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HomeMy WebLinkAboutFOOTHILLS PARKWAY PUD - PRELIMINARY - 36-89 - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDY0 001 GOOD TIMES DR I tJE THRU BURGEP.S ECOh10 LUBE SITE ACCESS STUDY FORT COLLINS, COLORADO APRIL 1989 Prepared for: Good Times Drive Thru Burgers 2121 30 th Street Boulder, CO 80301 Prepared by: MATTHEW J. DELICH, P.E. 3413 Banyan Avenue Loveland, Colorado 80538 Phone 303-669-2061 t • • EXECUTIVE SUMMARY Restaurant and auto lube uses_. have been proposed in the northv.iest corner of the College/Foothills intersection in Fort Collins, Colorado. This site access study involved the steps of trip generation, trip distribution, trip assignment, capacity analysis_., traffic signal warrant analysis, signal progression analys.is., and accident analysis. This study assessed the impacts_. of a fast food restaurant and an auto lube located on the northwest corner of the Col 1 ege/Footh i l l s. Intersection in the short range (1991) and long range (2010) street system in the immediate vicinity. As a result of this analysis, the following is concluded: - The proposed uses are feasible from a traff i c engineering standpoint. At full development as proposed, approximately 110o trip ends wi11 be generated at this site daily. - Current operation at the signalized College/Foothills intersection and the stop sign controlled Foothills/frontage road intersection is acceptable. Occasionally, the no U-turn regulation on Foothills Parkway is violated by vehicles exiting to Foothills Parkway westbound, then turning_ around the median to go eastbound. - In the short range future, the signalized College/ Foothills intersection operates acceptably with the existing geometric=_. and phasing. The Foothills/frontage road and Foothills_.,acces_.s intersections operate acceptably. In the short range future, the frontage road can continue to operate as a right-in/right-out at Foothills Parkway. The east access. to the Stee1e's_. Market parking lot should be closed vlith alternative access provided via the driveway to this s.i te. - In the long range future, the College/Foothills. intersection will operate acceptably during the peak hours. All accesses. to the site from Foothills Parkway and the frontage road i,.iill operate acceptably. The existing frontage road intersection with Foothills_. Parkway should be changed to a right -in only. The majority of frontage road traffic should usean al ternat i ve route to the north and vies_.t of the site. This. concept has been agreed upon by the property ov,lners.,'developers_. in this. area. - L-Jith the recommended control and geometric=_., the accident rate should be at an acceptable level for typical urban conditions. - The long range accesses. Shov,1n in this report are in conformance with the South College Avenue Access Control • • Plan. This should facilitate implementation of the access plan in this area. I. INTRODUCTION This traffic impact study addresses the capacity, geometric, and control requirements. at and near a proposed restaurant and auto lube site located on the northwest corner Of the College/Foothills intersection in Fort Collins, Colorado. The property is currently a. vacant lot. During the course of the analysis, numerous contacts viere made with the project developer and the Fort Col 1 i ns Traffic Engineering Department. This study generally conforms to the format set forth in typical traffic impact study guidelines.. The study involved the following steps: - Collect physical, traffic and development data. - Perform trip generation, trip distribution, and trip ass. i gnmen t . - Determine peak. hour traffic volumes and daily traffic volumes.. - Conduct capacity and operational level of service analyses on key intersections. - Analyze signal warrants and =_ignal progression. - Analyze potential changes in accidents and safety con=_.i derat ions.. II. EXISTIPJG CONDITIOFJS The location of the proposed commercial use is s.hot-in in Figure 1. It is important that a thorough understanding of the existing conditions be presented. Land Use Land uses in the area are primar'i1y commercial. A bank/ office building exists south of the site across Foothills Parktaiay. North of the site is. De 1 1 enbach Chevrolet. West of the site is. Steele's Market grocery store. East of the site across College Avenue are commercial uses including Foothills. Fashion Mall. Land in this area is essentially flat. DOwn- tm,in Fort Coll ins 1 i es. to the north of this. s. i to . The primary streets near this site are College Avenue and Foothills Pa.rkvlay. The College/Foothills intersection is signalized. College Avenue is east of the site. It is a north -south street designated as a major arterial by the City of Fort Col 1 i ns.. It has a six lane cross section w i th center turn lanes at most intersections. College Avenue has a center median t•,ihich restricts. access from College to right- in/right-out at all but signalized intersections in this 13 rtn at" N11 IV i4xn er. - L(7 ............. . F11 , r J., Ilk. Ha ton L P-1III Ig —4; -jj\N: Park j xj pr y: Di,,i in ;/4 Park WOOD �2 I/ %A 0 P Ornkes ,OAD no: 3 8 no JI 7 RIl ROAD-_- 1 p§II \ 1d) 116. rark u GOOD T I m''t B UrRGt�i �-- CONO LUBE RCM EAST-_ PR 77, 1 W5 n; Warren Park! I "a rre 71 Lhke :Z �.; - ? i o ��\;.\'l �\� Reservoir 135) 4991 03 IL t __j it A I Her Pa rk SITE LOCATION FiFfigure 1 „ 0 • area. The approach geometrics from the north are 2 left -turn lanes, 2 through lanes., and 1 through/right-turn lane. The approach geometrics from the south are 1 left -turn lane, 3 through lanes, and 1 right turn lane. The nearest other signalized intersections are at Swallow Road to the north and Monroe Street to the south. The posted speed limit on College Avenue is 40 mph. Sight distance is generally not a problem along College Avenue. On the west side of College Avenue, there is a frontage road connecting Foothills Parkway and Swallow Road. The location of this frontage road presents some operational problems at the College/Swallow intersection. Foothills Parkway borders the proposed commercial uses on the south. It is an east -west street not addressed on the Fort Collins Master Street Plan and is considered to be a local street by the City of Fort Collins. It has a two lane cross section on the west side of College Avenue with widening at the College/Foothills intersection. The approach geometrics from the west are 1 left -turn lane, 1 through lane, and 1 through/right-turn lane. Foothills Parkway has a four lane cross section on the east side of College Avenue. The approach geometrics from the east are 2 left -turn lanes, 1 through lane, and 1 right -turn lane. Foothills Parkway terminates to the west at McClelland Street. There is a separate (split) phasing for Foothills. Parkway at the College/Foothills signal. There is also a median on Foothills near College Avenue, which restricts movements. at the frontage road to right-in/right-out. Observation during traffic counting indicated that some drivers exiting the frontage road make U-turns around the median. The U-turn is signed as prohibited. Existing Traffic Daily traffic flow is shown in Figure 2. These are machine counted volumes conducted by the City of Fort Collins in 15•86. Peak hour turning movements obtained in March 1989 at the Foothills/frontage road intersection and in 1986 at the College/Foothills intersection are shown in Figure 3. Existing Operation Operation analyses were conducted at the Foothills/ frontage road and the College/Foothills intersections. The intersections were evaluated with the existing control and geometrics using the volumes shown in Figure 3. The peak hour operation is shown in Table 1. Appendix. A describes level of service for signalized and unsignalized intersec- tions from the 1985 Highway Capacity Manual. Calculation forms for the current operation are provided in Appendix B. The signalized College/Foothills intersection operates K • Ab m M RECENT DAILY TRAFFIC COUNTS Figure 2 o Q a o w W N W � J Q J � O Z U O cc Site � " UN 0 s �� LIN ri N ZZ-/Z14 - IOZ/ b8 14024 FOOTHILLS PKWY r to rj Noon / PM PEAK HOUR TRAFFIC Figure 3 X Table 1 Current Peak Hour Operation Intersection noon PM College/Foothills (signal) A B Foothills./Frontage Road SB RT A A Table 2 Trip Generation Daily Noon Peak P.M. Peak Land Use Trips Trips Trips Trips Trips in out in out Good Times 1010 135 135 34 34 Econo Lube 80 6 6 6 6 Total 1090 141 141 40 40 acceptably. As mentioned earlier, some !-turns are made on Foothi11s. Parkway west of the median. The South College Avenue Access Control Plan suggested that a solution to alleviate the operational problem at the Col 1 ege /St,ial 1 ow/fron tage road intersection would be sought viith the cooperation of all interested property owners in this area. One of the potential solutions teas a right -in/ right -out access to the frontage road from College Avenue in front of Dellenbach Chevrolet. Along with this solution, some movements may need to be restricted at the Swallow/ frontage road intersection. Potential solutions and synopses of meetings will be presented later in this report. III. PROPOSED DEVELOPMENT The proposed restaurant and auto Tube use will be located at the northwest corner of the College/Foothills intersection in Fort Collins. It is proposed that the frontage road be routed to the north and west of the site to intersect with Foothills. Parkway approximately 250 feet viest of College Avenue. The existing Foothills/frontage road intersection will be changed to a right -in only movement. Figure 4 shows a schematic of the site plan. The short range analysis (1991) included the proposed use with the existing traffic factored by 2 percent per year. The long range analysis (2010) included the proposed use with traffic projections as indicated in the North Front Range Corridor Study and other city docurnent=_.. The traffic used in both analyses are comparable to that used in the Foothills Fashion Mall Site Access Study, Flay 1987. Trip Generation Trip generation is important in considering the impact of a development such as this upon the existing and proposed street system. Data supplied by Good Times Drive Thru Burgers, and Econo Lube viere used to determine the trip oenera.tion for this _ site. The Boulder Good Times store was used to project trips. This data is provided in Appendix. C. The Econo Lube information stated that they expected 30-40 customers per day. Using a. peak hour factor of 15 percent of the higher value for both the noon and afternoon peak hours yields six customers during each peak hour. Table 2 shot -is the expected trip generation on a daily and peak hour basis. Trip Distribution Directional distributions of the generated trips were determined for this use. The trip distribution used in the subsequent analyses is shown in Figure 5. A passerby factor 3 • Dellenbach Chevrolet Q O m w Q F- Z O OC w rrr 1 7f ' Econo Lube � ' �t �t m m _0 m m cn i t L Good Ti es Bur r FOOTHILLS PARKWAY m w m W a 0 w J J O U I SITE PLAN Figure 4 0 Site �+ IO O/� ° T_ w a w o J O J O U 0 -r z0 FOOTHILLS PKWY Q N TRIP DISTRIBUTION Figure 5 w ,Q, Site °W N en O 4100 U ..ram► 0 0 0 9 fn 9400 FOOTHILLS PKWY 1991 DAILY TRAFFIC Figure 6 w LJ' o w N Site o O 4100 J J O U 1500 FOOTHILLS PKWY 2010 DAILY TRAFFIC Figure 7 0 • of 50% was. applied to the fast food r•e=_.taurant u=_.e. Passerby traffic was assumed to be from College Avenue only and was directional l y s.p 1 It based upon existing counts.. Pas. serby traffic is removed from the through traffic, but redi s_.tr i bu— ted to the turning traffic at affected intersections. Traffic Projections Traffic projections for the short range time period were obtained by adding the qenerated traffic to the short range traffic projections from the Foothills Fashion Mall Expansion Site Access Study. Figure 6 shoes the expected 1991 daily traffic considering the site generated traffic and the background traffic. For. 20 year projections (year 2010), the long range projection from the Foothills Fashion Hal Expans_ion Site Access Study was used. These daily projections are shown in Fiqure ?. Trip Assignment Trip assignment is how the generated and distributed trips are expected to be loaded on the street system. The ass .igned trip=_. are the resultant of the trip distribution process. Figure 8 shows the short range morning peak hour assignment and the afternoon peak hour assignment of the site generated traffic plus background traffic. In the short range a.ss_.i gnment, it was assumed that the Foothi 1 1 s/frontage road intersection would operate as right—in/right—out, which is the condition that .presently exists. This assumption was made since it is not likely that final resolution of the alternative access. solutions as described in the South College Acces_.s_. Control Plan viould be implemented. The long ranq_e assignment as_s_.umed that this intersection would be an "in only" condition. Fiqure 9 shows the long range peak hour ass ignment of the site generated traffic plus background traffic. Si gnat War rant=_. As. a matter- of policy, traffic signals are not instal 1 ed at any location unless viarrants are met according to the Hanual on Un i form Traffic Control Devices. No new s_.i gnat s are anticipated as. a result of this. project or other projects in this analysis area. E 0 loc Q F- cn w w O cc U > Site U cr U- p a 9N� Q 9 2-78/423 ) �_ 1 � 014�3-75 1 FOOTHILLS PKWY 123/8s-� 1153/Ib4 SO 51 119J?3 — '04, Noon / PM w w J J U �-- 244/Z35 109 / 05 r-- ISS/ 13Q, Q N SHORT RANGE PEAK HOUR TRAFFIC Figure 8 o Q 0 cc w N w cD c7 w >- Q -j J cn Q z O cn w U w Site U o U cc o L' r - � �— 55/7-0 140/ 345 20/10�� FOOTHILLS PKWY 1 �5/f� 0 ---► Noon / PM `boo � M <0 �� 245 235 �— 100/40 • - 19 5/ 3 b5 / 155/ 140 125/90 --/ 80/ 50 —► ) � ( o oc cJ - LONG RANGE PEAK HOUR TRAFFIC Figure 9 • Signal Progression Signal progression was. not evaluated =_.ince no new signals are warranted nor will platoon flow be evaluated. Operations Analysis Capac i ty anal ys.es. were performed on key inter -sect ions adjacent to the proposed restaurant and auto tube uses. Using the traffic volumes shown in Figure 8 and the existing geometrics, the intersections operate in the short range condition as indicated in Table 3. Calculation formss for these analyses are provided in Appendix, D. The College/ Foothills. intersection will operate acceptably with the existing signal control. The Foothills/frontage road and Foothills/access to the site will operate acceptably with stop sign control. It is recommended that the easternmost access to the Steele's Market parking lot be closed. Access_. to the parking lot can be provided via the access to this site as shown in Figure 10. Some reworking of the Stee1e's Market parking lot ma.y be required. U=inq the traffic volumes shown in Figure 9, the intersections operate in the long range condition as indicated in Table 4. Calculation forms for these analyses are provided in Appendix E. The signalized College/ Foothills intersection will operate acceptably. The stop sign controlled intersections will operate acceptably. As stated earlier, at this future time period, it is expected that there will be a right-in/right-out access to College Avenue (s.outhbound) in front of Dellenbach Chevrolet. The comments regarding access to the Steele's Market parking lot also apply to the long range future time period. On April 5, 19891 a meeting was held between representa- tives. of Good Time=. Drive Thru Burgers. and Dellenbach Chevrolet. The outcome of that meeting teas as follows: - Dellenbach and Good Times agreed to provide an alternative route for the frontage road as shov,ln in Figure I1. This new frontage road route has, the advantages of increasinq the distance from College Avenue at Foothills Parkway and limiting the existing frontage road location to a right -in onl;.. It is expected that this new frontage road route would be a private street with two 12 foot lanes. - Access. to Dellenbach, Steele'=_. Market, Good Times, and Econo Lube would be provided as shot,,in in Figure I1. - Private access would be provided to Dellenbach from Svial low Road via a private road/driveway along the west parking lot for the Round -the -Corner Restaurant. is Table 3 Short Range Peak Hour Operation Intersection nop� College/Foothills(signal) A B Foothills/Frontage Road SB RT A A Foothills/Access SB RT/LT EB LT B B A A Table 4 Long Range Peak Hour Operation Intersection Loon F'P1 College/Foothills (signal) Foothills/Access S B RT/ LT EB LT A A A A SHORT RANGE SITE ACCESS Figure 10 . i ter v®r. F X, in' ow X r-W QVlf cc LU rlr z mpr" wa AN AmdW4 T4 T'W CA* Ec9no LU f '.. I . I.L4—dob, u WYLL �f..r�:r� 0 mrm"em lmDj lv� F, L LONG RANGE SITE ACCESS Figure 11 Details and design of the above agreements still need to be (,.forked out as. of the date of th i s. report. The above agreeements will fit into the potential solutions suggested in the South College Avenue Access Control Plan. Accident Analysis The recommended control devices and geometrics should minimize vehicular conflicts and maximize vehicle separation. Therefore, the accident rate should be at its minimum for a typical urban condition. I V . CONCLUS I OMS This study assessed the impacts of a fast food restaurant and an auto tube located on the northwest corner of the College/Foothills_intersection in the short range (1991) and long range (2010) street system in the immediate vicinity. As a result of this analysis, the following is concluded: - The proposed uses are feasible from a traffic engineering standpoint. At full development as proposed, approximately 1100 trip ends will be generated at this s_.ite daily. - Current operation at the signalized College/Foothills intersection and the stop sign controlled Foothills/frontage road intersection is acceptable. Occasionally, the no U-turn regulation on Foothills Parkway is violated by vehicles exiting to Foothills. Parkway westbound, then turning around the median to go eastbound. - In the short range future, the signalized College/ Foothills intersection operates acceptably with the er.istinq_ geometrics. and phasing. The Foothills./frontage road and Foothills -.,,'access intersections operate acceptably. In the short range future, the frontage road can continue to operate as a right-in/right-out at Foothills Parkway. The east access. to the Steele's Market parking lot should be closed with alternative access provided via the driveway to this site. - In the long range future, the College/Foothills intersection will operate acceptably during the peak hours. All acces.s_.esto the site from Foothills Parkway and the frontage road will operate acceptably. The existing frontage road intersection with Foothills Parkway should be changed to a. right -in only. The majority of frontage road traffic should use an alternative route to the north and west of the site. This concept has been agreed upon by the property owners./developers in this area. M • - With the recommended control and oeometrics, the accident rate should be at an acceptable level for typical urban conditions. - The long rancie accesse shovn in this report are in conformance with the South College Avenue Access Control Plan. 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Aria ysi s for a stop- or - yield -controlled inter -section results in solutions for - the capacity of each lane on the minor approaches. The 1 evel -of-servi ce cr-i teri a are then based on the r eser ve. or unused, capacity of the lane In question e;:pressed in passenger cars per hour (F'CF'H) . RESERVE CAPACITY LEVEL OF EXPECTED DELAY TO (F'CF'H) SERVICE MINOR STREET TRAFFIC ---------------------------------------- �_�'r' A Little or no delay B Short traffic delays cirri-Lqq C Average traffic delays l�ri►-199 D Lonq traff i c delays E Very long traffic delays * F *When demand volume exceeds the capcity of the lane. e,,:treme delays will be encountered with queuing which may cause severe congestion affecting other traffic movements in the intersection. 111i s condition usual 1 y warrants improvement to the intersection. F:eference: Flic)1.►�i�y C!�!paci ty hl).. rFreci al F:epor t "r=19. Transportation Research Board, Nation- al Research COunci1. Washington, U.C. 1995. 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