The URL can be used to link to this page

Home My WebLink AboutMAPLE HILL, PHASE ONE - PDP - 29-00A - REPORTS - TRAFFIC STUDYCOUNTY ROAD 52 I NwvdM- MIN. !mil Me M I OWN 111;Ltm, 4J Ism!al pro" 11 LB : APPENDIX B Chapter 7 — STREET DESIGN AND TECHNICAL CRITERIA Section 7.4 General Design Elements Ta61® 7.3 Lorimer County Urban a lStreet StaCound rdly of Loveland, end, a d Reenacted October 1, 2002 Adopt Page 7-7 APPENDIX A should be blocked by a vehicle on the street. As such, with reasonable driver prudence, the corner clearance variance is not detrimental the public health, welfare, and safety. There are a few locations at the intersections of the collector streets where lots are designed to be wider. Where the driveway will be located on the smaller dimensional side of those lots, the driveways must be located at the property line. This will meet the corner clearance criteria. Some end lots at the intersections of two local streets are intended to have a duplex residential product. It is also desired that the driveways to this duplex product be from both local streets. Based upon review of available site plans, this will be possible while still meeting the 50 foot minimum corner clearance for a local residential street. In conclusion, I believe that the variances to the intersection spacing and the minimum corner clearance between driveways and street intersections: - Are not detrimental to the public health, welfare, and safety, - Have no impact on the capital/maintenance requirements and costs. Thank you for your consideration of these variance requests. Sinter , Matthew J. -Delich, P.E. analysis purposes, this is one vehicle every 20 seconds. The analysis indicates a delay of 10 seconds per approach vehicle, which is less than the arrival rate. Therefore, it is concluded that the vehicle queues will not extend to the next adjacent intersection, which is approximately 200 feet from either CR52 or Country Club Road (extended). It is therefore concluded that the variance regarding intersection spacing will not be detrimental to the public health, welfare, and safety; nor will it have an impact on the capital/maintenance requirements of the City. There are two other locations (B,C) along the central N/S collector where the separation is less than 250 feet (B-190' , C-220' ) . From the available site plan, this cannot be corrected without making street location changes on the east or west sides of the N/S collector. However, the intersection spacing is large enough not to cause operational concerns. The turning movements at the interior local street intersections will be lower than those at the perimeter intersections described in the previous paragraph. It is expected that at a conservative peak hour factor condition, the approach volumes would be on the order of one vehicle every 30 seconds. At this arrival rate, the probability of two or more vehicles being in the same area is very small. There is sufficient separation between intersections so that conflicts would not likely occur. Therefore, it is concluded that this spacing will not be detrimental to the public health, welfare, and safety; nor will it have an impact on the capital/maintenance requirements of the City. From the available lotting plan for the Gillespie Farm, there are single family lots along the minor collector streets. The typical lot width is 50 feet with some -wider lots on corners. The corner clearance for minor collector streets is 100 feet. There will be a few locations along the two N/S collector streets that will not meet this corner clearance. The lot widths are dictated by the density requirement in "City Plan." It is only the end lots along the N/S minor collector streets at the local street intersections that cannot meet the minimum corner clearance standard. Single family detached dwelling units generate approximately 10 trip ends per day and one trip end in the respective peak hours. In the morning peak hour, the trip end is an exit from a driveway. In the afternoon peak hour, the trip end is an entrance to a driveway. As was demonstrated in a previous memorandum (10/12/01), daily traffic volumes on the two collector streets that bisect the Gillespie Farm ODP will be less than 1000 vehicles per day (vpd). Daily traffic volumes on the eastern minor collector street will range from 3300 to 1600 vpd. Daily traffic volumes on the local streets will generally be less than 300 vpd. Traffic in the peak hours on these streets will be intermittent and low. On the bisecting collector streets, the average gaps between vehicles will be greater than 20 seconds. The probability of conflicts at/near these intersections will be minimal. Driveways should be located as far away from all of the subject intersections as possible. It is not likely that there will be more than a one vehicle queue at any of the subject intersections. Therefore, no driveway 00 M L0 0 03 O cc a 0 O X 0 z a J w O J w 0 z w a z w rJn V N t- N N a U J W a mi W F- March 25, 2003 File: 0190LT03 I;t Mr. Dave Stringer, P.E. p Fort Collins Engineering Department `n P.O. Box 580 co Fort Collins, CO 80522-0580 0 r Dear Dave: rn a LL request letter was prepared for the Gillespie Farm ODP to request variances to "Section 7.4 General Design Elements, Table 7-3, Access Management," as contained in the Larimer County Urban Area Street Standards (LCUASS), October 1, 2002. Specifically, the variances pertain to unsignalized intersection spacing and CD o corner clearance between driveways/alleys and street N m intersections. A copy of Table 7-3 is provided in Appendix A. T The Gillespie Farm site plan is provided in Appendix B. 0 rn No driveways intersect with CR11 or CR52 (both 2-lane i11 arterials). The minimum intersection spacing along minor 0 arterials is 460 feet. The range of separation is 460-660 feet. a There will not be raised medians along either CR11 or CR52. All intersection spacing exceeds 460 feet. There are two locations, one on CR11 and one on CR52, where the 660 foot separation is exceeded. On CR11, the separation between the first intersection south of CR52 and CR52 is approximately 700 feet. On CR52, the separation between the first and second intersections east of CR11 is approximately 820 feet. Separation greater than 660 feet require a modification of the standard, not a variance. The greater separation between intersections will not present operational concerns. None of these locations will be detrimental to public health, welfare, and safety. They will also not have an impact on the capital/maintenance requirements and costs. z The Gillespie Farm has an east/west collector street and a x north/south collector street that bisect the site. In addition, w zthere is a north/south collector street near the east edge of the _z a site. All of these are designated as minor collectors. The z W minimum separation between intersections for a minor collector is z 250 feet. There are four locations along the central N/S a collector and two locations along the east N/S collector that are s less than 250 feet. These locations are labeled A. B, C, D, E, a and F on the site plan shown in Appendix B. Four of these z locations (A,D,E,F) are at intersections that are on the edges of ¢ the site (CR50E and CR52). At the intersections with CR50E and H CR52, the separate left -turn lanes are not required but may be ad 2 striped as such, if that is the desire of the City. The long LL range (2022) traffic forecasts at these four locations indicate LL less than or equal to 125 vehicles per hour in one direction. At a conservative peak hour factor of 0.4, the maximum number of vehicles in one direction in one minute would be five. For