South College Avenue (US 287)
3.0
EXISTING CONDITIONS
3.1
Roadway Characteristics
Access Control Plan Update Report
The study area is an approximate 4.7 mile segment of US 287, known locally as South College
Avenue, from Carpenter Road (LCR 32) to Swallow Road. The City classifies South College
Avenue as a Major Arterial which includes such characteristics as three travel lanes in each
direction, a 19-foot raised and landscaped median, 8-foot bike lanes, two 10-foot parkway
buffers and 7-foot sidewalks.
South College Avenue is not constructed to this extent, however. The basic roadway
characteristics of South College Avenue differ to the north and south of Harmony Road (SH 68).
Between Harmony and Swallow Roads the corridor is extensively developed. There are three
through lanes in each direction of travel and a raised median, with left turn and right turn
deceleration lanes at numerous locations. Since a raised median exists in this area, numerous
access points are restricted to only right-in/right-out (RIRO) or ¾ movements (no outbound left
turns or cross traffic) in accordance with the existing US 287 Access Control Plan which was
approved in 1989.
Sidewalks exist throughout most of this segment. Bike lanes do not exist on South College
Avenue to the north of Harmony Road and cyclists are prohibited from riding on the street and
must use the frontage roads, sidewalks or the parallel street system.
To the south of Harmony Road, the density of development decreases. This segment of South
College Avenue is divided with two through lanes in each direction of travel. Left turn
deceleration lanes are provided on South College Avenue at all public road intersections. Right
turn deceleration lanes exist at most public intersections. At locations without a designated right
turn lane, the shoulder area is typically used for right turn movements. Between Harmony and
Carpenter Roads, the northbound and southbound directions are separated by a two-way left
turn lane (14’-16’) allowing full vehicle movements at most driveways and at public road
intersections. Sidewalks are not continuous when provided; however, 10’ shoulders offer
emergency parking and are used as bike lanes. Curb and gutter exists along the outside edge
of South College Avenue in most areas. Some elements of the existing Access Control Plan
have been achieved due to recent development but other planned improvements are no longer
feasible given recent land use decisions.
At several locations along South College Avenue, frontage roads parallel the highway. The
frontage roads are two-way and exist at the following locations:
►
►
►
►
►
►
North of Trilby Road to north of Skyway Drive - East Side
Skyway Drive to north of Saturn Drive – West Side
Smokey Street to north of Bueno Drive – East Side
South of Cameron Drive to north of Coronado Court – West Side
Fairway Lane to Palmer Drive/Mason Street – East Side
Monroe Drive to Swallow Road – West Side (not continuous)
Page 14
South College Avenue (US 287)
3.2
Access Control Plan Update Report
Traffic Control
Several types of traffic control exist along the corridor. Signalized, full movement, public street
intersections exist at 13 locations, while there are 7 full movement, unsignalized accesses.
There are also 4 restricted movement, unsignalized public street intersections with either ¾ and
RIRO movements. There are also several private access locations with full and restricted
movements.
3.3
Speed Limits
Two posted speed limits exist along South College Avenue as follows:
►
►
55 MPH – Carpenter Road (LCR 32) to Fairway Lane
40 MPH – Fairway Lane to Swallow Road
3.4
Functional Classification
Roadway segments are classified as a certain type based on the function that the roadway
provides. Certain roadways are meant to provide for travel through an area and, therefore,
mobility is the primary purpose. The primary purpose of some roadways, however, is to provide
access to individual properties. Following is a description of the typical roadway functional
classifications found in most communities:
Arterial roadways primarily provide mobility between two points. They can be two to six lanes
wide, typically carrying significant traffic volumes at higher speeds and for longer distances.
Access to abutting properties is a secondary function. An arterial functional classification is also
typically divided into two sub-categories, major and minor arterials. As these classifications
infer, roadway, laneage and right-of-way requirements and traffic volumes are
typically greater for the major arterial classification. Parking is not allowed on Arterial streets.
A Collector roadway serves both access and mobility functions. A collector street is two lanes
wide with speeds and traffic volumes less than an arterial street but greater than a local street.
Major and minor collectors also differ in the laneage and right-of-way requirements, and traffic
volume levels as their classifications imply. Minor collector streets allow on-street parking.
Local roadways serve primarily as a means of access to adjacent land uses, whether
residential, business or community facilities. They are typically low speed, two or three lanes
wide (with a center left turn lane) and carry relatively low traffic volumes. Local roadways allow
on-street parking.
Access Circulators are either public or private minor roadways or alleys whose main purpose
is to provide connectivity for passenger and service vehicles between other public facilities and
private properties. These facilities are not intended to provide for through vehicle travel.
Frontage Roads are two-lane streets and can be public right-of-way, either local or state
owned, serving for direct access to private property.
Page 15
South College Avenue (US 287)
Access Control Plan Update Report
The City of Fort Collins has classified South College Avenue as a Major Arterial (6 lanes). As
adjoining parcels re-develop, they will be required to provide sufficient right-of-way to construct
the Major Arterial cross-section. The cross-section features include:
►
3 - 12 foot travel lanes in each direction
►
1 - 8 foot bike lane in each direction
►
A 19 foot raised, landscaped median (7-foot median with a 12-foot left turn lane at major
intersections)
►
A seven foot sidewalk and a 10-foot parkway on both sides
►
141 feet of right-of-way (minimum)
The Transportation Commission of Colorado classifies South College Avenue as a Principal
Arterial. This roadway has also been designated by the State Transportation Commission and
the Federal Highway Administration as part of the National Highway System.
3.5
Access Category
The State Highway Access Code defines a system of eight classifications for all state highways
(see Table 3-1). These include an array of classifications to define roadways by the function that
the highway provides, by the type and number of access allowed and on the level of traffic the
roadway carries. South College Avenue is classified as a Non-Rural Regional Highway (NR-A)
between Carpenter Road (LCR 32) and Harmony Road, and as a Non-Rural Arterial (NR-B)
between Harmony Road and Swallow Road.
Table 3-1
Access Categories
F-W Interstate System, Freeway Facilities
E-X Expressway, Major Bypass
Rural
R-A Regional Highway
Non-Rural
NR-A Regional Highway
NR-B Arterial
R-B Rural Highway
NR-C Arterial
F-R Frontage Roads (both urban and rural)
Page 16
South College Avenue (US 287)
Access Control Plan Update Report
The major features of the NR-A classification are as follows:
Access Granting Criteria:
“...one access shall be granted per parcel if reasonable access
cannot be obtained from the local street or road system.” (Section
3.10 (2))
Desired Signal Spacing:
One-half mile intersection spacing for all public roadways and
other accesses that will be full movement, or have the potential for
signalization with good signal progression of 35% efficiency or
better, or existing signal progression not degraded. (Section 3.10
(3))
Additional Access:
Inbound left turns (¾movement) may be allowed if the addition of
left turns would improve operations at an adjacent full-movement
intersection, meet design criteria, and operational or safety
problems would not occur. Left turns would be prohibited if a nontraversable median is already established. (Section 3.10 (5))
“Additional right turn only access shall be allowed where required
acceleration and deceleration lanes can be provided, would
relieve an identified congestion condition on the local street or
road system, would not be detrimental to the safety and operation
of the highway, …and the additional access would not knowingly
cause a hardship to an adjacent property or interfere with the
location, planning and operation of the general street system.”
(Section 3.10 (6))
The major features of the NR-B classification are as follows:
Access Granting Criteria:
“...one access shall be granted to each parcel, if it does not create
safety or operational problems. The access will provide, as a
minimum, for right turns only. The access may have left turns in
(¾ movement) if the addition of left turns will improve operation at
an adjacent full movement intersection and meet appropriate
design standards, unless significant operational or safety
problems would occur” (Section 3.11 (2))
Desired Signal Spacing:
One-half mile with good signal progression of 30% efficiency or
better, or existing signal progression is not degraded. (Section
3.11 (2))
Additional Access:
“Additional right-turn-only access shall be allowed where required
auxiliary lanes can be provided. Additional right-turn-only access
may be allowed when it would relieve an identified congestion
condition on the local street or road system which cannot be
improved, and the parcel size or trip generation potential requires
additional access to maintain good highway traffic and land use
design.” (Section 3.11 (3))
Page 17
South College Avenue (US 287)
3.6
Access Control Plan Update Report
Existing Access Inventory
Access points along the corridor are public streets or private accesses for shopping centers and
clusters of retail establishments. A few private driveways exist that serve only a single family
dwelling or an individual business. Following is a summary of the access types along the
corridor:
Public Road Signalized Intersection (PRS) - Public road signalized intersections are at-grade,
full movement public road intersections with a traffic signal. The PRS accesses along South
College Avenue, from south to north are:
-
Carpenter Road (LCR 32)
Trilby Road
Skyway Drive
Cameron Drive / Fossil Creek Parkway
Harmony Road (SH 68)
Kensington Drive
Troutman Parkway
Boardwalk Drive
Bockman Drive
Horsetooth Road
Monroe Drive
Foothills Parkway
Swallow Road
Public Road Unsignalized Intersection (PRU) - Public road unsignalized intersections are atgrade, full or partial movement, public road intersections with stop control on the minor street
approaches. The PRU accesses along South College Avenue, from south to north, are:
-
Victoria Drive (RIRO) (east side only)
Triangle Drive (west side only) (to be signalized with future additional
development)
Saturn Drive
Smokey Street (east side only)
Crestridge Street (west side only)
Bueno Drive (east side only)
Fairway Lane
Mason Street/Palmer Drive
Pavillion Lane (¾ access) (east side only)
Colboard Drive (RIRO) (west side only)
Creger Drive (¾ access) (west side only)
Page 18
South College Avenue (US 287)
Access Control Plan Update Report
Driveway Access (DA) - Driveway accesses are full or partial movement highway accesses
serving numerous types of private properties. Along South College Avenue, some driveway
accesses serve major traffic generators such as shopping centers. These types of driveway
accesses along the South College Avenue corridor occur mostly to the north of Harmony Road.
A driveway access can also be a drop curb or other highway access that serves a business or a
single family dwelling along the highway and typically does not have acceleration/ deceleration
lanes. There are a total of 63 driveway accesses along South College Avenue.
Based on the above classifications of access points, accesses along the corridor are
approximately distributed as follows:
►
►
►
13 public road intersections with signals (14.9%)
11 unsignalized public road intersections (12.7%)
63 driveway and field accesses (72.4%)
A detailed listing of each access point along South College Avenue between Carpenter Road
and Swallow Road is included in Appendix A.
3.7
Traffic Volumes
Traffic volume data, including vehicle turning movements and Average Daily Traffic (ADT), were
provided by the City of Fort Collins. Most turning movements at the signalized intersections
were recorded as part of the city-wide traffic signal timing project conducted in 1998. Turning
movements at unsignalized intersections and at private driveways were recorded primarily in
December of 1999 with a few recorded in August of 1999. ADT volumes on the approaches of
each major intersection were recorded primarily between June and August of 1999. Figures 3-1,
3-2 and 3-3 illustrate the ADT, and AM and PM peak hour turning movements along the
corridor.
As can be seen on these figures, ADT volumes in the northbound direction range from a low of
approximately 13,900 vehicles per day (vpd) to the south of Carpenter Road to a high of almost
23,000 vpd approaching Foothills Parkway. In the southbound direction, ADT ranges from a
high of 23,300 vpd approaching Horsetooth Road to a low of just over 11,100 vpd to the north of
Skyway Drive. Peak hour traffic volumes are generally higher in the northbound direction during
the AM peak hour and in the southbound direction during the PM peak hour. Observation of the
corridor also indicates that Saturday Mid-Day traffic volumes may be similar to weekday peak
hour volumes.
There are only two turning movements along the corridor that currently experience a relatively
high traffic volume and, therefore, may require additional turn lanes. These movements are the
southbound left turn at Boardwalk Drive and the northbound left turn at Horsetooth Road.
Page 19
285
15(25)
✻(5)
725
1,095
6
1,055
11,105
1,705
5
9
Skyway Dr.
14,240
80(110)
70(115)
70(70)
4
Smokey St.
1255(1430)
5(5)
280
1,250
8
15(15)
✻(5)
15(20)
735(1295)
13,920
45(170)
885(920)
60(80)
95(75)
120(120)
105(100)
705
7
Trilby Rd.
3,025
4
5(5)
1280(1450)
55(75)
560(1125)
60(85)
20(20)
1060(1070)
10(25)
Saturn Dr.
8
310
20(35)
760(1540)
15(35)
✻(20)
10(20)
5
60(55)
15(10)
15(20)
355
Crestridge St.
730(1495)
30(45)
20(45)
680(1230)
25(60)
9
775(1565)
25(10)
Bueno Dr.
FELSBURG
H O LT &
ULLE VI G
20(55)
20(55)
2
1320(1130)
5(5)
400
360
915(910)
135(125)
1265(1400)
45(45)
3,350
Victoria Dr.
Carpenter Road (LCR 32)
13,830
1
LEGEND
XXX(XXX) = AM(PM) Peak Hour Traffic Volumes
✻
90
60
2
13,980
580(1110)
155(120)
115(215)
120(160)
XXXX
3
Triangle Dr.
1
6
5(5)
✻(✻)
✻(5)
95(75)
✻(✻)
10(15)
5(5)
1220(1140)
15(140)
20(30)
1060(1260)
885(985)
5(5)
7
10(10)
675(1430)
40(80)
3
10(5)
35(35)
13,675
S. College Ave. (US 287)
3,915
= Daily Traffic Volumes
= Less Than 5 Vehicles Per Hour
North
South College Avenue ACP 01-022 11/5/01
Figure 3-1
Existing Traffic Volumes Carpenter Road (LCR 32) to Bueno Dr.
4,270
17
18,900
er
.
Dr
12
Local Access
15(60)
1205(1390)
50(70)
830(1930)
30(105)
15
10(5)
✻(5)
30(80)
lm
25(15)
1535(1530)
1,195
Pa
12
25(45)
Harmony Rd.
(SH 68)
Hogan Dr.
30(25)
975(1785)
2,285
13
2,550
10(80)
5(✻)
✻(15)
10(30)
✻(✻)
5(20)
11
25(10)
760(1410)
75(100)
5(5)
1305(1375)
35(10)
120
Cameron Dr.
16,915
540
110(80)
✻(✻)
40(35)
10
505
Fairway Ln.
1,340
Fossil Creek Pkwy.
10(5)
1145(1250)
45(35)
10
11
16,125
5(✻)
750(1605)
35(45)
16,450
14
Mason
St.
13,635
S. College Ave. 17,460
(US 287)
55(85)
1255(1415)
20(5)
17,815
10(70)
16
1270(1585)
5(25)
145(230)
1,240
15
35(50)
690(1575)
✻(✻)
935
13
1,475
J.F.K. Pkwy.
19,280
110(250)
885(1005)
160(205)
Kensington Dr.
15(90)
35(135)
10(55)
980 Pavillion Ln .
16
30(85)
15(135)
50(185)
17
18,135
4,140
35(110)
705(1465)
95(30)
35(120)
5(5)
✻(✻)
5(✻)
.
Pkwy
30(25)
1190(1290)
10(45)
180(265)
310(685)
165(220)
14
155(225)
710(510)
90(120)
10(20)
✻(✻)
10(10)
an
Troutm
25(135)
960(1610)
45(205)
20,900
90(295)
575(1080)
220(365)
Mason St.
FELSBURG
H O LT &
ULLE VI G
Figure 3-2
LEGEND
Existing Traffic Volumes -
XXX(XXX) = AM(PM) Peak Hour Traffic Volumes
XXXX
✻
= Daily Traffic Volumes
= Less Than 5 Vehicles Per Hour
North
South College Avenue ACP 01-022 11/5/01
Cameron Drive / Fossil Creek Parkway
to Troutman Parkway
3,13
24
100(80)
220(230)
105(140)
5
22,950
1,195
25
Foothills Pkwy.
30(65)
1080(2055)
30(205)
125(285)
1130(1530)
135(140)
5(10)
1085(2360)
22,500
4,820
22,225
22
95(190)
795(495)
135(175)
Swallow Rd.
25
24
21
1,490
35(45)
1340(1735)
35(110)
55(75)
50(55)
30(75)
35(225)
15(65)
15(160)
Bockman Dr.
19
18
5,935
20(70)
1125(1585)
40(60)
18,500
2,525
Bo
ard
wa
lk D
r.
Figure 3-3
LEGEND
XXX(XXX) = AM(PM) Peak Hour Traffic Volumes
XXXX
30(30)
830(1885)
85(185)
21,925
S. College Ave. 22,530
(US 287)
20
Horsetooth Rd.
✻(85)
5(30)
5(165)
40(80)
1385(1865)
45(140)
23,120
23,300
Mason St.
1445(1710)
15(50)
990(1835)
190(290)
5(45)
75(120)
10(25)
500
180
Colboard Dr.
175
260(345)
30(140)
25(105)
18
515
21
460
22,895
15(5)
1430(1905)
20(50)
15(5)
985(2010)
19
10(15)
23
12,970
22
12,665
Creger Dr.
60
23
2,810
5(50)
5(5)
15(75)
20
15(20)
5(5)
5(10)
30(40)
15(40)
25(75)
Monroe Dr.
5,7
22,585
15(25)
1175(1970)
20(80)
35(50)
1530(2265)
McClelland Dr.
20(65)
125(195)
120(260)
70(115)
80(160)
1275(1665)
50(80)
5,205
170(180)
420(710)
190(320)
45(110)
930(1960)
65(140)
60(180)
785(1790)
125(170)
21,325
FELSBURG
H O LT &
ULLE VI G
= Average Daily Traffic Volumes
North
South College Avenue ACP 01-022 11/5/01
Existing Traffic Volumes Boardwalk Drive to Swallow Road
South College Avenue (US 287)
3.8
Access Control Plan Update Report
Signal Timing
SYNCHRO intersection analysis files were obtained from the City to ensure that the most
current signal timing information was used in the analysis of intersection operations. Table 3-2
documents the cycle length, phasing and signal timing of the signalized intersections along the
corridor.
It is recognized that the number of seconds of green indication that is provided to a movement
can vary from cycle to cycle depending upon demand, an attribute of actuated signal control that
strives to maximize service and minimize vehicle delay. The signal timing shown in Table 3-2
represents the maximum time provided to each movement although it may not be met in each
cycle. Any extra time is reallocated to the major street through movements.
As can be seen in Table 3-2, the cycle length at some intersections exceed the normal range of
cycle lengths for state highways (60-120 seconds); however, these cycle lengths are currently
being used to maximize intersection capacity.
Page 23
South College Avenue (US 287)
Table 3-2
Traffic Signal Operating Parameters
Time
Period
Cycle
Length
(sec’s.)
Carpenter
Road (LCR
32)
AM
Trilby
Intersection
Access Control Plan Update Report
Signal Phasing/Timing (sec’s.)1
NB/SB
Left
SB
Overlap
NB/SB
Thru
NB
Overlap
EB/W
B Left
WB
Overlap
EB/WB
Thru
EB
Overlap
126
-
20
72
-
-
34
2
-
-
PM
126
-
20
72
-
-
34
2
-
-
AM
133
22
-
72
-
-
-
39
-
PM
120
13
-
52
6
-
-
49
-
AM
132
25
-
72
-
-
-
35
-
PM
120
13
-
75
-
-
-
32
-
Cameron Dr./
Fossil Creek
Pkwy
AM
118
17
-
64
-
-
-
37
-
PM
90
11
1
46
-
-
32
-
Harmony
Road
AM
115
12
3
43
-
-
19
22
16
PM
130
-
25
27
17
19
4
38
-
AM
115
13
-
54
-
13
-
35
-
PM
130
11
16
51
-
11
8
33
-
AM
115
13
13
56
-
-
-
33
-
PM
130
13
25
59
-
-
-
33
-
AM
115
-
-
82
-
-
-
33
-
PM
130
-
-
99
-
-
-
31
-
AM
115
11
-
47
-
-
15
29
13
PM
130
21
-
54
2
18
1
34
-
AM
115
13
3
69
-
-
-
30
-
PM
130
11
14
65
-
-
-
40
-
AM
115
-
13
48
13
-
13
-
28
‘
PM
130
-
17
55
17
-
15
-
26
AM
115
11
-
61
2
11
-
30
-
PM
130
12
6
59
-
11
10
32
-
Road
Skyway
Drive
Troutman
Parkway
Boardwalk
Drive
Bockman
Drive
Horsetooth
Road
Monroe
Drive
Foothills
Parkway
Swallow Road
1 Timing includes seconds of yellow and all-red which varies from 5-9 seconds.
2 Westbound left/right phase from the minor street approach.
Page 24
South College Avenue (US 287)
3.9
Access Control Plan Update Report
Capacity Analyses
The AM and PM peak hour turning movements shown on Figures 3-1, 3-2 and 3-3 were used to
evaluate traffic flow characteristics at signalized and unsignalized intersections along the South
College Avenue corridor. SYNCHRO analysis methods, which takes into account the effects of
signal actuation and coordination, were used to develop a Level of Service (LOS) for each
signalized intersection. At unsignalized intersections, the analysis methods documented in the
1994 Highway Capacity Manual (TRB Special Report 209), updated 1997, were used to develop
LOS for specific movements.
Level of Service is a qualitative assessment of traffic flow characteristics described by a letter
designation ranging from LOS A (essentially uninterrupted flow) to LOS F (a breakdown of traffic
flow with excessive congestion and delay). LOS D or better is generally considered to be
acceptable for peak period conditions in urban areas and is used by the City of Fort Collins as a
guidepost for evaluating the operation of an intersection (City of Fort Collins Multimodal Level of
Service Manual). LOS D is also the accepted guidepost for CDOT and Larimer County.
At signalized intersections, more than 80 seconds of total delay per vehicle characterizes LOS F
conditions and is typically indicative of traffic demand exceeding intersection capacity. At stopcontrolled intersections, LOS F results for a specific movement when more than 50 seconds of
total delay per vehicle occurs. It is not uncommon for left turns and through movements from the
stop-controlled approaches to operate at LOS F even if left turn and through movements are
relatively low and do not meet Manual On Uniform Traffic Control Devices (MUTCD) traffic
signalization warrants. Table 3-3 describes level of service delay criteria for both signalized and
unsignalized intersections.
Signalized Intersections
Existing lane geometry (illustrated on Figures 3-4, 3-5 and 3-6) and the signal timing parameters
were used to estimate peak hour LOS for the signalized and unsignalized intersections. The
results of the analyses are also summarized on these figures. As can be seen, all signalized
intersections currently operate at LOS D or better during both the AM and PM peak hour. Table
3-4 summarizes the AM and PM peak hour levels of service. The close proximity of the
frontage roads could influence the operational efficiency of the intersections.
The Kensington Drive intersection was not signalized when traffic volumes were recorded for
this project and when capacity analyses were conducted. As a result, this intersection has been
left out of the signalized intersection analyses.
Page 25
South College Avenue (US 287)
Table 3-3
Access Control Plan Update Report
Level of Service Criteria
Two-Way Stop Controlled (TWSC) Intersections
Level of
Service
Delay Range
(sec/veh)
A
< 10.0
B
>10.0 and <15.0
C
>15.0 and <25.0
D
>25.0 and <35.0
E
>35.0 and <50.0
F
> 50.0
Adapted from: Highway Capacity Manual, TRB Special Report 209, 3rd Edition, 1997.
Signalized Intersections
Level of
Service
Control Delay
(sec/veh)
Qualitative
Description
A
< 10.0
B
>10.0 and <20.0
Good progression, and/or short cycle lengths, more
vehicle-stops.
C
>20.0 and <35.0
Fair progression and/or longer cycle lengths, some
individual cycle failures, many vehicle-stops
D
>35.0 and <55.0
Noticeable congestion and cycle failures,
unfavorable progression, high v/c ratios, several
stops.
E
>55.0 and <80.0
Limit of acceptable delay, poor progression, long
cycles, high v/c ratios, frequent cycle failures.
F
> 80.0
Good progression, short cycles, very few vehiclestops.
Delay is unacceptable to most drivers, volume
exceeds capacity, breakdown of traffic flow.
Adapted from: Highway Capacity Manual, TRB Special Report 209, 3rd Edition, 1997.
Page 26
B/B
Crestridge St.
8
7
5
Saturn Dr.
b/b
9
Bueno Dr.
FELSBURG
H O LT &
ULLE VI G
Smokey St.
c/c
9
6
5
Skyway Dr.
B/B
4
8
a/b
b/b
2
d/f
7
b/b
3
c/d
b/c
4
S. College Ave. (US 287)
Trilby Rd.
b/b
a/c
c/e
c/d
6
3
a/b
Triangle Dr.
d/f
2
Victoria Dr.
A/B
1
1
Figure 3-4
LEGEND
X/X
x/x
Carpenter Road (LCR 32)
= AM/PM Peak Hour Signalized Level of Service
= AM/PM Peak Hour Unsignalized Level of Service
= Stop Sign
= Traffic Signal
North
South College Avenue ACP 01-022 11/5/01
Existing Intersection Geometry
and Levels of Service -
Carpenter Road (LCR 32) to Bueno Drive
Mason St.
FELSBURG
H O LT &
ULLE VI G
C/C
an
Troutm
.
Pkwy
B/B
17
17
14
Pavillion Ln .
Kensington Dr.
15
14
Harmony Rd.
(SH 68)
13
11
Fairway Ln.
a/c
d/f
e/f
b/c
S. College Ave. (US 287)
b/c
b/b
d/e
11
.
Dr
12
er
Local Access
b/d
lm
b/c
c/d
15
Pa
12
b/c
Hogan Dr.
a/c
b/f
b/b
16
a/c
c/c
13
J.F.K. Pkwy.
b/b
16
Cameron Dr.
B/B
10
Fossil Creek Pkwy.
10
Figure 3-5
LEGEND
X/X
x/x
= AM/PM Peak Hour Signalized Level of Service
= AM/PM Peak Hour Unsignalized Level of Service
= Stop Sign
= Traffic Signal
North
South College Avenue ACP 01-022 11/5/01
Existing Intersection Geometry
and Levels of Service -
Cameron Drive / Fossil Creek Parkway
to Troutman Parkway
FELSBURG
H O LT &
ULLE VI G
B/C
C/D
Swallow Rd.
25
22
Foothills Pkwy.
25
24
S. College Ave.
(US 287)
A/B
b/e
McClelland Dr.
21
b/c
A/A
24
Monroe Dr.
23
A/A
20
23
Horsetooth Rd.
b/c
19
B/B
Creger Dr.
21
Mason St.
22
20
Colboard Dr.
19
18
18
Bockman Dr.
Bo
LEGEND
X/X
x/x
ard
wa
lk D
r.
Figure 3-6
= AM/PM Peak Hour Signalized Level of Service
= AM/PM Peak Hour Unsignalized Level of Service
= Stop Sign
= Traffic Signal
North
South College Avenue ACP 01-022 11/5/01
Existing Intersection Geometry
and Levels of Service Boardwalk Drive to Swallow Road
South College Avenue (US 287)
Table 3-4
Access Control Plan Update Report
Signalized Intersections – Existing LOS Summary
Intersection
Carpenter Road (LCR 32)
Trilby Road
Skyway Drive
Cameron Drive/Fossil Creek Parkway
Harmony Road (SH 68)
Troutman Parkway
Boardwalk Drive
Bockman Drive
Horsetooth Road
Monroe Drive
Foothills Parkway
Swallow Road
Existing Levels of Service
AM Peak Hour
PM Peak Hour
A
B
B
B
B
B
B
B
C
C
B
B
B
B
A
A
C
D
A
A
A
B
B
C
Unsignalized Intersections
Since the northbound and southbound directions of South College Avenue are separated by a
two-way left turn lane between Carpenter Road and Harmony Road (except between Victoria
and Triangle Drives), the LOS analyses assumed that motorists on the minor street approach
could cross part of the major street (South College Avenue) first, then pause in the two-way left
turn lane and wait for an opening in traffic on the other approach. When this assumption is
incorporated into the intersection analyses, it can contribute to increased capacity for left and
through movements from the minor street approach. Some critical movements still operate at
LOS E or F; however:
►
Saturn Drive – eastbound left/through/right during the PM peak hour (LOS F).
►
Smokey Street – westbound left/right during the PM peak hour (LOS F).
►
Crestridge Street – eastbound left/right during the PM peak hour (LOS E).
►
Fairway Lane – eastbound through during the AM peak hour (LOS E); eastbound left
and through (LOS F) and westbound left/through/right (LOS E) during the PM peak hour.
►
Mason Street/Palmer Drive – eastbound right during the PM peak hour (LOS F).
►
Creger Drive – northbound left during the PM peak hour (LOS E).
Page 30
South College Avenue (US 287)
3.10
Access Control Plan Update Report
Existing Progression Analyses
Progression analyses of existing conditions were based on information provided by the City of
Fort Collins. The analyses were conducted using SYNCHRO and the City’s signal timing plans
and offsets for South College Avenue between Harmony Road and Swallow Road. Traffic
signals to the south of Harmony Road were not considered in the analysis since these signals
are not coordinated with the traffic signals to the north of Harmony Road.
In the AM peak hour, progression analyses indicate that a northbound progression bandwidth of
22 seconds and a southbound progression bandwidth of 18 seconds can be achieved with a
115 second cycle length. During the PM peak hour, progression analyses with a 130 second
cycle length indicate that a northbound progression bandwidth of 27 seconds and a southbound
progression bandwidth of 30 seconds can be achieved. The resulting efficiency in the AM peak
hour is 17.4% and in the PM peak hour is 21.9%, considerably less than the desirable
bandwidth efficiency (30%) noted in the Code for a highway with a NR-B classification. Refer to
the South College Avenue (US 287) Access Control Plan Update Traffic Analysis Report for
additional information on the progression analyses.
Page 31
South College Avenue (US 287)
3.11
Access Control Plan Update Report
Accident History
Accident data between January of 1997 and June of 1999 for South College Avenue between
Carpenter Road (LCR 32) and Swallow Road was compiled from the City of Fort Collins and
CDOT data bases. During this 30 month period, 738 accidents were reported along South
College Avenue. Of the reported accidents, 183 (24.8%) had at least one injury, while the
remaining 555 accidents (75.2%) involved property damage only. A 25% injury rate is below the
statewide average for this type of state highway. As a comparison, however, North College
Avenue (US 287 also) and Jefferson Street/Riverside Avenue (SH 14) have injury rates of about
12%, approximately ½ the rate along South College Avenue. There were no fatalities. See
Figure 3-7.
Table 3-5 presents a summary of accident types along South College Avenue during this period.
The predominant types of accidents were rear-end (53.0%) and 90° angle (26.9%) collisions.
Other common accident types were side-swipes (11.0%) and collisions with objects (5.2%).
Accidents involving pedestrians or bicyclists accounted for 1.5% of the total number of
accidents. Table 3-5 also shows that head-on accidents accounted for about 0.4% of all corridor
accidents.
A graphical depiction of the recent accident history is included in Appendix B.
Figure 3-7
Corridor Accidents by Severity (January 1997 to June 1999)
Page 32
South College Avenue (US 287)
Table 3-5
Access Control Plan Update Report
Corridor Accidents by Type (1/97 – 6/99)
Accident Type
Number of Accidents
Percent Per Type
Rear-End
391
53.0%
90°Angle
199
26.9%
Side-Swipe
81
11.0%
Object
38
5.2%
Bicycle
8
1.1%
Head-on
3
0.4%
Pedestrian
3
0.4%
Other
15
2.0%
Total
738
100.0%
The accident data also indicated that approximately 80 percent of all corridor accidents between
January 1997 and June 1999 occurred at public road intersections. Most of these accidents
occurred at signalized intersections along the corridor which is typical for urban conditions.
Several mid-block locations showed a higher level of accident frequency than at other mid-block
locations. These include:
►
►
►
►
►
►
►
►
The 6700 to 6600 block – south of Trilby Road
The 6500 to 6400 block – north of Trilby Road
The 4900 to 4700 block – south of Palmer Drive/Mason Street
The 4500 to 4300 block - between Harmony Road and Troutman Parkway
The 4200 to 4000 block - between Troutman Parkway and Boardwalk Drive
The 3700 to 3600 block - between Bockman Drive and Horsetooth Road
The 3400 to 3100 block – between Monroe Drive and Foothills Parkway
The 3100 to 3000 block – between Foothills Parkway and Swallow Road
Page 33
South College Avenue (US 287)
Access Control Plan Update Report
The accident frequency along South College Avenue was compared to the average accident
rates for all other state highways with the same roadway classification. South College Avenue is
classified as a Federal Aid Primary (Urban) highway by the Colorado Department of
Transportation and is divided into seven analysis sections as shown in Table 3-6. These data
were examined for a ten year period and it was found that, between Carpenter Road and
Troutman Parkway, accidents occur at rates that are lower than the statewide average.
Between Troutman Parkway and Horsetooth Road, accidents occur at a rate that is slightly
higher than the statewide average. To the north of Horsetooth Road, the accident rate is more
than twice the statewide average.
Table 3-6
Accident Rate1 Comparison - South College Ave. versus Statewide Average
for Federal Aid (Urban) Highway
South College Avenue Accident Rate
Trilby
to
Fairway
Fairway
to
Harmony
Harmony
to
Troutman
Troutman
to Horsetooth
Horsetooth to
Drake
Year
Total
Number of
AccidentsStatewide
Statewide
Accident
Rate
LCR 32
to Ft.
Collins
City
Limit
1997
16,337
3.16
1.28
0.51
2.37
2.00
2.17
4.27
9.56
1996
16,204
3.17
0.78
0.87
1.62
1.04
1.95
3.04
9.27
1993
13,871
3.09
0.86
1.11
1.26
0.92
1.39
5.42
7.56
1992
12,966
3.00
0.40
1.07
2.16
0.31
1.71
4.17
5.24
1991
11,950
3.04
0.57
0.85
1.29
0.77
1.32
4.05
5.35
1990
12,004
3.17
0.43
0.71
1.47
1.35
1.69
3.45
7.98
1989
12,301
3.46
0.76
0.75
1.47
0.73
1.39
3.00
6.23
1988
13,802
4.03
0.16
0.46
1.24
0.75
1.21
4.24
9.76
1987
14,293
4.16
1.08
0.46
1.45
0.72
1.04
3.04
8.68
1986
14,910
4.41
0.14
0.70
1.02
1.04
1.13
4.90
6.72
3.47
0.65
0.75
1.54
0.96
1.50
3.96
7.64
Average Accident
Rates
1
Ft.
Collins
City
Limit
to
Trilby
The accident rate is calculated by dividing the number of accidents by the vehicle miles of travel occurring along a
particular highway section. The rate represents the average anticipated number of accidents per million miles of
vehicle travel.
Page 34
South College Avenue (US 287)
3.12
Access Control Plan Update Report
Vehicle Classification
The CDOT publication, 1996 Traffic Volume Report, was examined to identify the level of single
unit (RV’s, delivery trucks) and semi-truck volume along the corridor. These data indicate that
the average percentage of single unit and semi-trucks along South College Avenue is:
►
►
Single Unit = 2.4%
Semi-Truck = 0.7%
3.13
Arterial Street Analysis
While the qualitative analyses of signalized intersections offer insight into the operation of
specific locations along the corridor, it is important to quantify the effectiveness of an access
control plan for the corridor as a whole. The Highway Capacity Manual documents a procedure
that evaluates operational conditions of a roadway segment, thereby providing indices of
relative operational changes if traffic signals are added or removed. The results of the analyses
are provided in a level of service assessment based on the average travel speed along a
corridor segment. Since the segment of South College Avenue between Harmony Road and
Swallow Road is already constructed to the Major Arterial Street cross-section and access
changes in this area are relatively minor, only the segment between Carpenter Road and
Harmony Road was evaluated in this analysis. Current conditions indicate that this segment of
roadway operates at LOS C in the northbound direction (average travel speed = 31.5 mph)
during both the AM and PM peak hours. The southbound direction of travel operates at LOS B
during both peak hours with an average travel speed range of 35.1 mph (PM) to 36.0 mph (AM).
Page 35