HomeMy WebLinkAboutBURGER KING AT RIVERSIDE PUD - PRELIMINARY - 37-89 - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDY (2)00
Hemorandum
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To: E. P. Michaels
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Ed Zdenek
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From: Matt Del i c h �t�jsW
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Date: October 23, 1S'8?
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Subject: Lemay Riverside Intersection Design
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Follo�)ing a meeting on October 17, 1989 of Pick
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Ensdorff, Fort Collins Traffic Engineer; Ted Shepard,
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Fort Collins Planner; Pick Richter, Fort Collins
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Development Engineer; Ed Zdenek, Planning Consultant;
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and Platt Delich, Traffic Engineering Consultant at the
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Lemay/Riverside intersection, it t,,,as decided that an
alternative deli on of the intersection should be
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considered. This design should shou.) a widening of the
south leg of Lemay on the west side of the street. The
design shown in my September 25, ITS? memorandum did not
consider widenino on the viest.
Observation at the intersection indicated that the
existing curve through the intersection was acceptable.
It was. Rick Endorff's opinion that the northbound
through vehicles viere comfortable with the posted speed
and the curve, since they did not brake vthen entering
the north leg of Lemay. Based upon a plotted survey by
Steviart & Associates, the calculated radius of the
right -most lane is 380 feet. This indicates that the
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calculated speed is approximately 34 mph. The posted
speed is 35 mph.
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Given this, the east curb of Lemay Avenue alas held
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as a constant. The design described in this memorandum
shows all widen ino to occur on the viest side of Lemay.
The existino 10 foot lanes were used and the bike lanes
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viere al =o kept on Lemay. The desi gn al so =_.how=_. the
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right -turn lane on eastbound Riverside. This right -turn
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lane is an improvement to the overall efficiency of this
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, vah i ch the City via=_. contemplating even
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viithout the proposed Burger King development in the
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southeast quadrant.
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The design (attached) maintains the existing
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geometr i cs on the north leg of Lema>, Avenue and the east
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leg of Riverside. The right -turn lane on the eastbound
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approach is 110 feet long with a ^-0 foot taper. The
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leg of Lemay Avenue maintains the location of the
ex i s t i no east curb and the 4 foot bike 1 ane . The tvlo
northbound through lanes remain at their existing
locations with their existing 10 foot widths. The
r i gh t-turn channel i zat ion i cSl and remains at the size and
shape that currently exists. Double left -turn lanes are
provided with a combined storage length of 400 feet with
a 7.5:1 taper. Also provided is a southbound 60 foot,
left -turn lane at the access to the proposed Burger
King.
In the southbound direction on the south leg of
Lemay, tv,10 lanes are provided. In order to fit the
extra lane in, the viest curb is moved 10 feet to the
vaest. The bike lane is maintained on the vie=.t ride of
Lemay. The right -turn lane entering the Alberton's
Center is also moved 10 feet to the vilest . The
cha.nne1ization island at this right-in/right-out access
can remain as shov,ln on the attached drawing.
Available right-of-k:-,iay information indicates that
the street widening on the v,iest side of Lemay can be
accomplished within the existing r- i qht-of-k--,iay. However,
the attached si devfal k v.1i 1 1 be on private land and can be
constructed in a pedestrian easement. Loss of some
1andscapinq may occur with this design.
The Steviart & Associates survey ends just south of
the right-inlrioht-out access to the Albertson's Center.
Therefore, the design of the transition back to the
existing Lemay Avenue cross section, south of Pennock
Place, should be the subject of further work, if this
design solution is accepted by all the parties.
concerned.
Note that the points of intersection of the
tangents of both the northbound and southbound through
lanes of Lemay occur in the intersection itself. With
this design, the through vehicle enters the respective
north and south leqs after executing the turn. This
design is better than the solution shovjn in the
September 25, 1PB':? memorandum, where the northbound
vehicles turn just after they enter the north leg.