HomeMy WebLinkAboutSTEELE'S MARKET AT HARMONY MARKET PUD, 3RD FILING - FINAL - 54-87E - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDY 411
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°O MEMORANDUM
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oac esi To : Denny Meyer, The Neenan Company
0 ..:,
Greg Fisher, The Neenan Company
u m Rick Ensdorff, Fort Collins Traffic Engineer
o °' Ted Shepard, Fort Collins Planning Staff
z
From: Matt De 1 i ch '�j'''�
J
Date : August 3, 1990 .
W
z Subject : Steele ' s Market Traffic Study Update
a
a The Neenan Company has proposed to locate a Steele ' s
a Market grocery store in the Harmony Market Shopping Center
m in Fort Collins , Colorado. Steele ' s Market is a locally
M owned grocery store serving the Fort Collins area for 50
M years . The store will initially be 45, 000 square feet with
possible expansion to 55, 000 square feet . It will be
located east of the recently approved Builder ' s Square
store . Additional parking will be provided (300 parking
spaces ) with this building.
In the Harmony Market Site Access Study, March 1989, the
land use assumed for Harmony Market was a shopping center
with a gross leasable area of 332, 550 square feet . The
-
Pace Warehouse store was 100, 000 square feet. Trip
generation for the Pace store was developed using data
supplied by Pace . The trip generation for the remainder of
the site was estimated using Trip Generation, 4th Edition,
z ITE as a shopping center of greater than 200, 000 square
w feet . Since a specific use has been determined for the
Z Builder ' s Square and the Steele ' s Market, which are also
z included in Trip Generation, 4th Edition, the generated
w J trips were compared. Table 1 shows the trip generation
o- > from the 88, 800 square foot store (Builder' s Square) and
U the 74, 500 square foot store (Steele ' s Market) using the
= z
• generalized shopping center rate . The 74, 500 square foot
ea o area comes from the Harmony Market PUD Site Plan which was
W approved by the Fort Collins Planning & Zoning Board. That
0 m site plan shows the area proposed to be occupied by
F.
Steele ' s Market at 74, 500 square feet . Steele ' s Market has
• a proposed that their store would be 45 , 000 square feet with
°-` potential expansion to 55, 000 square feet . Therefore , the
• trip generation from a 74, 500 square foot store (as a
W u_ generalized shopping center) was compared to a grocery
me g store of 45 , 000 and 55 , 000 square feet . Table 2 shows trip
generation from the two specific uses , the Builder' s Square
ec and the Steele ' s Market. The daily trips using the
2E specific gee i9 8 percent higher than that of the shopping
center trip generation. The morning peak hour trips are
T
411
about equal , while the afternoon peak hour trips increase
by 47 trips (7%) .
Table 1
Trip Generation
Generalized Shopping Center
Daily A.M. Peak P.M. Peak
Land Use Trips Trips Trips Trips Trips
in out in out
Shopping Center 4840 79 47 176 198
88 . 8 KSF
Shopping Center 4060 66 39 148_ 166
74. 5 KSF
Total 8900 145 86 324 364
Table 2
Trip Generation
Specific Uses
Daily A.M. Peak P.M. Peak .
Land Use Trips Trips Trips Trips Trips
in out in out
Builder' s Square 2715 123 75 127 122
88 . 8 KSF
Steele ' s Market
45 KSF 5650 17 7 203 194
55 KSF 6900 21 9 248 238
Total (with 55 KSF 9615 144 84 375 360
grocery store)
Trip generation characteristics at multi-use centers
(such as Harmony Market) have, for many years, been a
concern to the Trip Generation Committees at the Institute
of Transportation Engineers . Specifically, questions have
been raised about whether the trip generation
characteristics of multi-use centers are the same as for
the individual components of the center. It appears
reasonable to assume that multi-use centers would
potentially generate less external vehicular trips, because
of the internal matching of trip ends within the center .
•
In addition, one trip to a multi-use center could satisfy
a number of trip purposes at the same time . In an effort
to gain some insight to multi-use center trip generation
characteristics , the Colorado/Wyoming Section Technical
Committee collected data at nine multi-use centers , I
served on that committee and obtained data at a northern
Colorado multi-use center that contained a grocery store .
It was found that the trip generation estimate, using the
individual components of the various centers , predicted
travel that was higher than the actual driveway counts .
The daily counts were approximately 7 percent higher . The
morning peak hour was approximately 28 percent higher. The.
afternoon peak hour was approximately 24 percent higher.
Based upon this information, it is concluded that the range
of differences indicated earlier in this memorandum is not
significant . It is further concluded that the proposed
Steele ' s Market is a use that is in line with the trip
generation used in the Harmony Market Site Access Study .
Access to the Pace Warehouse is via Boardwalk. Access
to the site with the proposed Builder' s Square is proposed
to be via Boardwalk (as exists now) and via a right-in/
right-out access to Harmony Road. This right-in/right-out
access was included in the Harmony Market Site Access
Study . With the Builder ' s Square proposal , Oakridge Drive
will also be built between Lemay Avenue and Boardwalk.
This will afford the opportunity for accesses to the
Harmony Market from Oakridge Drive . With the Steele ' s
Market store , access is proposed to Lemay Avenue and to
Oakridge Drive . Peak hour traffic counts were obtained in
May and July 1990 . These counts are shown in. Figure 1
along with daily traffic volumes supplied by the City of
Fort Collins .
Using the traffic volumes shown in Figure 1 and the
existing geometrics , the Harmony/Boardwalk and Harmony/
Lemay intersections operate acceptably as shown in Table 3 .
Calculation forms are provided in Appendix A.
Table 3
Current Operation
Intersection AM (delay) PM (delay)
Harmony/Boardwalk B (9 . 9 sec/veh) B ( 10 . 0 sec/veh)
(signal )
Harmony/Lemay B ( 11 . 2 sec/veh) B ( 10 . 4 sec/veh)
(signal )
• 411
The generated trips from the proposed Steele ' s Market
were assigned to the Harmony/Boardwalk, the Harmony right-
in/right-out access , Harmony/Lemay, and Lemay/site access
intersections . This assignment was added to the existing
traffic , factored by 102 percent to determine the year 1991
traffic projection for the key intersections . The trip
distribution was similar to that used for the short range
assignment in the Harmony Market Site Access Study, except
as it was adjusted based upon the counted traffic obtained
in May 1990 . Figure 2 shows the trip distribution used for
this traffic assignment. Figure 3 shows the 1991 peak hour
traffic . The traffic assignment in the site access study
assumed a passby factor of 40 percent for the shopping
center use as documented in Trip Generation, 4th Edition.
In this assignment, the passby factor was assumed to be 10
percent for the Builder ' s Square and 28 percent for
Steele ' s Market . This is reflected in the traffic volumes
shown in Figure 3 . In addition, the 1991 projections show
that the volumes on Harmony Road were balanced . Since the
counts shown in Figure 1 were collected on different days ,
matching volumes on Harmony Road was remote . Table 4 shows
the peak hour operation at the key intersections . Calcula-
tion forms are provided in Appendix B. The operation at
all key intersections is acceptable . There is no signifi-
cant increase in delay at the Harmony/Boardwalk or the
Harmony/Lemay intersections . The two stop sign controlled
intersections will not experience significant delay. When
significant delays are experienced by the left-turn exits
at the Lemay/access intersection, a signal will likely be
warranted at the Lemay/Oakridge intersection. This is
discussed in detail in the Harmony Market Site Access
Study . When this signal is installed, the left-turn exits
at the Lemay/access intersection will have a safe,
Table 4
1991 Operation
Intersection AM (delay) PM (delay)
Harmony/Boardwalk B ( 10 . 4 sec/veh) B ( 10 . 7 sec/veh)
(signal )
Harmony/Lemay ( signal ) B ( 11 . 3 sec/veh) B ( 12 . 1 sec/veh)
Harmony Right-in/
Right-out
NB RT A A
Lemay/Access
EB LT A D
EB RT A A
NB LT A A
•
convenient alternative exit from the Harmony Market . It is
recommended that the Lemay/access intersection continue as
a full turn, stop sign controlled intersection.
When additional proposals are put forth at Harmony
Market, similar traffic study updates should be prepared to
examine the operation at existing intersections to
determine when additional roadway facilities are required.
The only new accesses planned with the Steele ' s Market
store are the Lemay access and two accesses to Oakridge
Drive . Oakridge Drive is designated as a collector. ThY
two driveway accesses to it are spaced to provide good
separation and adequate storage of turning vehicles . The
Lemay/access intersection should have two exit lanes (a
left-turn lane and a right-turn lane) . An auxiliary turn
lane should be provided on southbound Lemay Avenue
approaching this intersection. It is expected that Lemay
Avenue will be posted at 35-40 mph in the future . Using
the higher speed, this auxiliary lane should be 370 feet
including taper, according to City of Fort Collins design
standards . This auxiliary lane will be 270 feet including
taper, given its proximity to Harmony Road. Vehicles in
this auxiliary lane will not be required to stop, but will
make the right turn at a reduced speed that will be
governed by the radius of curb return. A 20 foot radius
will allow a turning speed of 5-10 mph. A 40 foot radius
will allow a turning speed of 15 mph. With a 15 mph
turning speed, 295 feet of auxiliary lane and taper are
needed . This is very close to the available 270 feet.
Even with the 20 foot radius , the 270 feet exceeds the
deceleration distance of 230 feet necessary to comfortably
• slow a vehicle from 40 mph to 5 mph as shown in A Policy on
Geometric Design of Highways and Streets , AASHTO, 1984 .
This deceleration lane should have a minimum taper of 100
feet ( 10 : 1 for a 10 foot lane) with the remaining length as
the full lane width. Storage distance is not required in
this auxiliary lane .
The northbound left-turn lane should provide for a
minimum number of left turns entering at the Lemay/access
intersection. The existing southbound left-turn lane on
Lemay Avenue approaching Oakridge Drive is 155 feet plus
125 feet of transition area. From the end of this area to
the center of the access driveway is 145 feet . This area
should be used as the northbound left-turn lane at the
access . RBD, Inc . has prepared a plan on Lemay Avenue which
shows the proposed striping in this area.
•
AO'
Counted in
July 1990
in 0 per - c� 9
\— I I7/190 5S_9 36/14l0
f �4a5�93$ I �450161
2 4 HARMONY ) 3-7/7I
I2/►�010 941/
9 495
1/45 --y � \ 5(0/-75 —\ rjs o N
Counted in
May 1990
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1990 PEAK HOUR TRAFFIC Figure 1
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TRIP DISTRIBUTION Figure 2
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