HomeMy WebLinkAboutTACO BELL AT THE MARKET PLACE PUD - PRELIMINARY & FINAL - 21-89F - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDY00
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MEMORANDUM
To: Al Hauser, Architecture One
Taco Bell
Fort Collins Transportation Division
Fort Collins Planning Department
From: Matt De l i ch `,T��
Date: February 4, 1994
Subject: Taco Bell at the Market Place PUD traffic study
(File: 9404MEM1)
This memorandum serves as an amendment to the "Market
Place Site Access Study," April 1989, and the "Best Buy PUD
traffic study," May 4, 1992. A Taco Bell Restaurant with a
drive -through is proposed on Pad A of the Market Place. The
Market Place site plan is shown in Figure 1. Figure 2 shows
the proposed Taco Bell layout on Pad A. This amendment
addresses Fort Collins staff comments as stated in a January
4, 1994 letter and attachments from Ted Shepard.
Specifically, this memorandum addresses:
- Trip generation;
- Update of traffic assignment and operation;
- Parking analysis on Saturday noon peak.
Trip Generation
The trip generation analyses compare (1) the trip
generation estimate in the original study with the current
counts; (2) the ITE trip generation with the Taco Bell trip
generation; and (3) the Taco Bell trip generation with a high
turn -over, sit-down restaurant.
Table 1, line 1 shows the trip generation from the site
access study for the Saturday noon peak hour and the weekday
afternoon peak hour. Table 1, line 2 shows the same peak hour
trip generation as determined from traffic counts performed
in January 1994. The counted Saturday noon trip generation,
based upon the traffic counts, is slightly higher than the
estimated trip generation from the site access steady.
However, it is important to note that Pad A is currently
vacant. It was expected that Pad A would be occupied by a
sit-down restaurant. This use would add 38 vehicle trips in
and 42 vehicle trips out during this peak hour. Based upon
this one day analysis, the trip generation in the site access
study underestimated the generated traffic by 6.0 percent.
Using the same type of comparison for the weekday afternoon
peak hour, the trip generation in the site access study
overestimated the generated traffic by 15.2 percent. Both of
these differences are within the margin of error for this type of
retail use as documented in the trip generation manual.
Trip generation for the proposed Taco Bell Restaurant is
typically estimated using Trip Generation, 5th Edition, ITE. Table
2 shows the trip generation for daily, weekday, and Saturday noon
peak hours using this reference. Taco Bell commissioned trip
generation research using nine Taco Bell Restaurants in/near the
San Francisco Bay Area, California. The trip generation research
was conducted by the firm of RKH, Civil and Transportation
Engineering, Foster City, California. Table 3 shows the trip
generation for daily and weekday peak hours using the Taco Bell
trip generation research. The Saturday noon peak hour trip
generation in Table 3 is based upon data from one site and adjusted
to reflect a "probable" Saturday noon peak hour. The Taco Bell
research had weekend data from only one site and it was not
distinguished from the weekday data. Comparing Tables 2 and 3
leads to the conclusion that a Taco Bell Restaurant is busier than
the ITE trip generation rates indicate. In light of this, the
higher trip generation for the proposed Taco Bell Restaurant was
used in all subsequent analyses.
While no specific use was designated for Pad A in the "Market
Place Site Access Study," the size and location would indicate that
a sit-down restaurant would be a likely use. Table 4 shows the
trip generation for a high -turnover, sit-down restaurant using Trip
Generation, 5th Edition as a reference. During the weekday peak
hours, the Taco Bell Restaurant is 1.30 and 1.26 times higher than
the sit-down restaurant. However, during the Saturday noon peak
hour, the Taco Bell Restaurant is over 2.5 times as busy as the
sit-down restaurant.
Traffic Impact
Traffic counts were obtained during the weekday noon peak
hour, weekday afternoon peak hour, and Saturday noon peak hour at
two key intersections in January 1994. Weekday peak hour traffic
counts were counted at the College/Troutman intersection in 1993.
These counts are shown in Figure 3. Raw traffic counts are
provided in Appendix A. Since these counts were obtained on
different days, the weekday counts were adjusted and balanced as
shown in Figure 4. In addition, Figure 4 also shows synthesized
Saturday noon counts based used historic counts and relationships
between weekday noon and Saturday noon peak hour traffic.
Using the Figure 4 peak hour traffic, the key intersections
operate as indicated in Table 5. Calculation forms are provided
in Appendix B. With a single east/west phase, the eastbound left
turn operates at level of service F during the Saturday noon peak
hour. This indicates that the left turns do not clear in a given
cycle. This level of service was confirmed through observation
0
•
•
during traffic counting. The
intersection operates acceptably
Acceptable operation is defined
The right-in/right-out access
acceptably.
Troutman/Market Place/Pavilion
during the weekday peak hours.
as level of service D or better.
on College Avenue operates
The traffic volumes accessing the Market Place, as shown in
Figures 3 and 4, depict full development of the site except for Pad
A. There maybe some "cross -over" traffic due to the proximity and
cross access to the Best Buy parcel. These volumes plus the Pad
A (Taco Bell) generated traffic depict full development of the
Market Place and the Best Buy parcel. Using the trip generation
shown in Table 3, the weekday noon peak hour, weekday afternoon
peak hour, and Saturday noon peak hour trips were assigned to the
key intersections. The assigned trips were distributed in
accordance with that shown in Figure 5. Passby traffic was
assigned based upon the expected traffic volumes on College Avenue.
Using information developed in the Taco Bell trip generation study,
cited earlier, the following passby factors were used: weekday
noon peak - 40%, weekday afternoon peak - 65%, and Saturday noon
peak - 50%. Figure 6 shows the short range peak hour traffic along
with background traffic at the key intersections. Figure 7 shows
the long range peak hour traffic and the background traffic at the
key intersections.
Using the traffic volumes shown in Figure 6, the key
intersections operate in the short range future as indicated in
Table 6. Calculation forms are provided in Appendix C. At the
College/Troutman signalized intersection, it is recommended that
left -turn phases be added to the east/west movements. This will
eliminate the unacceptable operation for these movements. It will
allow the left -turn queues on Troutman to clear before the
permitted phase turns green. As indicated in Table 6, the through/
left -turn movements at the Troutman/Market Place/Pavilion stop sign
controlled intersection will experience delays. These delays will
be similar to the current operation of these movements during the
Saturday noon peak hour. This level of service was also predicted
in the 1989 site access study. It was observed during traffic
counting that these movements are primarily executed when the
signal at the College/Troutman intersection creates a gap in the
westbound traffic on Troutman. The right-in/right-out access on
College Avenue will operate acceptably.
During traffic counting, it was noted that occasionally the
westbound left -turns on Troutman at College would extend beyond the
designated left -turn bay. Provision of the east/west left -turn
phase will likely alleviate this occurrence. However, if it
continues to occur at more than occasional times, it is recommended
that the City consider double left -turn lanes on Troutman
approaching College Avenue. From available drawings and aerial
photography,. this solution appears to be feasible. Further
3
•
•
traffic is 141.8% of the average
a sensitivity analysis indicate
vehicles (60% occupied) and the
(102% occupied). However, the
occupied.
month. Applying this factor as
s that the west lot would have 65
east lot would have 223 vehicles
overall parking lot would be 88%
The parking study provided data regarding parking duration
between 11:45 AM and 1:30 PM. Table 8 shows the number of vehicles
parking in each lot by 15 minute increments. Forty-five percent
of the parked vehicles stayed for 1.-15 minutes. Thirty-five
percent of the parked vehicles stayed for 15-29 minutes. The
average length of stay was 26 minutes in the west lot, and 27
minutes in the east lot.
The Taco Bell Restaurant site plan (Figure 17) shows that 22
parking spaces will be added to the overall Market Place parking
lot and specifically to the west lot. The number of parking spaces
in the west lot would increase to 131 and the number of parking
spaces in the entire Market Place lot would increase to 350. The
Saturday noon peak hour trip generation from Table 3 shows that
there will be 108 inbound vehicles in a one hour period. ITE data
indicates that 35% of the generated traffic is drive -through and
65% of the generated traffic is parked. This results in 70 parked
vehicles in the peak hour. Applying the length of parked vehicles
mentioned earlier in this memorandum indicates half of the parked
vehicles would occur during a given 15 minute period or 35 parked
vehicles. Using a conservative safety factor of 0.70 results in
50 parked vehicles for the Taco Bell Restaurant in a given 15
minute period. Therefore, the maximum accumulation of parked
vehicles would be 96 vehicles in the west lot (73% occupied) and
157 vehicles in the east lot (72% occupied). The overall occupancy
would be 72% at the average Saturday noon peak hour. In December,
the west lot would have 115 parked vehicles (88% occupied) and the
east lot would have 223 parked vehicles (102% occupied.). The
overall occupancy would be 97% at the December Saturday noon peak
hour.
The above conservative parking
that the existing plus new Taco
adequate to handle the peak hour
Place.
5
occupancy analysis indicated
Bell parking spaces will be
parking demand at the Market
evaluation of this recommendation is beyond the scope of this
traffic study.
Using the traffic volumes shown in Figure 7, the key
intersections operate in the long range future as indicated in
Table 7. Calculation forms are provided in Appendix D. The level
of service will deteriorate somewhat with the increase in
background traffic. The College/Troutman signalized intersection
and the College right-in/right-out intersections will continue to
operate acceptably. Operation at the Troutman/Market Place/
Pavilion intersection will be similar as that indicated in the
short range future analysis.
It is concluded that the proposed Taco Bell will not have a
significant impact on the operation of the key intersections
compared to the operation reported in the site access study.
Parkina Analvsis
At the request of city staff, a parking analysis was conducted
during the Saturday noon peak hours. This study was conducted on
January 15, 1994 from 11:30 AM to 1:30 PM. The study consisted of
recording license numbers at 15 minute intervals for the Market
Place parking lot. Since a circulation driveway bisected the
parking lot in the north/south direction, the lot was designated
as west lot and east lot. There are 109 spaces available in the
west lot and 219 spaces available in the east lot. The proposed
Taco Bell will be located in the area defined as the west lot. The
type of study conducted indicated the following:
- Occupancy at each time interval;
- Maximum parking accumulation;
- Parking duration.
Figures 8-16 show the number of vehicles parked and percent
of occupancy at each observation interval. There were 12 vehicles
in the west lot and 24 vehicles in the east lot that were parked
throughout the study period. The highest accumulation in the
entire parking lot occurred at 12:45 PM with 173 vehicles parked.
This consisted of 30 vehicles in the west lot (36% occupied), and
134 vehicles in the east lot (61% occupied) . This was the only
time interval when the entire parking lot was greater than 50`k,
occupied.
Institute of Transportation Engineers (ITE) data indicates
that, in retail centers, January traffic is typically less than the
average month. The data shows that January is 85.3% of the average
month. Given this, a sensitivity analysis was performed using this
information. The analysis indicated that maximum accumulation
would be 46 vehicles in the west lot (42% occupied) and 157
vehicles in the east lot (72% occupied). The overall occupancy
would be 62%. The same ITE data indicates that, in December, the
4
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TROUTMAN PARKWAY
NO SCALE
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SITE PLAN OF ORIGINAL MARKET PLACE Figure 1
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TACO
BELL
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Burger King
TROUTMAN PARKWAY
SITE PLAN OF MARKET PLACE WITH
PROPOSED TACO BELL RESTAURANT
Figure 2
•
•
Table 1
Market Place Trip Generation
Land Use
1. The Market Place
(from site access study
and Best Buy study)
2. The Market Place
(from 1/94 traffic counts)
Land Use
Saturday
Noon
Trips
Trips
in
out
450
460
459 426
Table 2
Taco Bell Trip Generation
from Trip Generation, 5th Edition
Taco Bell Restaurant -
1,9B6 Square Feet
Weekday
Saturday
Daily Noon Peak
Trips Trips Trips
in out
1260 47 45
57 55
P.M. Peak
Trips Trips
in out
327 349
225 275
P.M. Peak
Trips Trips
in out
38 35
Table
3
Taco Bell Trip
Generation
from Taco Bell
Data
Daily
Noon
Peak
P.M.
Peak
Land Use
Trips
Trips
Trips
Trips
Trips
in
out
in
out
Taco Bell Restaurant -
1,986 Square Feet
Weekday
1460
113
109
57
53
Saturday
108
104
Table 4
Sit -Down Restaurant Trip Generation
Daily Noon Peak P.M. Peak
Land Use Trips Trips Trips Trips Trips
in out in out
Sit -Down Restaurant -
5,300 Square Feet
Weekday 1090 91 77 47 40
Saturday 38 42
� LEGEND,
NOON / PM (NOON SAT.) N
BEST
BUY
1994 1994
93/117 (164)
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PAVILION
RECENT PEAK HOUR TRAFFIC COUNTS Figure 3
� NOON / PM (NOON SAT.)
Rounded to nearest 5 Vehicles. N
BEST
BUY
95/120 (165)
r15/10 (25)
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PAVILION
1994 ADJUSTED, BALANCED
PEAK HOUR TRAFFIC
Figure 4
Table 5
1994 Peak Hour Operation
Level of Service
Weekday Weekday
Intersection Noon PM
College/Troutman
6 Phase Signal B B
Troutman/Market Place/Pavilion
(stop sign)
NB LT/T
NB RT
SB LT/T
SB RT
EB LT
WB LT
College/Right-in/Right-out
(stop sign)
WB RT
MI.
C
D D F
A A A
C C E
A A A
A A A
A A A
A
A
Table 6
Short Range Peak Hour Operation
Level of Service
Weekday Weekday
Intersection Noon PM
College/Troutman
6 Phase Signal B B
8 Phase Signal B B
Troutman/Market Place/Pavilion
(stop sign)
NB LT/T
NB RT
SB LT/T
SB RT
EB LT
WB LT
College/Right-in/Right-out
(stop sign)
WB RT
A
Sat.
Nocn
C
C
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A A A
D C E
A A A
A A A
A A A
A A A
0
Site
TROUTMAN PKWY
SHORT RANGE
(: Site
20%
TROUTMAN PK W Y
LONG RANGE
15%
20%
TRIP DISTRIBUTION
Figure 5
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Rounded to nearest 5 Vehicles. N
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J 165/170 (210)TROUTMAN / + 60 55 (85)
/ PKWY
180/100 160 � � � � 230/170(340
120/130 �165 0 0 0 85 130 (85
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SHORT RANGE PEAK HOUR TRAFFIC Figure 6
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Rounded to nearest 5 Vehicles. N
BEST
BUY
,�,— 150/145 (215)
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— 210/175 (240 ROUTMAN / 1 /� 70/65 (95)
190/110 180 ) I r PKWY215/160 (325
140/140 195 -a- 165/195 (185 0 o u,
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PAVILION
LONG RANGE PEAK HOUR TRAFFIC Figure 7
•
Table 7
Long Range Peak Hour Operation
Level of Service
Weekday Weekday Sat.
Intersection Noon PM Nom
College/Troutman
8 Phase Signal
Troutman/Market Place/Pavilion
(stop sign)
NB LT/T
NB RT
SB LT/T
SB RT
EB LT
WB LT
College/Right-in/Right-out
(stop sign)
WB RT
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A A A
D D F
A A A
A A A
A A A
A A B
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EAST LOT
5_------_1\ I
Spaces Available — 219 I
I
I4 Spaces Occupied — 88 I
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Occupied — 40%
WEST LOT \ \
\ \ 1
Spaces Available — 109\ \
Spaces Occupied — 21 \
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Occupied 19% ' \,
----- -- -- --
TROUTMAN PARKWAY
,J&
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PARKED VEHICLES AT 11:30 AM Figure 8
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Vacant I
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�_-------- I EAST LOT
ISpaces Available — 219
I
Spaces Occupied — 82
I 1
Occupied — 37:
WEST LOT
i Spaces Available — 109\ �` I
ISpaces Occupied — 25
t I U x ` I
t I % Occupied — 23% I
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1 1 (Burger King
TROUTMAN PARKWAY
PARKED VEHICLES AT 11:45 AM Figure 9
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I I I
� I I
Vacant i !
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-------- EAST LOT
IIT Spaces Available — 219
Spaces Occupied — 107
I I 1 1 1
Occupied — 49%
WEST LOT
I I
I Spaces Available 109\ ` I
ISpaces Occupied — 28
Occupied — 26%
(Burger Kingi J
TROUTMAN PARKWAY
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PARKED VEHICLES AT 12:00 NOON Figure 10
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• NO SCALE
--- ----- --
EAST LOT
Spaces Available — 219
FSpaces Occupied — 119
1
Occupied — 54%
WEST LOT \ \ tit
Spaces Available — 109\ \
\
Spaces Occupied — 31 \
7. Occupied 287 \,
TROUTMAN PARKWAY
PARKED VEHICLES AT 12:15 PM Figure 11
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I I I
I Vacant
I I
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' EAST LOT
Spaces Available — 219 i
Spaces Occupied — 129
1
1 7. Occupied — 59%
WEST LOT
Spaces Available — 109\
Spaces Occupied — 32
Occupied 29% '
- - - - - - - - � -
TROUTMAN PARKWAY
PARKED VEHICLES AT 12:30 PM Figure 12
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I I I
1 I
' I I
IVacant
� I I
1
I I I
I I
1--------` EAST LOT
' \ I
II Spaces Available — 219
I
Spaces Occupied — 134 I
I `
%Occupied — 61 % �
WEST LOT
I( Available - 109 \ I Spaces A \ \ I
ISpaces Occupied - 39 \
% Occupied — 36% ' \
1
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ur er Kin9 9
TROUTMAN PARKWAY
PARKED VEHICLES AT 12:45 PM Figure 13
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I I I
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Vacant
I i
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EAST LOT
5_-----_--- I
Spaces Available — 219
I
Spaces Occupied — 121
1
1 Occupied — 55%
WEST LOT
Spaces Available — 109\
Spaces Occupied — 42
Occupied — 39% 1
r "-
TROUTMAN PARKWAY
Ar,
N
PARKED VEHICLES AT 1:00 PM Figure 14
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•
• NO SCALE
----- -----
-------------
I I I
� I I
Vacant I
I I
� I
I I
------- EAST LOT
1 I
I\
�T Spaces Available - 219 I
Spaces Occupied - 124
I I
9 Occupied - 57%
I WEST LOT 1
Spaces Available - 109\ I
' I Spaces Occupied - 36
� I J—
Occupied - 33% '
Burger King
TROUTMAN PARKWAY
A&
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PARKED VEHICLES AT 1:15 PM Figure 15
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I rI i
1 I I
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Vacant
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I I
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— — — — — — — EAST LOT
I
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� IT Spaces Available — 219 I
I I
Spaces Occupied — 133
I I I I 1
Occupied — 61%
I WEST LOT _
I I
I Spaces Available 109\ ` I
ISpaces Occupied — 28
1 I U—
% Occupied — 26%
I
------------
IBurger King
TROUTMAN PARKWAY
A&
N
PARKED VEHICLES AT 1:30 PM Figure 16
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NO SCALE N
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TACO BELL SITE PLAN Figure 17