HomeMy WebLinkAboutSPRADLEY BARR AUTO DEALERSHIP PDP FDP - 64 93E - SUBMITTAL DOCUMENTS - ROUND 3 - VARIANCE REQUESTThe entering curb radius at the access is 32 feet from
available plaids. There is an existing storm sewer inlet just
north of the access that limits the curb radius to 32 feet.
This radius does not require a variance.
As reported in the traffic study, there is a continuous
lane between Mason Street and the subject access. These
accesses are 690 feet apart on centers. The distance between
each P.C. is 600 feet. The west edge of US281 is curb and
gutter, and is continuous between Mason Street and the access.
It is also continuous to the north of Mason Street and to the
south of the access. According to SHAC, Section 4.8.2:
Where two accesses have speed change lanes that
over -lap, or- are in close proximity but do not
overlap, a continuous lane shall be established
between the accesses to improve roadway consistency,
safety, and to maintain edge continuity.
The deceleration lane length should be 315 feet exclusive of
taper. This is available between Mason Street and the
proposed access. An acceleration lane leaving Mason Street
should be 380 feet exclusive of taper. If the acceleration
lane was desired, the provision of a continuous lane is
allowed, as stated above. However, it is the City's policy
to not have acceleration lanes on urban arterial streets, and
it is my recommendation to not have acceleration lanes on
urban arterial streets. Providing a stop condition prior to
entering US287 is in the best interest of public health,
welfare, and safety. If elimination of the acceleration lane
from Mason Street is the desire of the City and CDCT, then the
deceleration lane (at 3151) plus a 15:1 taper can be striped
in the shoulder area. north of the subject access. In any
case, no variance is required regarding the right -turn
deceleration lane.
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MEMORANDUM
TO: Kriss Spradley/Bill. Barr, Spradley-Barr
Eldon Ward, Cityscape Urban Design
.Jim Allen -Morley, Sear Brown
Fort Collins Engineering Department
Tess Jones, CDOT
FROM: Matt Delich
DATE: March 30, 1998
SUBJECT: Variance pertaining to the auxiliary lanes on US287
in front of Spradley-Barr (File:9749ME02)
I have been requested to analyze the need for a variance
from the CDOT design criteria in front of the new (under
construction) Spradley-Barr dealership, located west of US287
(College Avenue) in the former REA Building. This memorandum
addresses lane width, curb radius of the access, and auxiliary
lanes on the west side of US287.
According to survey information, the curb to curb width
of U928/ is 84.5 feet. From west to east, the cross section
is as follows: shoulder - 11.5 feet, southbound lanes - 11
feet and 12 feet, median lane - 16 feet, northbound lanes -
12 feet and 11 feet, and shoulder - 11 feet. The right -turn
auxiliary lane approaching the Spradley-Barr access is 11.5
feet wide. According to the State Highway Access Code (SHAC),
Section 4.8.3:
Speed change lanes shall normally be 12 feet wide
exclusive of gutter pan or shoulder. If existing
thru travel lanes are less than 12 feet wide or if
local government standards recommend, a lesser width
may be used provided a minimum of 10 feet of width
is attained. Speed change lanes should be a minimum
of 11 feet on highways with a posted speed above 40
mph, and where there is a high percentage of large
truck use.
The posted speed in this area is 40 mph. Through lanes are
less than 12 feet wide. The shoulder width, exclusive of the
gutter pan is 10 feet. From available traffic information
from CDOT (1995), the percent of trucks in the traffic stream
in this area is less than 4% on a daily basis. The percentage
of trucks in the traffic stream during peak hours is probably
between 2% and 3%. It is concluded that no variance with
regard to lane width is required for the right -turn
deceleration lane approaching the access.