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Home My WebLink AboutKENNY ROGERS ROASTERS PUD - PRELIMINARY & FINAL - 6-87F - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDY._ _ :_, � � � M � � O 0 � O J � 0 z � W � O �i W � z w a z r z a m � M u�i � � t� � W � � � �u � F— a- � � � r a �O �O � � c� z � w W Z cv z W J � U • z 0 f= � � C a � z a � � 0 U � � a � � To: Curtis Zook, Eldon Ward, Eric Bracke, Fort Collins From: Matt Delich Date: Subj@Ct: MEMORANDUM Kenny Roqers Roasters Cityscape Fort Collins Transportation Division Planninq Department. ••s��(� Decembe.r 4, 1992 Kenny Rogers Roasters traffic study (File: 9393MEM1) This traffia study addresses the qeometric and control requirements related to building/operating a Kenny Rogers Roasters Restaurant on a pad within the 5quare Shopping Center in Fort Collins, Colorado. The pad is located in the northwest corner of the Square Shopping Center. Contact was made with the Fort Collins Transpartation Division. Addressed in this memorandum are their specific concetns of trip generation and. the geometric and control requirements at the Monroe/Square access intersection and the College/Monroe intersection. Access at the Horsetooth/Square access intersectivn is also a.ddressed in this memorandum. The findinqs contained in the "Chili's Traffic Study," June 18, 1992, were considered in the evaluations related to the Horsetooth/Square access intersectivn. The site location is shown in Figure 1. Primary access will be from the existing driveway to Monroe Drive. Secondary access will be from the existing driveway to Horsetooth Road through the Square parking lot. Tertiary access will be from JFK Parkway through the Square parking lot. No new acces:ses are anticipated. Existing Gonditions Monroe Driye borders the Square Shopping Genter on the north. It provides aceess to the Foothills Fashion Mall, the Square Shopping Center, and other assorted retail uses. It is 60+ feet wide with multiple turn/through lanes approaching College Avenue. There is a signal at the CollegeJMonroe intersection. The driveway access to the Square is approximately 180 feet east of College Avenue. With expansion of the Foothills Fashion Mall in 1988/89, Monroe Drive was vacated as a public stree.t between JFK Parkway and 5tanford Road. 9� � � NO SCALE � , Sli'� LOCA�IOfV Figure 1 � � � College Avenue borders the Square Shopping Center on the west. It is a north-south street, designated as a major arterial. In this area, it has an urban cross section with three thrvugh lanes in each direction. There are left-turn lanes at all public street i:ntersections. There is a raised median on Gollege Avenue adjacent to the Square Shopping Center. The Square Shopp3ng Center does not have direct access to College Avenue. The South College Avenue Aecess Control Plan does not show access to the Square Shopping Center. Horsetooth Road borders the Square Shopping Center vn the south. It is an east-west street designated as an arterial. Adjacent to the Squa_re, it generally has an urban cross section with two 12 foot travel lanes in each direction. East of College Avenue, a 21 foot center lane is provided for left turns: The extra width af the left-turn lane is required to accommodate the double left-turn lanes at the College/Horsetooth signalized intersection. The driveway access to the 8quare is approximately 350 feet east of College Avenue. The posted speed limit on Horsetooth Road is 35 mph. Mitchell Drive will extend south of Horsetooth Road lining up with the Square Shopping Center access. It will run parallel to College Avenue between Horsetooth Road and Bockman Drive. Mitchell. Drive is planned to be a two lane street and wi 11 function as a recirculation street, similar to Mason Street west of Colleqe Avenue. JFK Parkway is a north-south street that provides access to this retail area from the south (Horsetooth Road). It has one lane in each direction between Monroe Drive and Horsetooth Road with a raised median. There is a signal at the Horsetooth/JFK intersection. Recent peak hour traffic counts are shown in Figure 2. Kenny Rogers Roasters is typically a lunch/dinner restaurant. Therefore, noon and afternoon peak hour traffic counts were obtained at the key intersections. All raw traffic data is provided in Appendix A. A cursory review of the count data indicates that the traffic at the College/Monroe intersection is significantly higher than the traffic at the College/Hoxsetooth intersection. A portion of the difference (2-3�) can be attributed to normal traffic growth. However, the actual difference (averaqe of 17�) is most likely due to the fact that the College/Monroe intersection count was obtained between Thanksgiving and Christmas. The time of the cvunt cvuld not be helped due to the time of year this development proposal is beinq submitted to the City of Fort Collins. aiven the time of the traffic count, it is apprQpriate that the College/Monroe peak hour counts be factored to reflect the typical peak hour conditions in 1993. Figure 3 shows factored counts that reflect average noon and afternoon peak hour conditions in 1993. 2 t � � 1'HE SQUARE � � r 412�373 r�}!9 � _ - . .. 374 2 � 66/72.� � � � 101/71-� 33/23 --�- r� �n o� � 93/69 N � � � � � .a. � N 1993 O N � 1993 ao n rn� r�� N h � `�-- 254 217 st � N o- �s�s � + � ��--183/153 � 1992 � ��o N �� M M � 146/152 ^ �' �- -�— 374/720 � + � �-- 295/392 �ORSETOOTH �,8�2,z � � r r 331/470 --�- � � ; 121 /165 --� � ^ � �� o � N �oOl! � �IVI �� V��ol�� s� �o �= s 45/31—� 633/763 —�- 1992 083 Figure 2 � � Operation at the key intersections were analyzed using the volumes shown in Figure 3. The re:sulting operational levels of service are shown in Table 1. Calculation forms f:or these analyses are provided in Appendix B. Appendix C describes level of service for siqnalized and unsignalized intersections from the 1985 Highway Capacity Manual (1985 HCM). During the peak hours, the College/ Horsetooth intersection operates at levels of service D and E. The College/Monroe intersection operates at levels of seryice B durinq the peak hours. Acceptable operation is defined as level of service D or better. During the noon peak hour, the eastbound approach on Horsetooth Road and the southbound approach on College Avenue are at level of service E at the College/Horsetooth intersection. In particular, the eastbound left turns seldom clear durinq this peak hour. This is confirmed in the analysis. The southbound through traffic on College is impacted by the high right-turning vvlume. Provision of a southbound right-turn lane with the development of the Matterhorn site will improve the southbound operation to an acceptable level of service. During the afternoon peak hour, the College/Horsetooth intersection operates at level of service E. This is confirmed through observation. The analysis indicates that this intersection is at capacity during the afternoon peak hour with the current geometry. The two stap sign controlled intersections operate acceptably except for southbound. left turns at the Horsetooth/Square access intersection during the afternoon peak hour. The operation of this movement just crosses the threshold to level of service E. There is little that can be done to improve this operation. It was observed during traffic counting that these left tu_rns execute the desired turn in a two step maneuver, using the wide median area as a refuqe. Proposed Development A Kenny Rogers Roasters Restaurant is proposed to be located on a pad in the northwest corner of the Square Shopping Center. An aerial photoqraph, showing the location, is shown in Figure 4. Primary and secondary accesses are alao shown in Fiqure 4. Trip generation was determined using Trip Generation, 5th Edition, ITE. The daily and peak hour trip generation is shown in Table 2. A trip is defined as havinq either an origin or destination at the site. In order to determine the level of other traffic that would likely use the area streets, it was assumed that background traffic would increase at one percent per year. This is consistent with recent growth in traffic in the area. Traffic from studies for other development propasals in the area was also included in this background traffic. In the long range (2�10) future, it was assumed that background t:raffic would increase as reflected in the "North Front Ranqe Corridor Study." 3 � � , , � � t� o r- �n � � � � 220 200 "' r' .- -.� 40�0 � � � �--160/140 65��0� � 4 �' 3o/zo —� o � � so/�o —� � � � � O O I� N � •�- � �.-- 36� �3�� r--. �p �10_� � � � �� t�0 N THE St�UARE �� -- tso/�so �- '` � 440%750 ,� l � ,�— 305/405 280/215 —� � � � 425/475 —�' o � � 155/170 --� �� O � N N � �� I MI 30/45 /� �O �-- 800 1, 95 65 � 730�65 --` I\oo� � �M Rounded to nearest 5 vehicles. 1993 �4�JUSi�D F'�AK F°iOIJR iRA��IC Figur� 3 ` ' � � Table 1 1992 Peak Hour Operation Intersection College/Horsetooth (signal) College/Mason (signal) Monroe/Square access (stop sign) NB LT/RT WH LT. Horsetooth/Square access (stop s,ign) SB LT � SB RT EH LT Table 2 Trip Generation Land Use Kenny Rogers Roasters Restaurant - 3.0 KSF Level of Service Noon PM D E B B C A A A D A A Daily A.M. Peak Trips Trips Trips in out 1520 74 70 E A A P.M. Peak Trips Trips in out 92 84 SITE LOCATIOIV AND ACC�SSES Fi9ure 4 R;. i � � Trips were assigned to the area street system based upon the trip distribution shown in Figure 5. The short range distribution assumes that Mitchell Drive will not be completed to Bockman Drive. The long range distribution assumes that the street system in this area of Fort Collins has been implemented as shown on varivus transportation plans. Fiqures 6 and 7 show the respective short and long range assiqnments with the background traffic. In the previous traf,fic studies for developments in this area, it was assumed that the Horsetooth/Square access intersection would be a full movement intersection for a number of years (shvrt range future). This assumption is reflected in Figure 6. When Mitchell Driye is extended south of the irrigation ditch, it is expected that the Horsetooth/Mitchell/Square intersection will requixe some movement restrictions. As mentioned in other traffic studies, Mitchell Drive will likely be restricted to right-in/right-out/left-1n and the Square access will likely be restricted to right-in/right-out. The left-in access to the Square may be eliminated because of the need for additional length for the double left-turn lanes on Horsetooth at College. This assumption is reflected in Figure 7. Eastbound left turns are reassiqned to the Monroe/Square access intersection to the north. These left turns would also have the opportunity tv turn at the Horsetooth/JFK intersection, and then access the Square from JFK. The turn restrictions at the Horsetooth/Square/Mitchell intersection would be regulated by a raised channel3zation median on Horsetooth Road. Design of this median is beyond the scope of this study and should be done at a time closer to implementativn. The design should reflect changes in travel patterns with the extension of Mitchell Drive to Bockman Drive. New traffic counts should be obtained at all intersections and driveways at that time. 6ihile this traffic study assumes that the above turn restrictions will be necessary, new traffie counts and other considerations may reflect that an eastbound left--in at the Horsetooth/Square access intersection may be possible. Operation Analysis Using the peak traffic volumes shown in Figure 6, the key intersections will operate as indicated in Table 3. Calculation forms are prvvided in Appendix D. With the existing geometrics plus the southbound right-turn lane on College Avenue, the Colleqe/Horsetooth intersection will operate similarly to the current operation. The College/Monroe intersection will operate acceptably. While there will be some delays to the straight and left-turn exits from Mitchell Drive and the Square acaess, these movements should be allowed to continue until operational or safety problems arise. The Monroe/Square access intersection will operate acceptably. 4 � � A1 TRIP DISTRI�lJTlO�I Fi9ur� 5 v��w��■ ■�I\Y�M� • �v�� •..��.�.� � � o� 00 0 �� L N o 24�230 '� � � �— 45 45 � � � ��--180/165 70/75 � 35/25 —�- o o � 90/70 --� � � � �\G O N � � � 14p�130 �; . THE SQUARE � �^o � �� . � N � N�.-^- /� 1 � 295/230 —P 455/505--� 165/180 --� �— � so/t �o �— 490/820 � 325/430 �n o ,n ►'� N N �� N M N � �o ��5 5 � � � �� O N � �� z � � 870//330 � + � �---10/20 100/70 —�' 800/840 —�"- ►e� �. o 25/35 —� , � z o N � NOOPI / PM Rounded 4o nearest 5 vehicles. SHORT RI�N�E PEAK HOl1R iR��IC Figure 6 � � . q � � � n N � O � ,\ o � o `�-- 24�230 �' �" -�-- 45 45 � d � �- 185/170 70/75 � � t r 35/25 -� o �n �. 90/70 --� � � � \ o o ,� 0 r r- �H� SQu��E 0 �� - 175/185 N � � �-- 535/890 � � � � 350/470 35oiz�o � -1 t r 450/530 --� u� o 180/200 --� �� an N � N � � r 25 ��45 O10RSETOOTH s3o/aso $o/, o0 ��o� � �� F3ounded to neareat 5 vehicles. �� o� �� 0 � o �-- 50/70 �-- 950/1450 ,� ,�-- 80/100 0 0 \ 0 ao �igure 7 c� � � � Table 3 Short Range Peak Hour Operation Level of 5ervice Intersection Noon PM Colleqe/Horsetooth (siqnal) D E College/Mason (signal) B B Monroe/Square access (stop sign) NB LT/RT WB LT Horsetooth/Square/Mitchell (stop sign) NB LT/T NH RT SB LT/T SB RT EB LT WB LT D A E A E A A A C A E A E A B A Table 4 Long Range Peak Hour Operation Tntersection College/Horsetooth (signal) Short Range Geometry Practieal Geometric Improvements College/Mason (signal) Monroe/Square access (stop sign) NB LT/RT WH LT Horsetooth/Square/Mitchell (stop siqn) NB RT SB RT WB LT * Not meaningful, V/C >1.2 Level of Service Noon PM F * D F C B D A C A A A A � A A A a_ � � Using the peak traffic volumes shown in Fiqure 7; the key intersections will operate as indicated in Table 4. Calculation forms are provided in Appendix E. The College/Horsetooth intersection will operate unacceptably during the peak hours. This operation is primarilp due to the continued increase in background traffic. The site generated traffic comprises less than one percent of the traffic at this intersection. It is recommended that a northbound right-turn lane on College Avenue be provided when the prvperty in the southeast quadrant of this intersection develops. It is beyond the scope of this study to determine the feasibility of other improvements. Double left-turn lanes on all legs will improve the operation gignificantly. The College/Monroe signalized intersection will operate acceptably. The Monroe/Square access intersection Will operate acceptably. With the turn restrictions mentioned earlier, the Horsetooth/Square/M'itchell intersection will operate acceptably. Oeometric Analysis City staff specifically requested a geometric analysis on Monroe Drive between College Avenue and the Square access. There is 160 feet from the stop bar on Monroe at College to the Square access driveway. Based upon the projected traffic, the westbound left-turn on Monroe should be 200 feet lonq (minimum). This indicates that occasionally during the peak hours, the left-turn queue would extend to/throuqh this access driveway. This will impact the left turns into and out of the access driveway. Further analysis of the traffic and storage requirements indicates the following: - Noon Peak 185 left turns = 218 vph 0.85 PHF C = 110 seconds .'. 32.7 C/hour 218/32.7 = 6.67 vehicles/cycle 6.67 X 25' = 167 feet, of storaqe - PM Peak 170 left turns = 200 vph 0.85 PHF C = 130 seconds .°. 27.7 C/hour 200/27.7 = 7.2 vehiales/cycle 7.2 X 25' = 180 feet,of storage 5.. 1 � � � It is concluded that with a very conservative analysis of the storaqe requirements, this access driveway would potentially be blocked by one vehicle during the afternoon peak hour. This analysis uses standard, full-size cars as the design vehicle. With a reasonable mix of smaller cars, it is not likely that this access driveway would be blocked. It is recommended that the geometry as indicated in Figure 8 be used in this area. If counts and observation indicate that the blockage occurs and operational and safety problems occur, then consideration should be given to providinq the following geometrys l riqht-turn lane, 1 combined thraugh/left-turn lane, and 1 left-turn lane. The combination of throuqh and left-turn lanes will provide adequate storage. This lane configuration will require a split signal phase for the east/west movements. This is similar to the way the College/Foothills intersection operates. Acceptable operation will occur with this geometry/lane configuration scheme. Conclusions This study assessed the impacts of a Kenny Rogers Roasters Restaurant on the existinq (short range) and future (long range) street system in the vicinity of the proposed deyelopment. As a result of this analy�is, the following is concluded: - The development of Kenny Rogers Roasters Restau_rant is feasible from a traffic engineering standpoint. It will qenerate approximately 144 noon and 176 afternoon peak hour trip ends. - No new signals will be warranted at any additional interaections in the future. - 3�tith development of Kenny Rogers and other commercial uses in the general area, operation at most key intersections will be acceptable. Through and left-turn exits from the Square and Mitchell Drive will experienee some delays during the peak hours of operation. These delays are common at unsignalized arterial intersections a:nd are generally accepted by both traffic engineering staff and the traveling public. Due to the wide center lane on Horsetooth in this area, throughs and left turns can be made as a two step maneuver. This is the way these movements are beinq made now. The Colleqe/Horsetooth intersection will operate at level of service E during the afternoon peak hour. This is primarily due to backqround (existing) traffic using this intersection. - Due to the potential length of the westbound left-turn lanes at the College/Horsetooth intersection, there may be the need to eliminate eastbound left turns into the Square from Horsetooth, and through and left-turn exits from both the Square access and Mitchell Drfve. With these turn restrictions, operation at this 0 i g . � � > < � � J J � t, � 1-- � O U� �i: 0 . . ��i�o� ��I�� Y � �J I // � � NO SCALE � / �igure � � � intersection will be acceptable in the long ranqe future. Final determination of the potential turn restrictions and design should be perfvrmed after Mitchell Drive is extended south to Bockman Drive. The College/Horsetooth intersection will operate unacceptably in the long range future, primarily due to background traff.ic. The other key intersections will aperate acceptably. - Current geometry �t the College/Monroe and Monroe/Square access intersections appears to be adequate. If problems arise, consideration shvuld be given to combininq westbound lanes and provide split signal phases for the east/west traffic. 7