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Home My WebLink AboutRIGDEN FARM - OVERALL DEVELOPMENT PLAN - 56-98B - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDY (3)Timberline Road 1999 Am -Peak Timberline Road 1999 Pm -Peak Horsetooth to Drake Horsetooth to Drake Existing Signalized Locations Existing Signalized Locations Average Average Cycle Length Efficiencv Attainability Intersection Cycle Length Efficiency Attainability Intersection Delay Delay 115 Sec. .36 .76 24.3 120 Sec. ..37 .74 21.8 SeclVeh Sec/Veh BandA SanhA Band )�adB Green Pm{ rtsma rts a tp s pie Band Spend a a A, 3 Be>zd All Speed" . _..Peed _ f .: 44 SECS 38 MPH 39 SECS 38 MPH 37 SECS 38 MPH 51 SECS 38 MPH Appendix A, has Print outs of Passer II runs w/Time Space Diagrams T.hlr 2 Timberline Road 2020 Am -Peak Timberline Road 2020 Am -Peak Horsetooth to Drake Horsetooth to Drake Eidstina Signalized Locations with Custer Drive Signalized Avenge Average Cycle Length Efficiency Attainability Intersection Cycle Length Efficiency Attainability Intersection Delay Delay 105 Sec. .32 .96 29.5 105 Sec. .34 .77 32.1 Sec/Veh Sec/Veh Band A Band A, Band B Bated B Band A € Band A Band B Band B Green Ptvgresion Green Progrexwon Green Progressiim Green Pragressian Band. Speed Band _.Speed Band Speed Band Speed 37 SECS 38 MPH 29 SECS 38 MPH 38 SECS 38 MPH 31 SECS 38 MPH Appendix B, has Print outs of Passer II runs w/Time Space Diagrams Tahle i Timberline Road 2020 Pm -Peak Timberline Road 2020 Pm -Peak Horsetooth to Drake Horsetooth to Drake Existing Signalized Locations with Custer Drive Signalized Average Avenge Cycle Length EMcienev Attainability Intersection Cycle Length Efficiency Attainability Intersection Delay Delay 105 Sec. .32 .95 61.1 105 Sec. 31 .92 48.1 Sec/Veh Sec/Veh ' Band A Band A Band B Band B , r 2 - Green _ Band Prog vss-wu Sgxd Green Band Progression SP? ed Green r ,� .: , .. h 36 SECS 38 MPH 30 SECS 38 MPH 34 SECS 38 MPH 31 SECS J 38 MPH Anru-ndix C ha-, Print nntc of Pa.¢ser II runs_ w/Time SDace Diagrams Custer Drive Existing Signalized Intersections Drake Road N WI ►E s Timberline Road TOTAL TRAFFIC YEAR 2020 AM/PM Progression Analysis Vermont Drive Horsetooth Road Figure 1 5' 0 0 m a Drake Road Custer Drive Future Traffic Signal Future Signalized Intersections Vermont drive Horsetooth Road dual left -turn lanes on all legs. This was not the case with 1 at the Timberline/Custer intersection. With a signal at the intersection, a progression speed of 38 mph can be achieved. gression bands are in excess of 30 seconds. With the shorter Length, the average efficiency is 34%. This indicates good sion will occur along Timberline Road with a signal at Custer luring the morning peak hour. able 3 shows the measures of effectiveness using the afternoon peak hour traffic. The output and time -space diagrams are provided in Appendix C. The three signal configuration is on the left and the four signal configuration is on the right. With a signal at the Timberline/Custer intersection, a progression speed of 38 mph can be achieved. The progression bands are in excess of 30 seconds. With a cycle length of 105 seconds, the average efficiency is 310. This indicates good progression will occur along Timberline Road with a signal at Custer Drive during the afternoon peak hour. It is concluded that good progression can occur on Timberline Road with a signal at the Timberline/Custer intersection. The signal at this intersection will reduce/change volumes at selected movements at the Timberline/Drake intersection. This has the effect of improving the operation at this intersection. As indicated in the geometric design prepared by JR Engineering, there is sufficient separation between Drake Road and. Custer Drive to accommodate the left turns with no conflicts. 00 -' r MEMORANDUMCY) 14 LO CD CO `? o TO: Dave Pietenpol, Wheeler Commercial ! `n Eric Bracke, Fort Collins Traffic Engineer 7 O 6 0 FROM: Matt Delich 0 U DATE: March 14, 1999 • X Q Z SUBJECT: Rigden Farms --Signal progression analyses for Timberline Road (File: 9899ME03) w O J • cTo At the request of Eric Bracke, I performed signal progression > N analyses for Timberline Road, from Horsetooth Road to Drake Road. M The purpose of this exercise was to verify that a signal at the 0 C Timberline/Custer intersection would work in a signal progression o scheme along Timberline Road. These analyses were conducted for _ existing conditions (1999), year 2020 with no signal at Custer Drive, and year 2020 with a signal at Custer Drive. Existing and future Z z morning and afternoon peak hour traffic volumes were taken from C3 Figures 2 and 12 from the "Rigden Farms Transportation Impact Study," N c January 1999. Existing volumes and forecasts at the Timberline/ N Horsetooth intersection were obtained from Ruth Rollins, P.E. Figure N 1 shows a schematic of the analyzed street segment. There are currently signals at Drake Road, Vermont Drive, and Horsetooth Road. The analysis used "Multiphase Arterial Progression Program," PASSER II-90. The analysis utilized a very conservative approach, in that only leading left -turn phasing was used at the subject intersections. Larger bandwidths could be expected if leading and lagging left -turn phasing were used. The analysis program was allowed to run to achieve the "best solution." Given the number of westbound left - turns at the Timberline/Custer intersection, this intersection will fail with stop sign control, if it were not signalized. Therefore, it would be converted to a limited turn intersection, probably right- in/right-out. With this change, some of the movements at the Ui Timberline/Custer intersectionshould be reassigned to the (L Timberline/Drake intersection. This will particularly affect the Z westbound left turns, the southbound left turns, and the eastbound w throughs at the Timberline/Drake intersection. w (� z a Table 1 shows the measures of effectiveness using the existing JW signals and the 1999 morning and afternoon peak hour traffic. The Z "A Band" is northbound and the "B Band" is southbound. The output W and time -space diagrams are provided in Appendix A. A progression QF F speed of 38 mph was achieved in both directions in both peak hours. p Progression bands are in excess of 35 seconds. The average '7 CL efficiencies are 36% in the morning peak hour and 37% in the Z afternoon peak hour. This indicates that good to great progression a � can occur along Timberline Road with the current conditions. H W 2 Table 2 shows the measures of effectiveness using the morning LL peak hour traffic. The output and time -space diagrams are provided 4 in Appendix B. The three signal configuration is on the left and the signal configuration is on the right. With the reassignment of Qfour traffic to the Timberline/Drake intersection under the three signal C G scheme, this intersection will not operate very well. It will