HomeMy WebLinkAboutCOMFORT DENTAL - PDP - 19-02 - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYN
TRIP DISTRIBUTION Figure 6
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CD
— 5/29 "
/---2/12 �---45/17 J f30/11 HA
5571
7/4=
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0 0 6/36
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Site
AM/PM
--20/7
1 /6 --/
4/24 — N
SITE GENERATED TRAFFIC ASSIGNMENT Figure 7
TABLE 4
Trip Generation
�i 1G _ SF>S�i..✓.'�
� 3 et .33�`y Y� Y �
Schaefer Property
710
General Office
15.0 KSF
11.01
165
1.37
21
0.191
3
1 0.25
1 4
11.24
1 19
720
Medical Office
15.0 KSF
36.13
542
1.94
29
0.49
1 7
1 0.99
15
2.67
40
Subtotal
707
50
10
19
59
Smith Property
710
General Office
15.0 KSF
11.01
165
1.37
21
0.19
3
0.25
4
1.24
19
720
Medical Office
15.0 KSF
36.13
542
1.94
29
0.49
7
0.99
15
2.67
40
Subtotal
707
50
10
19
59
Total
1414
100
20
38
118
TABLE 3
Long Range (2020) Peak Hour Operation
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C.
Harmony/Hogan/JFK
(signal)
EB LT
B
C
D
EB T/RT
B
A
A
EB LEG
B
B
B
WB LT
B
B
B
WB T
B
D
D
WB RT
A
A
A
WB LEG
B
D
D
NB LEG
D
D
E
SB LT/T
D
D
D
SB RT
C
D
C
SB LEG
C
D
D
OVERALL
B
C
C
Ln (=>
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N Lr)
Lf) Ln O
DO — n
N\-�*-
�o�
lzzu-)
Io l� cD
125/195/300
2030/2035/1805
20/10/25 —�
--170/380/465
f 1455/2245/2000
�10/15/45
I r
Ln o U')
Ln U') o
0 0
HARMONY
Weekday Sat.
AM / PM Noon
Rounded to the Nearest
5 Vehicles.
LONG RANGE (2020) WEEKDAY AND SATURDAY
PEAK HOUR TRAFFIC FORECAST
N
Figure 5
V5
0
a
n
0
360/475 —�
1180/1390
20/10 —\
WEEKDAY AFTERNOON
PEAK HOUR TRAFFIC
FROM 'HARMONY TOWN
Z
a
0
�— 430/560
1560/1255
20/15
in Ln o
04
N r-
HARMONY
Weekday Sat.
PM Noon
Rounded to the Nearest
5 Vehicles.
AND SATURDAY
CENTER' TIS
Figure 4
TABLE 2
Eastbound Left -turn Lane of Queue
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Back of Queue (vehicles)
4
8.3
13
Back of Queue (feet)
90
185
285
TABLE I
Current (2001) Peak Hour Operation
A9,
NOW.,
Harmony/Hogan/JFK
(signal)
EB LT
B
c
D
EBT
B
B
C
EB RT
A
A
B
EB LEG
B
C
C
WB LT
B
B
B
WB T
c
C
D
WB RT
A
A
A
WB LEG
B
C
C
NB LEG
D
E
E
SB LT/T
D
E
D
SB RT
C
D
C
SB LEG
D
D
D
OVERALL
c
C
C
CURRENT (2001) SATURDAY NOON
PEAK HOUR TRAFFIC
N
Figure 3
Ak�
ri.lnuyi�L
CURRENT (2001) WEEKDAY
PEAK HOUR TRAFFIC Figure 2
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Rphq
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v HARMONY RD.
Smith Schaefer
0
2
NO SCALE
SITE LOCATION Figure 1
Property. The intended/expected land uses are general office and medical
office. The trip distribution for the Schaefer/Smith Properties is shown
in Figure 6. The site traffic assignment is shown in Figure 7. The
forecasted number of westbound peak hour left -turns entering the subject
access (45) will require 50 feet of storage. According to the State
Highway Access Code, this left -turn lane would also require 435 feet of
deceleration, which includes 160 feet of taper. Therefore, the length of
the left -turn lane (12' width) should be 325 feet. The 160 feet of taper
would be added to this.
There are approximately 840 feet between the stop bar for the
eastbound left -turn lane approaching JFK Parkway and the point where the
proposed access to the Schaefer Property would be located. In order to
have left -turn ingress at the Schaefer Property, both the eastbound left -
turn lane approaching JFK Parkway and the westbound left -turn lane
approaching the Schaefer Access must fit into this area (840'). The bay
taper for each left -turn lane will be 160 feet (13.5:1 @ 45 mph). However,
these bay tapers can occupy the same area. If the City and CDOT allow the
eastbound left -turn lane to be 395 feet (555' minus 160'), there will be
285 feet remaining for the westbound left -turn lane. This would be 40 feet
short of the required length of westbound left -turn lane described in the
previous paragraph.
In order to have left -turn access into the Schaefer Property, two
variances will be required. The first one pertains to shortening the
existing eastbound left -turn lane from the current 690 feet to 395 feet
plus 160 feet of taper. The second variance is to shorten the proposed
westbound left -turn lane from 325 feet (according to the State Highway
Access Code) to 285 feet plus 160 feet of taper.
turns. In addition to obtaining the Saturday peak hour counts, the maximum
number of vehicles in the eastbound left -turn lane was also recorded. The
maximum number of vehicles in this lane would occur at the beginning of the
eastbound left -turn signal phase. The longest observed queue on Saturday
was. 13 vehicles. This occurred once. The average queue was 5.5 vehicles.
The longest observed queue matched the calculated average BOQ. Table 2
shows the number of vehicles at the BOQ for the eastbound left -turn
movement for each peak hour: Assuming an average spacing of 22 feet per
vehicle results in the corresponding lengths of queue that are also shown
in Table 2. Note that the maximum length of queue for the counted traffic
is at 285 feet occurring in the Saturday peak hour. The calculated BOQ
(2851) is substantially less than the available length of left -turn lane
(690').
The existing length of left -turn lane was determined based upon a
Saturday midday forecast in the "Harmony Town Center Site Access Study,"
February 1996. This forecast is shown in Figure 4. In retrospect, given
the existing traffic counts at this intersection and the amount of
currently vacant, developable land to the north that would potentially
contribute traffic to the Harmony /Hogan/ JFK intersection, the traffic
forecasts shown in Figure 4 seem to be high. This is particularly true for
selected turning movements at this intersection. JFK Parkway will provide
access for a number of undeveloped parcels between Harmony Road and
Horsetooth Road. It was estimated that 15-20 percent of this corridor is
available for development. Land uses will be commercial (retail/office)
and residential (multi -family). JFK Parkway also serves as a recirculation
street for South College Avenue. I have reviewed the 20 year forecasts in
the draft of the "Harmony Road Access Control Plan Update." At the
Harmony/Hogan/JFK intersection, it appears that some of the turning
movements do not meet the reasonable test. In light of the above, I have
developed a traffic forecast for this intersection, which I believe to be
reasonable and practical. This forecast is shown in Figure 5. Operational
analyses were conducted on the volumes shown in Figure 5. In these
analyses, the basic cross section of Harmony Road had three through lanes
in each direction plus auxiliary lanes, as appropriate. This intersection
will operate acceptably as indicated in Table 3. Calculation forms are
provided in Appendix C. The longest calculated BOQ is at 395 feet. This
BOQ is less than the available length of the left -turn lane.
Harmony Road (SH68) is under the administrative control of CDOT. It
is categorized as an NRA highway. According to the State Highway Access
Code (1998), the length of a left -turn deceleration must include
deceleration length and storage length. At a posted speed of 45 mph, the
deceleration length is 435 feet which includes a taper of 160 feet
(13.5:1). If the calculated BOQ is considered to be the proper storage
length, then the total length of this lane should be 830 feet, using the
forecast shown in Figure 5. However, in urban areas, it is often common
practice to reduce all/part of the deceleration length. This type of
reduction is also considered in Section 4.8(2)(d) in the State Highway
Access Code. There is generally an expectation of turning movements along
road segments in urban areas where there are four or more
intersections/accesses per side. If only the storage and bay taper are
provided for this eastbound left -turn lane, the lane will be 555 feet long.
The trip generation from the properties on the south side of Harmony
Road is shown in Table 4. In addition to the Schaefer Property, a parcel
to the west was also included in this analysis, since a single access point
would serve both properties. This parcel is referred to as the Smith
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MEMORANDUM
M TO: Ryan Aaefer, Realtec
on Eric Bracke, Fort Collins Traffic Engineer
o6 Tess Jones, CDOT Region 4/Access Manager
to
co Kathleen Reavis, Fort Collins Transportation Planning
0
M FROM: Matt Delich
X
DATE: June 22, 2001
LL
SUBJECT: Schaefer Property - Preliminary traffic analysis
(File: 0136ME01)
'T^
W
N The Schaefer Property is located on the south side of Harmony
co Road between College Avenue and Hogan Drive (JFK Parkway to the
north). The site location is shown in Figure 1. The intended land
uses are general office and medical office. Initial meetings
indicated a desire to have a right-in/right-out/left-in access to
w Harmony Road at an appropriate location. There is currently a raised
Z
o median in this segment of Harmony Road. The Harmony/College
I intersection and the Harmony/Hogan/JFK intersection have signal
control. There is a right-in/right-out/left-in access to the Harmony
Marketplace retail center on the north side of Harmony Road. The
posted speed on this segment of Harmony Road is 45 mph. The only
potential location for the desired access to the Schaefer Property
would be just east of the existing limited turn access to the Harmony
Marketplace. This location is approximately 870 feet west of the
Harmony/Hogan/JFK intersection (on -centers). The eastbound left -turn
lane approaching JFK Parkway is approximately 690 feet long plus a
bay taper of approximately 140 feet. Provision of a right-in/right-
out/left-in access would require breaking the raised median and
shortening the eastbound left -turn lane approaching JFK Parkway. The
following analyses evaluate the need for the length of the existing
eastbound left -turn lane and whether a westbound left -turn lane can
be accommodated in this segment along Harmony Road.
Z The initial evaluation involved collection of current peak hour
Z
M traffic at the Harmony/Hogan/JFK intersection. Figure 2 shows
w morning and afternoon peak hour traffic at this intersection. This
Z adata was obtained on March 27, 2001. Discussions with the City
Z Traffic Engineer indicated that Saturday peak hour traffic was also
W necessary as part of this evaluation. The Saturday peak hour
o generally occurs between 11:OOam and 1:OOpm. Due to the nature of
a the businesses in the area, these counts were obtained after Memorial
cc Day Weekend, and are shown in Figure 3. Raw count data is provided
a in Appendix A. The Harmony/Hogan/JFK intersection operates with
z split phasing for Hogan Drive and JFK Parkway. This intersection
operates acceptably during the analyzed peak hours as indicated in
M Table 1. Calculation forms are provided in Appendix B. Part of the
ad analysis output is a determination of the back of queue (BOQ) for
U various movements. This determination is shown on pages 12 and 13
LL of the calculation forms for each peak hour that is evaluated. The
¢ BOQ is reflected as the maximum number of vehicles that would be
f" stopped, during a red phase, for a particular movement. The BOQ that
is of interest in this evaluation is that of the eastbound left