HomeMy WebLinkAboutLONGVIEW MARKETPLACE @ SHENANDOAH - PDP - 47-95B - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDY0
co T o
m rn o
T T
0 o in
T Q) V,
JT ) l()
f 1
170/225
70T70 —�
155/170
rr
co
N
D
410/755
�-- 55/100
440/665
LO
T N O
N LO LO
T
LO
03 14*
CD
T
CD N
C7 LO
N M
LO
m
N
N
25125
Colland
---m— 910/1410
10/20
1080/1045 —►
20/45 Ln o
N \
O O
CO r
a
c
m
0
0
--m*— AM/PM
Rounded to Nearest
5 Vehicles
N
Carpenter
LONG RANGE (2020) TOTAL Figure 3
PEAK HOUR TRAFFIC
TABLE 2
Short Range (2006) Total Peak Hour Operation
Movement
::
Level of Service,
AM
PM
US287/Carpenter
(signal)
EB
C
C
WB
C
C
NB
C
C
SB
C
C
OVERALL
C
C
US287/Colland
(stop sign)
WB LT
B
B
Carpenter/Colland
(stop sign)
NB LT/RT
C
C
WB LT
A
A
TABLE 3
Long Range (2020) Total Peak Hour Operation
IN% guggg 44 314
N -kk- 7- -,
lito NN RA4
-M7 - IN
�M, 'M gil 7=3
gs� vtg�'
-4 N
US287/Carpenter
(signal)
EB
C
D
WB
C
D
NB
C
C
SB
C
C
OVERALL
C
D
US287/Colland
(stop sign)
WB LT
C
C
Carpenter/Colland
(stop sign)
NB LT/RT
C
C
WB LT
B
co
N
co
O I—
T r
T_ r
O V `
co N `— 166/213
1/-192/178
T
co
ch
n
�
22/24
17/16
mw
T LD
f- N
N Lo
ct)
T
co
O
Colland
A
N
f 379/300
9/20
365/341 — ► Carpenter
5/22 --)� I) r
co co
N W
T
AM/PM
RECENT PEAK HOUR TRAFFIC
Figure 1
TABLE 1
Current Peak Hour Operation
�nterseCtton
ti..
Movement
Level of Service ;.
AM
PM
US287/Carpenter
(signal)
WB
C
C
NB
B
B
SB
B
B
OVERALL
B
B
US287/Colland
(stop sign)
WB LT
D
E
WB RT
B
C
WB APPROACH
C
C
SB LT
B
8
Carpenter/Colland
(stop sign)
NB LT/RT
B
B
WB LT
A
A
O
U') CO O
T T N
U j t[ O
O r� Cn
-JT CO N
f 1
155/220
60/65 i
130/160
co
N
190/245
�— 55/90
235/215
� f r
O LO O
03 T M
T T T
co Q O
N T
O
T
fC)r
CD N
CV
C
CO)
O
co
N
T
25/25
Colland
�-- 485/440
10/20
4701440 —�
20/45 —y
N
O O
T
--w— AM/PM
Rounded to Nearest
5 Vehicles
N
Carpenter
SHORT RANGE (2006) TOTAL Figure 2
PEAK HOUR TRAFFIC
shows the long range (2020) total peak hour operation at the key
intersections. Calculation forms are provided in Appendix D. The key
intersections will operate acceptably.
From the above analyses, it is concluded that restricting the
US287/Colland intersection to right-in/right-out operation will not cause
unacceptable operation at any of the key intersections in the short range
(2006) or long range (2020) futures. The most significant impact of this
action would be that some traffic movements will be forced to have a
slightly longer distance to travel. The increase in travel distance for
the northbound left turn at the US287/Colland intersection would be
approximately 800-1000 feet. The increase in travel distance for the
westbound left turn at the US287/Colland intersection would be
approximately 2300-2500 feet. However, the travel time for this movement
may be shorter, in consideration of the delays that would be encountered
at the US287/Colland intersection if it allowed these westbound left turns.
i
In
MEMORANDUM
co
LO
o
CO
TO: Rod Jones, Quadrant Properties
Co
'
Bill Bates, King Soopers
oLinda
Ripley/Rachel Linder, VF Ripley
a:
CD
Nick Haws, Northern Engineering
Sheri Wamhoff,.City of Fort Collins
o
U
Eric Bracke, Fort Collins Traffic Engineer
X
Tess Jones, CDOT
o
Li
Roxann Hayes, Larimer County Engineering
a
w
FROM: Matt Delich
O
J
C.0
DATE: January 15, 2003
w
o
N
M
SUBJECT: Longview Marketplace at Shenandoah Transportation Impact
Study e to staff comments /1
z
C_Re
(File: 0243ME02)
>
CD
z
Uj
o
This memorandum provides information and analyses pertaining
0
=
to various staff comments regarding the US287/Colland Drive
N
r
a
intersection. Staff indicates that full deceleration and storage for
N
the northbound left -turn on US287 approaching Avondale is not
N
possible without_ a variance. This is acknowledged. In light of
this, analysis of the repercussions of restricting the US287/Colland
intersection to right-in/right-out was requested. Under this turn
restriction, certain traffic volumes would need to be reassigned.
Peak hour traffic counts were obtained at the US287/Colland
intersection and the Carpenter/Colland intersection in January 2003.
Raw traffic data is provided in Appendix A. Figure 1 shows these
traffic counts along with the peak hour traffic at the
US287/Carpenter intersection from the "Shenandoah Commercial
Transportation Impact Study," November 2002. Table 1 shows the peak
(L
hour operation at each of these intersections. Calculation forms are
provided in Appendix B. These intersections operate acceptably,
Q.
z
except for the westbound minor street left turn at the US287/Colland
Fr
intersection, which operates at level of service E during the
z
afternoon peak hour. Delays associated with level of service E are
V
E5
considered to be normal at stop sign controlled intersections along
z
arterial roads in the peak hours.
J
Uj
(j�
Z
O
With the turn restriction mentioned above, the northbound left
0
F
turns and the westbound left turns at the US287/Colland intersection
¢
would be eliminated and must be reassigned to the Carpenter/Colland
Nintersection
and, subsequently, at the US287/Carpenter intersection.
z
Figure 2 shows the short range (2006).total peak hour traffic at the
key intersections addressed in this memorandum with the
Fthree
Table 2 shows the short range (2006) total peak hour
W
Ca
operation of the key intersections. Calculation forms are provided
operation
2in
Appendix C. The key intersections will operate acceptably.
U.
Q
¢
Figure 3 shows the long range (2020) total peak hour traffic at
a
~
the three key intersections with the reassigned traffic. Table 3
G