the long range (2035) future, given development of the TimberVine and an increase in background traffic, the Timberline/New Vine, Timberline/International, and Timberline/Mulberry intersections will operate acceptably. The Timberline/Lincoln intersection will operate at level of service F for minor street movements. - The short range (2018) geometry is shown in Figure 16. The long range (2035) geometry is shown in Figure Acceptable level of service is achieved for pedestrian, bicycle, and transit modes based upon the measures in the multi-modal transportation guidelines and future improvements to the street system in the area. ASSOCIATES Page 35

37 - The short range (2016) geometry is shown in Figure 14. The long range (2030) geometry is shown in Figure Acceptable level of service is achieved for bicycle and transit modes based upon the measures in the multi-modal transportation guidelines and future improvements to the street system in the area. Pedestrian level of service B is not achieved for all pedestrian destinations with regard to continuity. The practical limits of pedestrian improvements would be on the TimberVine site itself. ASSOCIATES Page 37