HomeMy WebLinkAboutHARMONY MARKET PUD, 12TH FILING - PRELIMINARY & FINAL - 54-87AG - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDY(-�('+-. 5 Z
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MEMORANDUM
To: Eldon Ward, Cityscape
Harmony Market Pad Users
Tom. Vosburg, Fort Collins Transportation Division
Ted Shepard, Fort Collins Planning Department
From: Matt Delich �l/l
Date: July 5, 1994
Subject: Traffic study for various pad site users in the
Harmony Market (File: 9470MEEM1)
This traffic study provides an update to the "Harmony
Market Site Access Study," March 1969., and various traffic
updates and addenda prepared as individual users. proposed
developments over the past few years. An overall Harmony
Market site plan. is shown in Figure 1. This traffic study was
prepared specifically for the Outback Steakhouse restaurant,
the Golden Corral restaurant, the Tingy convenience/gas store,
and Lee's Cyclry. Uses that are being proposed but are not
yet built are also included in this traffic study. These are
the ,Red Robin restaurant and the expansion on the east side
of the Steele's Market. Based upon. available site plans,
there, are two areas that are still available for development.
These are a 32,000+ square foot site west of Steele's Market
and a 7,000+ square foot pad site between the Red. Robin and
the Outback Steakhouse restaurants.
This memorandum addresses staff comments stated in a June
14, 1994 letter, as well as discussions with Tom Vosburg
during the week of June 27, 1994. This memorandum addresses
the traffic aspects of two peak hours: the afternoon peak
hour on a weekday and the noon peak hour on a Saturday. While
the weekday morning peak hour was analyzed in.previous traffic
studies, it was not addressed in this memorandum. This was
agreed to by a.11 parties.
Existing Conditions
Peak hour traffic data was collected in June 1994 at the
primary Harmony Market accesses to Lemay Avenue, Harmony Road,
and Boardwalk Drive. Internal site traffic data was also
collected at the intersection between the Sam's store and the
Red Robin restaurant site. This data is shown in Figure 2.
Peak hour data at the Harmony/Lemay and Harmony/Boardwalk
intersections was taken from data contained in the "Traffic
Impact Analysis for the Red Robin Restaurant," March 1994.
This data is also shown in Figure 2. Some through movements
on Harmony Road and Lemay Avenue were calculated. Based upon
r
observation, the traffic using the Lemay Avenue access to Parcel
A in Oak Ridge was primarily construction related traffic. There
are three other accesses to Harmony Market (2 on Oakridge Drive and
one on Boardwalk Drive) which are not heavily used. It is expected
that these will continue to be lightly used until significantly
more development occurs to the south of Harmony Market and when/if
the Lemay/Oakridge intersection is signalized.
Table 1 shows the operation at the key intersections.
Calculation forms are provided in Appendix A. All intersections
operate acceptably. Acceptable operation is defined.as' level of
service D or better. During the Saturday noon peak hour, the
northbound left -turn movement at the Harmony/Boardwalk intersection
operates at level of service F, even though the overall
intersection operation is at level of service C. Northbound and
southbound traffic moves with a single green phase. The northbound
left -turn volume at this time is quite high. Providing a left -turn
phase for north/south left turns will eliminate the level of
service F operation.
Staff requested special consideration. of the internal
intersection between Sam's and the proposed Red Robin restaurant.
This intersection operates acceptably, primarily in the level of
service A category. During the traffic counting, no significant
delays or operational problems occurred. at this intersection. This
intersection will be discussed further later in this memorandum.
Staff requested a count versus trip generation comparison from
previous traffic studies for Harmony Market. This comparison could
only be done using the afternoon peak hours, since a Saturday noon
analysis was not performed in the earlier traffic studies. The
afternoon peak hour counted traffic in June 1994 was 607 ingress
and 490 egress. These counts are slightly less than the actual
counts since there were three accesses that were not counted, but
observed to be very light. Based upon the traffic shown in Figure
8 of the original site access study, the forecasted traffic was 8.25
ingress and 815 egress during the afternoon peak.hour. However,
the site access study forecast should be reduced by the number of
sites that are currently vacant. Applying the trip generation
rates used in the site.access study to the vacant sites reduces the
ingressing traffic by 250 and the egressing traffic by 250. The
resultant traffic for the currently developed portions of Harmony
Market is 575 ingressing and 565 egressing. The resultant is that
the counted ingressing traffic is 5% higher and the counted
egressing traffic is 15% lower than the trip generation estimated
traffic. The composite (ingress plus egress) traffic correlates
within 4% of each other.
Trip distribution has a significant bearing on how various
intersections will operate due to the traffic assignment procedure.
Since the afternoon peak hour traffic data was collected, it could
be analyzed and compared to the trip distribution assumptions in
r
the site access study. Figure 3 shows the ingressing and egressing
trip distribution based upon the observed 1995 afternoon peak hour
data. Cursory analysis indicates that 46% ingressing traffic and
48% egressing traffic is to/from the north along Boardwalk and west
a.long Harmony. Also, 50% ingressing traffic and 46%.egressing
traffic is to/from the no:,rth along Lemay and east along Harmony.
The remaining traffic is to/from the south along Lemay and
Boardwalk. Figure 4 'shows the short range trip distribution from
the site access study. This figure shows that 45% of the traffic
will be to/from the north along Boardwalk and west along Harmony,
and 45% of the traffic will be to/from the north along Lemay and
east along Harmony. This analysis indicates that the actual travel
behavior correlates very well with trip distribution assumptions
in the original site access study.
Proposed Development
This update documents the analyses pertaining to the
development of four pad sites. Also. included in this study is the
forecasted traffic from the proposed Red. -Robin restaurant and the
expansion on the east side of the Steele's Market. It was assumed
that primary access to Harmony Market would continue at the three
accesses discussed and analyzed earlier in this memorandum.
Table 2 shows the trip generation for an average weekday,
Saturday noon peak hour, and weekday afternoon peak hour. Trip
Generation, 5th Edition, ITE was used as a reference to develop
Table 2. Review of the trip generation shown in Table 2 indicates
that the total trip generation for the afternoon peak hour will be
higher than that forecasted in the site access study. As indicated
earlier in this memorandum, there are still. two building sites that
are available for development. The difference in trip generation
is due to the generalized rates used in the site access study and
the more specific uses proposed over the years. When full
development of Harmony Market occurs, this site would be ideal to
obtain both daily and peak hour driveway counts to conduct
comparative analyses. The site is situated in such a way that
there will be little, if any, cut through traffic.
Figure 5 shows the existing plus the site traffic at the key
.intersections. The assignment of the site generated traffic used
the trip distribution shown in Figure 3. In the assignment
process, it was assumed that 10% of the restaurant traffic would.
be from."on-site" sources.
Table 3 shows the operation of the key intersections using the
Figure 5 traffic. calculation forms are provided in Appendix B.
The Harmony/Lemay signalized intersection will operate acceptably
using a number of cycle lengths. At the Harmony/Boardwalk
intersection, unacceptable operation will occur with the current.
six phase signal. Provision of north/south left -turn phases will
3
achieve acceptable operation using the existing geometry at this
intersection. The traffic study for the Red Robin restaurant
recommended dua.l.northbound left -turn lanes at this intersection.
There is a "rule of thumb" that states that dual left -turn lanes
should be considered if the left -turn volume exceeds 300 per hour.
However, since acceptable operation is achieved. with a single left -
turn lane and the >300 left -turn volume occurs on weekends, it is
recommended that dual left -turn lanes not be implemented at this
time. Since the higher left -turn volumes occur on days when the
Harmony Road traffic is lower than the weekday peak hour traffic,
a more practical solution may be to "steal" some green time from
Harmony Road at these times and add it to Boardwalk Drive. As
further development occurs in Harmony Market and in the residential
areas to the south, traffic. should be monitored to determine if the
dual left -turn lanes should be implemented in the future. The
other stop sign controlled intersections will operate acceptably.
At the internal intersection during the Saturday noon peak
hour, the northbound left turns will, operate at level of service
D. While termed acceptable, delays will likely increase to the
point where some patrons of Sam's and Builder's Square will find
utilizing the little used access to Boardwalk, 420 feet south of
the primary access, is a good alternative. Since this access
currently exists, there is little that needs to be done. The
control at the internal access is proper.
A long range analysis was not conducted with this development
proposal, since the Harmony Market is generally developing as
anticipated. The long range analyses that were conducted in the
site access study and for the Oak/Cottonwood Farm area adequately
address the long range operation. While it is likely that the trip
generation for full development of Harmony Market will be higher
than originally forecasted; it is not possible to determine how
much higher without firm development proposals. Using the
generalized shopping center trip rates for the unbuilt sites
indicate that the trip generation will be 10-12% higher than that
indicated in the original site access study.
Conclusions/Recommendations
Based upon these analyses, the following conclusions/
recommendations are made:
The proposed uses analyzed in this study are in general
conformance with the Harmony Market development plan.
- With these developments, all key intersections will operate
acceptably. North/south left -turn phases should be implemented at
the Harmony/Boardwalk intersection. Dual northbound left -turn
lanes on Boardwalk, approaching Harmony Road, are not recommended
at this time.
4
Traffic should be monitored to determine when the dual
left -turn lanes are needed.
- The internal intersection- currently operates acceptably.
With implementation of the pad sites, the northbound left turns
will experience delays (level of service D) on weekends (busy
shopping times). These patrons do have a safe, efficient egress
alternative to Boardwalk Drive.
5
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LEGEND
WEEKDAY PM / SATURDAY NOON
[CALCULATED FROM OTHER COUNTS]
Q
RECENT PEAK HOUR TRAFFIC COUNTS Figure 2
Table 1
Current Operation
Level
of Service
Intersection
Weekday PM
Saturday Noon
Harmony/Lemay (signal)
C = 100
B
B
C = 120
B
B
Harmony/Boardwalk (signal)
C = 100, 6 phase
B.
C
Lemay/Access (stop sign)
EB LT
B
C
EB RT
A
A
.NB LT
A
A
Boardwalk/Access (stop sign)
WB LT
A
C
WB RT
A
A
SB.LT
A
A
Internal Intersection (stop sign)
NB LT
A
B
NB RT
A
A
WB LT
A
A
Harmony/Right-in/right=out (stop
sign)
NB RT
A
A
� HARMONY
01
HARMONY
o 46% B
487
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D
31%
67.
to
INGRESSING TRIP DISTRIBUTION EGRESSING TRIP DISTRIBUTION
1994 OBSERVED TRIP DISTRIBUTION Fissure 3
SHORT RANGE TRIP DISTRIBUTION
USED IN SITE ACCESS STUDY
Figure 4
Table 2
Trip Generation
Saturday
Weekday
Daily
Noon
Peak
P.M.
Peak
Land Use
Trips
Trips
Trips
Trips
Trips
in
out
in
out
New Harmony Market
Development Proposals
Tingy C-store/gas
1800
70
70
60
60
Outback Steakhouse
6.1 ksf
920
40
40
43
30
Golden Corral
101.6 ksf
1600
69
69
75
52
Lee's Cyclry
14.0 ksf
570
41
31
39
30
Red Robin
7.3 ksf
1500
56
56
64
55
Steele's Expansion
9.125 ksf
370'
26
20
26
19
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to c 220/210
945/705
i� 40/70 HARMONY ROAD
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/-210/160
915 880 -�
115/75 -/ +
160/155
155/160
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90/85 -�
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LEGEND:
WEEKDAY.
PM / SATURDAY NOON
ROUNDED
TO NEAREST 5 VEHICLES
EXISTING PLUS SITE
PEAK HOUR TRAFFIC Figure 5
Table 3
Existing Plus Site Traffic Operation
Level of Service
Intersection Weekday -.PM Saturday Noon
,Harmony/Lemay (signal)
C = 100
B
C = 120
B
Harmony/Boardwalk (signal)
C = 100, 6 phase
B
C = 100, 8 phase
B
C = 120, 8 phase
B
Lemay/Access (stop sign)
EB LT
C
EB RT
A
NB LT
A
Boardwalk/Access (stop sign)
WB LT
A
WB RT
A
SB LT
A
Internal Intersection (stop sign)
NB LT
A
NB RT
A
WB LT
A
Harmony/Right-in/right-out (stop sign)
NB RT
A
* Level of service not meaningful when V/C > 1.2
B
B
*
B
B
C
A
A
D
B
A
D
A
A
W