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Home My WebLink AboutSPRADLEY BARR DEALERSHIP PRELIMINARY PUD - 64 93B - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDY1985 HCM: UNSIGNALIZED INTERSECTIONS Page-1 IDENTIFYING INFORMATION -------------------------------------------------------- _____________ AVERAGE RUNNING SPEED, MAJOR STREET.. 40 PEAK HOUR FACTOR ..................... 1 AREA POPULATION ...................... 150000 NAME OF THE EAST/WEST STREET......... DRIVEWAY NAME OF THE NORTH/SOUTH STREET....... COLLEGE NAME OF THE ANALYST .................. MD DATE OF THE ANALYSIS (mm/dd/YY)...... 09-20-1993 TIME PERIOD ANALYZED ................. 1995 PM PK MR OTHER INFORMATION.... INTERSECTION TYPE AND CONTROL __________________________________________________ INTERSECTION TYPE: T-INTERSECTION MAJOR STREET DIRECTION: NORTH/SOUTH CONTROL TYPE EASTBOUND: STOP SIGN TRAFFIC VOLUMES _____________________________________________________________________ EB WB NS SB ____ ____ ____ ---- LEFT 54 -- 16 0 THRU 0 -- 714 709 RIGHT 23 -- 0 38 NUMBER OF LANES --------------------------- __________________________________________ EB WB NB SB _______ _______ _______ ------- LANES 2 -- 2 2 1. i CAPACITY AND LEVEL -OF -SERVICE Page-3 -------------------- _________________________________________________ POTEN- ACTUAL FLOW- TIAL MOVEMENT SHARED RESERVE RATE CAPACITY CAPACITY CAPACITY CAPACITY MOVEMENT v(pcph) c P M SH R SH (Pcph) c (pcph) c (Pcph) c = c - v LOS i MINOR STREET i I EB LEFT 59 71 69 69 10 = j RIGHT 25 660 660 660 635 A i MAJOR STREET NB LEFT 18 434 434 434 416 A IDENTIFYING INFORMATION NAME OF THE EAST/WEST STREET...... DRIVEWAY NAME OF THE NORTH/SOUTH STREET.... COLLEGE DATE AND TIME OF THE ANALYSIS..... 09-20-1993 ; 1995 PM PK HR OTHER INFORMATION.... 1 1985 HCM: UNSIGNALIZED INTERSECTIONS Page-1 IDENTIFYING INFORMATION --------------------------------------------------------------------- AVERAGE RUNNING SPEED. MAJOR STREET.. 40 PEAK HOUR FACTOR ..................... 1 AREA POPULATION ...................... 150000 NAME OF THE EAST/WEST STREET......... DRIVEWAY NAME OF THE NORTH/SOUTH STREET....... COLLEGE NAME OF THE ANALYST .................. MD DATE OF THE ANALYSIS (mm/dd/yy)...... 09-20-1993 TIME PERIOD ANALYZED ................. 1995 AM PK MR OTHER INFORMATION.... INTERSECTION TYPE AND CONTROL --------------------------------------------------------------------- INTERSECTION TYPE: T-INTERSECTION MAJOR STREET DIRECTION: NORTH/SOUTH CONTROL TYPE EASTBOUND STOP SIGN TRAFFIC VOLUMES --------------------------------------------------------------------- ES WB NS SB ---- ---- ---- ---- LEFT 20 -- 21 0 THRU 0 -- 667 389 RIGHT 9 -- 0 49 NUMBER OF LANES --------------------------------------------------------------------- EB WB NB SB ---------------------------- LANES 2 -- 2 2 CAPACITY AND LEVEL -OF -SERVICE Page-3 --------------------------------------------------------------------- POTEN- ACTUAL FLOW- TIAL MOVEMENT SHARED RESERVE RATE CAPACITY CAPACITY CAPACITY CAPACITY MOVEMENT v(pcoh) c (pcph) c (pcph) c (pcph) c = c - v LOS p M SH R SH ------------------------------------------------ --- MINOR STREET EB LEFT 22 132 129 129 107 J RIGHT 10 797 797 797 787 MAJOR STREET NB LEFT 23 641 641 641 618 - A IDENTIFYING INFORMATION NAME OF THE EAST/WEST STREET...... DRIVEWAY NAME OF THE NORTH/SOUTH STREET.... COLLEGE DATE AND TIME OF THE ANALYSIS..... 09-20-1993 ; 1995 AM PK HR OTHER INFORMATION.... F'F=E: r-I C) I >:f W Z W wW W J O U SPRADLEY BARR = SITE/ o O 0M co \ o rn � 20/54 } 9/23 --%. to o \ M N \ 0 r N AM / PM 1995 PEAK HOUR TRAFFIC Figure 4 HARMONY ROAD 0 0 co Lo rnLO � N lO ?- c0 J tp Q ... srfter W Zm W W C7 W J J O U O co 0 0 00 LO 0 N to } r J Q 0 LEGEND: AM/PM Peak Hour Traffic Rounded to nearest 5 Vehicles. RECENT TRAFFIC COUNTS Figure 3 r�r a - �•MPSMIL 0 --0 VEHICLE O DISPLAY 0 r.r t'r�i IJ VEHICLE STORAGE 4$Z NO SCALE I I • I IIi I I I I I I I I I I 1 11 \ \\ >4 W \ \ W z \ 1 1 O I I I I I I I I I I i i I I I I I I I I L---------- SITE PLAN Figure 2 4� N r: 17 Par C05U01. It P j � I� I ".1. . I "11po Di;p! M L Li 1510 BM 4954 SOSS 1544 U :'s H es- tadi it S Um gDrfve 19 �IGravel; Pit Drive Thear ir r JIB '901, 27:26 itl 28• S! Ik low 7: ff: i1rd x Grav I /549 Driy 3 3 Lakt_, nyon �34 35 4 36 991 5 i Gravel Dam Pit Me Clellan( -%b �HARMONY ROAD A 211BI Harm ony Cem S'PAA6Lg —jVj P BARR 0,0 1 kY 4 a w swo.... ... ...11...... 0 98 4,4916 9 10 12 7 A Trilby T T" Mona NO SCALE SITE LOCATION Figure I When this occurs, the eastbound to northbound left turns from the car dealership will have the opportunity to make these left turns at a signalized intersection. A southbound right -turn lane is required by the State Highway Access Code and is also appropriate at this driveway. This can best be implemented by converting the existing 10-11 foot shoulder to an exclusive right -turn lane. RECOMMENDATIONS Based upon the investigation and findings presented above, the following actions are recommended: - Construct a full movement driveway in the location shown on the preliminary site plan. This driveway will be converted to a three-quarter drive (no left out movement) when the City builds a raised center median on College Avenue. - Convert the existing paved shoulder to an exclusive right - turn lane with a minimum width of 10 feet, 315 feet of deceleration length and a 15:1 taper. - Provide the opportunity to connect this property to the recirculation system on the west side of South College Avenue. This recirculation system should be designed to accommodate land use proposals of other property owners in this area. 4 the compatibility of the proposed site driveway with the access control plan. It appears that the location of the proposed driveway is consistent with the access plan. The access plan, however, recommends a three quarter access (no left out) instead of the full movement access being proposed. STATE HIGHWAY ACCESS CODE Since College Avenue is a State Highway, the State Highway Access Code was reviewed. The intent of this review was to determine the need for auxiliary lanes at the proposed driveway. It should be noted that a painted two-way left -turn lane currently exists and, therefore, the need for or length of this lane was not investigated. The investigation revealed that left- and right -turn acceleration lanes are not needed. However, a right -turn deceleration lane should be provided. Given the posted 40 mph speed limit, the right -turn deceleration lane should have the following characteristics: Lane width: 10 feet minimum Taper length: 15:1 Deceleration length: 315 feet DISCUSSION Based on the foregoing investigations and analyses, the following items appear worthy of discussion based upon the need, timing and implementation of the specific improvement. The proposed site driveway is planned to accommodate all movements; however, the "South College Avenue Access Control Plan" calls for a three-quarter movement (no left -turn out) driveway at this location. Capacity analyses have indicated that the full movement driveway will function at normal levels of service and, therefore, is not expected to operate significantly different than any other full movement driveway on an urban arterial roadway. Given the difficulty of restricting the outbound left -turn movement, it appears appropriate to permit this driveway to function as a full movement access until such time that a center median is constructed on College Avenue. This approach is consistent with the procedures recommended in the "South College Avenue Access Control Plan." The "South College Avenue Access Control Plan" shows a recirculation street system west of South College Avenue. This recirculation system connects to Fairway Lane (north of Weberg's) which in turn connects to South College Avenue. The "South College Avenue Access Control Plan" shows that the College/Fairway intersection will have a traffic signal when warrants are met. 3 70% - 30% entering -exiting split is expected with the afternoon peak hour split being 41% - 59%, per the ITE publication. Poudre Valley REA conducted a week long trip generation survey in 1988 for their existing facility. Comparing average peak hour traffic from that survey to the new car dealership from Trip Generation, indicates that there will be an increase in traffic. The new car dealership use will generate 30-60 percent more traffic during the peak hours than the REA facility. DRIVEWAY OPERATIONS To assess traffic operations at the proposed driveway, site traffic was distributed to the city street system. This distribution was undertaken using a directional demand of 70% - 30% in the north -south directions. This directional distribution is based upon the site's geographic location in the Fort Collins metropolitan area. Background traffic volumes were obtained from the City of Fort Collins. This information included directional peak hour traffic counts on College Avenue in the immediate area of the site. These counts were increased at the rate of 2-3% per year to reflect a 1995 evaluation year. Site traffic volume projections and background traffic is presented in Figure 4. Capacity analyses were conducted for both the morning and afternoon peak hour periods under 1995 conditions. Calculation forms are provided in the Appendix. Resultant levels of service (LOS) are as indicated below. LOS Approach Movement AM PM NB College Left A A Driveway Left D E Right A A The above levels of service are considered typical for a full movement driveway on an arterial street in an urban area. Typically left -turn out movements experience significant delay due to heavy mainline volumes during peak hour conditions. During much of the day, however, operating conditions are expected to be acceptable. SOUTH COLLEGE AVENUE ACCESS CONTROL In 1988, the City of Fort Collins prepared an access control plan for South College Avenue. This plan was reviewed to assess 2 u.i a. t2 J W O W s F- F- Q M MEMORANDUM c To: Kriss Spradley/Bill Barr, Spradley-Barr C' Eldon Ward, Cityscape 10 Fort Collins Transportation Division c Fort Collins Planning Department M From: Matt Delich .Date: October 23, 1993 Subject: Spradley-Barr new car dealership traffic study (File: 9374MEM1) I have investigated and evaluated the access driveway proposed for the Spradley-Barr new car dealership. The site location is shown in Figure 1. The new car dealership is proposing to use the existing facility of Poudre Valley REA. Figure 2 shows a site plan of the Spradley-Barr Auto Dealer. The preliminary site plan shows that one full movement driveway is proposed along College Avenue (U.S. 287), 650+ feet south of Mason Street. Findings of this investigation and subsequent recommendations are summarized in the following sections of this memorandum. EXISTING CONDITIONS College Avenue is a major north -south arterial roadway, serving Fort Collins and the surrounding areas. It currently has two through lanes in each travel direction, a two-way z center left -turn lane and 10-11 foot paved shoulders. FE ZTraffic count information was obtained from the City of z Fort Collins. These counts were conducted on College Avenue W in late September, 1991. Figure 3 shows the daily and peak hour traffic on South College Avenue, south of Harmony Road. U • o SITE GENERATED TRAFFIC o The Institute of Transportation Engineers' (ITE) N publication, Trip Generation was reviewed to estimate site a generated traffic. Per this publication, the proposed cc development is expected to generate 99 morning peak hour • trips, 131 afternoon peak hour trips, and 2400 daily trips. These estimates assume a facility having approximately 50,000 square feet of floor area. During the morning peak hour, a 1