HomeMy WebLinkAboutREGISTRY RIDGE PUD, PHASE I - PRELIMINARY - 32-95A - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYin:=T-= -199c lc.`� hIHTTHEI,I DELIC:H PE
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Table 4
2015 Peak Hour Intersection Operation
Revised 9/5/95
Intersection
Shields/Trilby (signal)
Shields/South Roadway (signal)
Shields/North Roadway (stop sign)
EB LT
EB RT
NB LT
Trilby/west Roadway (stop sign)
NB LT
NB RT
WB LT
Trilby/East Roadway (stop sign)
NB LT
NB RT
WB LT
Level of Service
AM PM
B C
B B
C
A
A
B
A
A
B
A
A
D
A
B
B
A
A
B
A
A
TOTAL P. 10
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Site
SITE / TOTAL
Rounded to the Nearest
5 Vehicles.
LONG RANGE AFTERNOON
PEAK HOUR TRAFFIC
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NORTH ROAD
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10/10
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SOUTH ROAD .�
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SITE / TOTAL
Rounded to the Nearest
5 Vehicles.
LONG RANGE MORNING
PEAK HOUR TRAFFIC
Q
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3ti 140-0/130
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50/180 —
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NORTH ROAD
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Table 3
2000 Peak Hour Intersection Operation
Revised 9/5/95
Intersection
Shields/Trilby (signal)
Shields/South Roadway (stop sign)
EB LT
EB RT
NB LT
Shields/North Roadway (stop sign)
EB LT
EB RT
NB LT
Trilby/Nest Roadway (stop sign),
NB LT
NB RT
WB LT
Trilby/East Roadway (stop sign)
NB LT
NB RT
WB LT
Level of Service
AM PM
B B
C
A
A
C
A
A
B
A
A
B
A
A
E
A
A
C
B
A
B
A
A
B
A
A
O T-i1-1995 15:54 HATTHEld DEL IC:H PE
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Site
SITE / TOTAL
Rounded to the Nearest
5 Vehicles.
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NORTH ROAD
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45/45 --�
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SHORT RANGE AFTERNOON
PEAK HOUR TRAFFIC
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Figure 6
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6 Vehicles.
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SHORT RANGE MORNING
PEAK HOUR TRAFFIC
Figure 5
01—T—iT-1995 15:53 MATTHEW DEL ICH PE 30—l' G.C.9c517134 P. 04
APPENDIX A
OCT-k-3-1995 15:52 HATTHEW 1EL11`H PE
1107166195 .-a F. t'_,
At the time of preparation of the site access study, I did not
have details of the traffic circles themselves, so I could not
comment on design specifics. However, I will make the following
comments regarding justification and functionality of the proposed
traffic circles. At least four intersections are proposed to have
.traffic circles within the Registry Ridge PUD. They are primarily
.along collector type streets. Based upon a cursory review of the
site access study, the highest volumes that would use the traffic
circle near the future commercial parcel would be approximately
3500 vehicles per day. This volume is at the low end of the range
for collector streets in Fort Collins. The other traffic circles
would have volumes in the 1500-2000 vehicles per day range. These
:volumes are considered to be low and would operate acceptably with
stop sign control. During most hours of the day and at times
during the peak hours, an approaching vehicle on any leg may not
encounter another vehicle in the intersection. The stop is not
needed at these times and is often not performed by motorists. The
hazard occurs when, because of habit, the stop is not performed
when it is actually needed. The traffic circle enables the
approaching motorist to yield to other vehicles in the circle.
During most hours of a day, the approaching motorist does not need
to stop, since another vehicle will not likely be encountered.
Even when a vehicle is encountered, a stop may not be necessary.
Research' indicates that traffic circles are safer and have a
higher capacity (less delay) than conventionally controlled
intersections. The safety aspects encompass motor vehicles,
bicycles, and pedestrians. The intersections cited in the research
had much higher traffic volumes than that expected at Registry
Ridge. Continuously moving traffic will have the added advantage
of reducing emissions and fuel consumption, compared to stop sign
controlled intersections.
I have seen traffic circles that can be seen through and those
that cannot be seen through. In my judgment, seeing through the
circle treatment is safer for motorists, bicyclists, and
pedestrians. I believe that it will still have the effect of
calming traffic. There is a traffic circle in Loveland at a mid -
block location which feels very uncomfortable to me. It cannot be
seen through due to a 3+ foot circular wall and fairly dense
landscaping.
' "Traffic Circles - A Viable Form of
ITE Journal, September 1994, pg. 40.
"Modern Roundabouts for Maryland,"
1994, pg. 18.
Intersection Control,"
ITE Journal, October
iu_T-=�^-iya5 15:5 I°1HTTHEL,1 C:ELICH PE
07rG.95%i?a P.F1
key intersections. I have provided updated graphics and tables in
Appendix A which address this.
The following response is to items 3, 4, and 5 of the Spencer
letter. The need for turn lanes on Shields Street is based upon
criteria in the Larimer County Access Policy. Larimer County uses
.the same tables and charts contained in the CDOT State Highway
Access Code. Using this criterion, left -turn lanes are often
warranted even when the operation analyses indicate that the level
of service is very good (A/B). In future traffic studies, I will
incorporate analyses of. just the background traffic conditions.
In the case of this study, that would have only involved the
Shields/Trilby intersection. Since it appeared that signalization
would be required shortly and operation would be at level of
service 13, I chose not to include it in this site access study.
Background traffic did include volumes shown in the McKee
Charitable Trust PUD traffic study. If necessary, I am available
to meet with and discuss the above with Larimer County Staff,
Fort Collins Engineering Comments
The Fort Collins Engineering Department comments relate
specifically to the traffic circles at various intersections and
the auxiliary lanes at the collector streets intersecting Shields
Street.
It is anticipated that Shields Street, adjacent to this site,
will have a five lane cross section in the long range future, and,
as such, the auxiliary lanes will be provided/required as part of
that ultimate cross section. Therefore, it is appropriate that
auxiliary lanes, as they.relate to the short range condition, be
addressed. This would be the improvement required with approval
of Registry Ridge's initial phases. The geometric needs are shown
on pa.ge 4 of the site access study. Northbound left -turn lanes
will be needed on Shields Street at Trilby Road, the North Road,
and the South Road. Using criteria from the Larimer County Access
Policy and AASHTO, the left -turn lanes should be 485 feet, plus
storage where needed, and a bay taper of 270 feet. The respective
distances between the roads are 700 feet. and 1000 feet from north
to south. It is, therefore, recommended that a continuous left -
turn lane (14-16 feet wide) be built from Trilby Road through the
South Road intersection. The cross section will return to a two
lane just south of the south property line of the Registry Ridge
PUT). The southbound right -turn lane on Shields Street, approaching
the South Road, should be 450 feet long plus 270 feet of taper.
The site access study shows a separate right -turn lane and
left -turn lane on both the North Road and South Road approaches to
Shields Street. Also, the collector streets that intersect with
Trilby Road were analyzed with separate right- and left -turn lanes.
No changes in the site access study are needed to address this city
staff comment.
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TACT-W-1995 15:51
hINTTHEW DELIC'H PE
MEMORANDUM
;o TO:
Jim McCory, Colorado Land Source
g
Jim.Sell, Jim Sell Design
b
Fort Collins Staff
oLarimer
County
FROM:
�Staff
Matt Delich
DATE:
September 5, 1995
3035695034 P . 01
SUBJECT: Response to comments on the Dalco PUD Site Access
Study (File: 9557MEM1)
This memorandum provides responses to specific comments
in a letter from Elaine Spencer (7/12/95), Larimer. County
Engineering Department, concerning aspects of the site access
study and Sheri Wa[nhoff (7/14/95), Fort Collins Engineering
Department. This development was known as the Dalco PUD, but
is now called Registry Ridge PUD.
Larimer County Engineering letter.
I will respond to the specific comments in the Larimer
County letter in the order given in the letter. Shields
Street north of Trilby Road is a two-lane rural road with a
substandard cross section. Registry Ridge will add traffic
to a road segment that should be improved. This improvement
should occur whether or not the Registry Ridge development
occurs. As stated in the site access study,. signals are not
warranted at the Shields/Trilby intersection, if some
geometric improvements are made at this intersection.
w However, it is expected that signals will be warranted in the
short range future (prior to the year 2000) with or without
w Registry Ridge.
J
The following response is to items 1 and 2 of the letter.
• Future year background traffic is generally increased at rates
that are provided in the North Front Range Transportation Plan
a and in other traffic studies performed in the area. In the
case of this site access study, two other studies were used:
a McKee Charitable Trust PUD Traffic Study and Ridgewood Hills
z Site Access Study. In my traffic studies, I do the
0- assignments with the actual volumes and then round to the
nearest 5 vehicles. Often rounding anomalies become evident
`_' due to this process. However, review of my calculation sheets
aindicates that some assignment errors did occur. I have gone
through the short and long range assignments and have reworked
the traffic volumes. The operations analysis using the
reassigned volumes indicate little change in the operation at