HomeMy WebLinkAboutTIMBERLINE VILLAGE - HARMONY SCHOOL SHOPS, 4TH FILING - PDP - 10-03 - SUBMITTAL DOCUMENTS - ROUND 3 - TRAFFIC STUDYJul 11 03 08:50a MRTTHEW J DELICH 9706695034 p.3
87. In conducting the trip assignment, we used a shortest distance/time
path for each individual land use within the subject development.
For the trips from the west, the shortest path for those land uses on
the west side of the site will be via a left turn from Harmony Road
to Timberline Road. The shortest path for those land uses on the
east side of the site will be via a left turn from Harmony Road
directly into the site. Engineering judgment is used for those land
uses which are centrally located. Most of the land uses are on the
east side of the site, therefore, the number of left turns at the-
movement access are higher than those at the Harmony/Timberline
intersection. We typically do not go into this much of a detailed
explanation within the traffic study itself. However, be assured
that the methodology is grounded in good traffic engineering
principles.
Do not hesitate to contact me if Fort Collins staff desires
additional information. Thank you.
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Ju.1 11 03 08:50a MRTTNFW J DELICH 9706695D34 p.2
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TO: Rob Beery, Miller Weingarten
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Stan Whitaker, Western Property Advisors
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Joe Carter, Cityscape Urban Design
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Randall Provencio, JR Engineering
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City of Fort Collins
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FROM: Matt Delich
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DATE: July 11, 2003
SUBJECT: Timberline Village Transportation Impact Study Addendum -
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Response to staff comments (File: 0221ME04)
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This memorandum is an addendum to the "Timberline Village
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Transportation Impact Study," December 2002. It responds to
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Transportation staff comments 85, 86, and 87 as contained in Ted
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Shepard's letter to Joe Carter dated June 11, 2003. The responses
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are numbered accordingly.
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85. On page 2 of the cited TIS, the approach speeds were indicated
to be 45 mph on Harmony Road. Adjacent to the site, the posted
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speeds on Harmony Road are 50 mph westbound and 55 mph
eastbound. The change of speed has no bearing on the
operations analyses that are contained in the TIS. The
auxiliary lanes, as designed by JR Engineering will need to be
adjusted to reflect these posted speeds.
86. The variations in the long range traffic forecasts on some
movements compared to the PVH TIS are a function of the new
traffic counts that were obtained in 2002. The traffic
forecasts that were contained in the PVH TIS (1998) were done
with no development on the parcels in the southeast and
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quadrants of the Harmony/Timberline intersection.
The forecasts used accepted techniques (trip generation, trip
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distribution, and trip assignment) to forecast the future
traffic. The new counts, with development in these quadrants,
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were compared to the short range (2002) peak hour forecasts
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from the PVH TIS. In consideration of the entire intersection,
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the new counts were 27 vph higher than the PVH forecast in the
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morning peak hour and the new counts were 637 vph lower than
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the PVH forecast in the afternoon peak hour. Given this, it
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was assumed that it would be better to use the new counts as
the base condition rather than continue to build on the
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discrepancy mentioned above. Therefore, the new counts caused
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changes ,(some lower, some higher) on the various movements
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in this intersection, when developing the long range peak hour
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forecast. It is noted that the short range and long range
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forecasts in the Timberline Village TIS are consistent (not the
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same) with the short range and long range forecasts in the
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Caribou Apartments TIS which was prepared in June 2002. This
TIS was accepted by the City in the fall of 2002.
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