HomeMy WebLinkAboutTACO BELL AT THE MARKET PLACE PUD - PRELIMINARY & FINAL - 21-89F - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDY (2)•
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MEMORANDUM
To: Gardiner Hammond, Taco Bell
Al Hauser, Architecture One
Rick Ensdorff, Fort Collins Transportation Division
Ted Shepard, Fort Collins Planning Department
From: Matt Delich
Date: March 21, 1994
Subject: Taco Bell at the Market Place FUD follow up
(File: 9404MEM2)
The "Taco Bell at the Market Place PUD traffic. study,"
February 4, 1994, evaluated the current and future operation
at key area intersections. Some recommendations were made
regarding signal phasing and geometric improvements at the
College/Troutman intersection. The improvements at this
intersection have an effect on the operation at the Troutman/
Pavilion/Market Place stop sign controlled intersection. The
current, short range future, and long range future operations
are shown in Tables 1, 2, and 3. City Transportation Division
staff expressed concern about the levels of service E and F
that occur at the Troutman/Pavilion/Market Place intersection.
This memorandum examines the operation in some detail and
explores potential geometric improvements, particularly on
Troutman Parkway between College Avenue and the Pavilion/
Market Place driveways.
The operation at unsignalized intersections is based upon
hourly approach volumes, assuming random arrivals, and the
critical acceptance gap for the minor street movements and
major street left -turn movements. The technique does not
consider the impact of nearby signals. Figures 1, 2, and 3
are the peak hour traffic volumes that caused the calculated
operation shown in Tables 1, 2, and 3, respectively. Research
indicates that there are no modifications to the technique
which will account for the nearby signal condition. However,
Rick Ensdorff requested some further analysis that would show
how the operation would be improved due to the nearby signal.
One of the recommendations in the tr of f is study cal Is for
east/west left -turn phases for Troutman Parkway traffic.
These left -turn phases will comprise 9-13% of the cycle,
depending upon how much time is allotted to this phase.
During this phase at the College/Troutman intersection, there
will only be an occasional right turn from College Avenue that
will be eastbound approaching the unsignalized intersection.
Westbound, there will still be random arrivals that occur
during the analyzed hours. Based upon the volumes shown in
Figures 2 and 3, the westbound approach traffic is between 4-
7 vehicles per minute. During the north/south "green ball"
phase (permissive left -turns), the only traffic that will be
eastbound on Troutman Parkway will be right -turns from
northbound College Avenue and the southbound left -turns from
College, which will only occur near the end of the phase after
the northbound traffic has cleared. As mentioned above, there
will continue to be westbound random arrivals. The north/
south phases comprise 51-57% of the cycle. These two phases
account for 60-70% of the cycle at the College./Troutman
intersection. During this portion of the cycle, operation at
the Troutman/Pavilion/Market Place intersection will be
acceptable due to the lower traffic volume. It is only during
the other phases of the College/Troutman signal that the minor
street traffic will experience delays. This type of detail
in not incorporated into the unsignalized intersection
technique, but should be recognized at these unique locations.
Another improvement suggested in the traffic study
relates to the geometry on Troutman Parkway between College
Avenue and the Pavilion/Market Place driveways.
Operationally, a single eastbound lane is all that is needed
for through traffic at the College/Troutman intersection. The
width of Troutman Parkway, east of College Avenue, is 68-70
feet. Observation indicates that there are eastbound and
westbound left -turn conflicts in this area of Troutman
Parkway. Figure 4 shows a geometric layout with "back-to-
back" left -turn lanes that will eliminate the conflicts and
provide considerably more storage for left turns. Figure 5
shows a variation of Figure 4 with double westbound left -turn
lanes. This variation should be considered only if better
signal phasing efficiencies are required at the College/
Troutman signal. The geometric improvements are not reflected
in the overall operation at the Troutman/Pavilion/Market Place
intersection due to limitations of the technique.
One of the movements that exhibits level of service E and
F at the Troutman/Pavilion/Market Place intersection is the
northbound left turn from the Pavilion Shopping Center. As
the street network is completed in this area, particularly JFK
Parkway extended to Harmony Road, these left turns can become
a series of right turns to reach the same point on the street
system. As these left turns decrease, the operation at this
intersection will improve.
This memorandum has documented that. the operation at the
Troutman/Pavilion/Market Place intersection will not be "as
bad" as the analysis technique would indicate due to
limitations of the technique with regard to nearby signalized
intersections. In addition, geometric and system improvements
will create a more acceptable operating condition in this
area.
Table 1
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
C
D D F
A A A
C C E
A A A
A A A
A A A
`1
W
Table 2
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
ti
A
C
C
E E F
A A A
D C E
A A A
A A A
A A A
A A A
Intersection
Table 3
Long Range Peak Hour Operation
Level of Service
Weekday Weekday Sat.
Noon PM Ibm
College/Troutman
8 Phase Signal B B C
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
E E F
A A A
D D F
A A A
A A A
A A A
W
N.
NOON / (NOON SAT.) A*
Rounded to nearest 5 Vehicles. N
BEST
BUY
95/120 (165)
f r 15/10 (25)---,�
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120/140 (165)TROUT
110 70 145 —
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90/120 NO
55/75 (65
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1994 ADJUSTED, BALANCED
PEAK HOUR TRAFFIC
MARKET
PLACE
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165/140(280
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60/115 (75 —�
115/140(200
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PAVILION
Figure 1
4
NOON /Wl (NOON SAT.) A
Rounded to nearest 5 Vehicles. N
--150/145 (215)
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230/170(340)---�(
85 130 (85
115/140 (200
�- 75/45 (70)
�- 125 150(100)
- 60 55 (85)
PAVILION
SHORT RANGE PEAK HOUR TRAFFIC Figure 2
g NOON 19M (NOON SAT.) •
Rounded to nearest 5 Vehicles. N
—150/145 (215)
W
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BEST
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(MARKET
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o—150/160 (18D �� �— 90/55 (80)
135/120 (140 1) " 240/200 (190)
— 210/175 (240 ROUTMAN �J 1 /� 70/65 (95)
190/110 18D f P K W Y215/160 (325 —1,
140/140 195 0 0 0 165/195 (185
65/85 100 c�! 105/130 190
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PAVILION
LONG RANGE PEAK HOUR TRAFFIC Figure 3
is
COLLEGE AVENUE
BACK-TO-13NCK Leer- TuR k LANE s
FicuRE 4
0
I = 30
COLL.CGC AVENUE
DoueLE LIFT -TURN LANES
FIGURE 5