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Home My WebLink About01.08 Traffic Study 10.08.199610/07;/1996. 12:00 3037733357 se LEL ENGINEERING DNVR I-AbE 03 Traffic Study Teepee Park Forest Management Plan Prepared for: Tucker Frase David Levy Forestry Prepared by: Ler Engineering 5031 S. Ulster, Suite 205 Denver, CO 80237 (303) 773-3356 October 8, 1996 INTRODUCTION This traffic study has been prepared to address the traffic issues associated with logging under the Teepee Park Forest Management Plan. Under this plan, approximately 2,000 to 3,000 logging trucks will travel Beaver Creek Road 12 times a day, five days a week for two seasons. In addition, there will be other vehicles associated with the logging using the road on a daily basis. This study has been undertaken at the request of Garfield County to address the traffic concerns. In an August 14, 1996 memorandum, the Garfield County Engineer mentioned several items that needed further addressing. A discussion was held with the Garfield County Engineer to further clarify the issucs and the following are those that need to be addressed: • The one -lane section of Beaver Creek does not have inter -visible turnouts. Should two vehicles meet head-on, there is not room in this section for passing. • Rifle/Rulison Road has two sharp hairpin curves which might pose a problem for large vehicles. • Logging trucks traveling in convoys may be intimidating for residents of Rifle. • Additional vehicles along Rifle/Rulison Road may impact traffic operations. This report describes each of these issues in detail and proposes mitigation measures for each one. A. l.. V�.• a� .a., Vv TRAFFIC DATA Machine counts were conducted at three locations along the route. Using classification counters, traffic volumes were collected at the north end of Beaver Creek Road where it meets Rifle / Rulison Road. From the collected counts, it appears that the largest traffic volume occurred from the period 6:00 PM Friday to 6:00 PM Saturday. The following table lists the traffic volume and vehicle classification at this location. Table 1. Vehicle Classification Beaver Creek Road Category NB Vehicles SB Vehicles Total Motorcycle, Passenger Cars 31 22 61 2-axlc SUV, Buses 2 -axle six tire 10 3 -axle Single Unit Trucks 9 Four or more Axle 4 Total 54 18 15 2 57 28 24 6 111 The ADT of 111 is appropriate for a non -paved surface. Paving a roadway surface is usually viable at volumes of around 300 - 500 vehicles per day. In addition, non -recording counters were placed both north and south of the Rifle Village intersection along Rifle/Rulison Road. The counters were placed for a five day period beginning 10/2/96. The average count at these two locations is provided in Table 2. Table 2. ADT counts along Rifle/Rulison Road. 5 -day Location Average Volume North of Rifle Village Intersection 1770 South of Rifle Village Intersection 330 As can be seen from the counts, there is a much higher volume north of the Rifle Village intersection than south. The addition of 12 trucks a day will add 24 vehicles per day additional traffic along Rifle/Ruliso:ri Road. Assuming a normal diurnal distribution of traffic, this equates to 2 or 3 trucks during the peak hours. This additional traffic will not impact the traffic operations along Rifle/Rulison Road. lUe Uvi 1.77v ate. L1U L.LL LI1`i114tl—lS4. 4L1 u11rR . ONE -LANE SECTION OF BEAVER CREEK ROAD There are several potential solutions to mitigate the use of large trucks in the one -lane section of Beaver Creek Road. Each of these needs to be evaluated as to its safety, effectiveness, and cost. Intervisiblc Turnouts One solution that is used on other forest roads and mentioned by Garfield County is to create intervisible turnouts along the route. Intervisible turnouts would be located at distances along the road so that each turnout can be seen from the previous turnout. In such a manner, there will always be a turnout available should two opposing vehicles come within sight distance of each other. In order to have intervisible turnouts it is estimated that an additional 8-10 would need to be constructed in addition to the 7 turnouts that already exist along Beaver Creek Road. A sign would be posted at the entrance road warning motorists of logging operations. The sign would read as follows: Caution Logging Operations Listen for Trucks Backing Up May Be Required Ftxggers Another option would be to have flaggers at each end of the one -lane section. By using two-way communication, a flagger can hold traffic at each end of the one-way section to make sure the roadway is cleared before allowing a vehicle to enter. If a vehicle or logging truck desires to enter the one -lane section, the flagger at that end notifies the flagger at the other end that a vehicle is on the roadway. The vehicle then begins along the route. Once at the other end, the flagger at the opposite end then notifies the original flagger that the vehicle is no longer a factor. As only one vehicle can occupy the one -lane section at a time, it is important to determine the capacity (or number of vehicles that can use the section in an hour). Based upon a length for the one-way section of 2.4 miles, and an average speed of 15 mph, it is assumed that approximately 6 vehicles per hour could be accommodated. It does not appear that this method would handle the existing plus logging traffic. Pilot Car Operation A third option is to have a second pilot vehicle clear the road prior to use by a logging truck. This lead vehicle would travel ahead of the logging vehicle. If another vehicle was encountered, the lead vehicle would notify that a logging truck was heading through the one -lane section and would have the vehicle either pull into a turnout or exit the section. There are adequate areas where vehicles could pass in existence at approximately every 1500 feet. The capacity of the roadway under this scenario is approximately 50 vehicles per hour. lUiqui/1j t i�:UU �U i/ ii l! Citizen Band Radio Communication LLL UIHvh rAut di A fourth option would be to handle vehicle conflicts via CB radio communications. The logging company would ensure that two-way CB radio communication is available for all logging trucks. The CB channel should be posted at the entrance to the one -lane section. In addition, any property owners in the area should monitor this CB channel for trucking activity. Should any owner not have a CB radio, the logging company should loan them one for use during logging. A sign would be posted at the beginning of the one-way section notifying vehicles of logging operations. The sign would read as follows: Caution Logging Operations Monitor CB Channel XX Listen for Trucks Backing Up May Be Required One problem with CB radio communication is that many users of the road are not regular users. A high percentage of users of the road do so for recreational purposes and would not be regular enough for CB radio communications to be effective. Preferred Alternatives Of these options, it appears that intervisible turnouts would be the most cost effective and provide a safe operation. The location of the additional turnouts would be determined in the field at the time of construction. Care should be taken to keep sediment from entering the stream. A second option would be to provide pilot car operation. This would add traffic to the road but would also provide a safe operation while handling the anticipated traffic. 1U/bb/lb 12:0U , U3i f.i b/ ANALYSIS OF TRUCKS TURNING PATHS LLL (= iultJLLK1NU VIM.< rakat do Another issue addressed by Garfield County was the turning radius of the logging trucks at the switchbacks and the sharp turns on each side of the residential area. Currently, there are oil/gas trucks using the same roadways. These trucks are able to make the turning movements at the hairpin curves. The logging truck are somewhat smaller than those used by the oil/gas company and should therefore not have a problem with transversing through the sharp hairpin curves. The switchbacks were measured and it was determined that the upper switchback had the limiting geometry. The radius of the upper switchback to the outside edge of pavement was measured to be 69 feet. This geometry is sufficient to handle a WB -50 vehicle. Logging trucks are smaller than a WB -50 vehicle and should therefore have no problem transversing these curves. It should be mentioned that the full -width of pavement will be necessary and the logging vehicle will need to watch for oncoming traffic. The sight distance at the two switchbacks was reviewed to be adequate. Outside of the switchback areas, Rifle/Rulison Road provides adequate width for truck operations. There should be no problem with trucks passing each other in these areas. 10/0,8/199% 12:00 303/73.5357 LOGGING TRUCK OPERATIONS LEL EN61NEERING DNVR NAVE 0y Each truck operator will be required to sign a `manual of operation' prior to being allowed to log this area. The manual will provide guidance as to how the logging trucks are to operate both along Beaver Creek Road and Rifle /Rulison Road. Convoys The manual will dictate that no more than three logging trucks will be able to form a convoy either along Beaver Creek Road or Rifle/Rulison Road. This is to address concerns about having large convoys in the residential section. Once at the interchange, this convoy restriction will no longer be a concern. Truck Speed The manual will also inform the logging trucks of the maximum speed through the route. The route begins in the Town of Rifle at the intersection of Rifle/Rulison Road with south 9th Street and ends at the boundary to the White River National Forest at mi 9.0. Based upon a field review of the area, the following speeds are recommended: Table 3. Recommended Speed Limits Section Limits Maximum Speed Rifle/Rulison Road Rifle /Rulison road Beaver Creek Road Beaver Creek Road From beginning (mi 0.0) to past residential area (mi 0.5) From past residential area (mi 0.5 )to Beaver Creek Road (mi 3.0) wide section (mi 3.0 to mi 6.6) Narrow section (mi 6.6 tomi9.0) 20 mph (10 mph through curves) 25 mph (loaded) 35 mph (unloaded) (10 mph through hairpin curves) 25 mph 15 mph 07/28/97 03:53 a 916 265 1976 DAVID LEVY FORES DANA) LEVY FORESTRY DATE: July 25, 1997 FAX #:970-945-7785 TO: Mark Bean, Garfield County Planning Department MESSAGE: /)avid Levy RPF lic. • 1976 Phone (916) 265 - 4891 'Mobile (916) 764 - 8301 Fax (916) 265 -1976 305 RAILROAD AVE SUITE 7 NEVADA CITY CA 95959 As 1 mentioned to you by phone last week, the traffic safety management system that Is being proposed by Tucker and Frase for the Commercial Harvest of Timber and use of the Haul Route will be utilize Traffic Qontrol Monitoring by a Mobile Flagma traffic Monitor. (This Is also commonly referred to as a "floating flagman" system). I am faxing you 3 diagrams which reflect 3 different scenarios of traffic and illustrates the use of the existing turnouts with a mobile flagman on a motorcycle with radio contact with a loaded log truck to safely manage passing by opposing vehicles on the narrow portion of the haul route. I will supply 12 sets of the information Included with this fax. I will talk to you in greater detail at the meeting today. Sincerely, David Levy Consultant for Tucker and Frase 07/28x97 03:54 ■ 916 265 1976 DRUID LEVY FORES 0 § 0 a Z: 0 0 P.02 0 ■ 2 w CZ w 07/28/97 Scenario #2 Traffic Encountered (Little or No Delay) Scene #2 Mobile flagman informs traffic that a logging truck is coming up the road and that he will escort the traffic back to the previous turn out (#2) and be sure log truck is safely parked in turn out #2. Flagman allows traffic to proceed past turn out #2. Log truck remains in turn out. Flagman then turns around and continues driving beyond turn out #3 and if Gear radios driver of log truck that itis now safe to continue to turn out #3. Flagman oontinues to next turnout and repeats this process when necessary or encounters no traffic. Scene #1 Mobile flagman encounters traffic between turnouts #2 & #3. He radios log truck and instructs driver to pull into turn out #2. Turn Out: #2 Mobile Flagrnanl Traffic Monitor on Motorcycle: Logging Truck: Other Traffic Vehicle: Tum Out 113 07/28/97 Scenario #3 Traffic Encountered (Short Delay) T.rn Out: #1 Scene #2 Mobile flagman informs traffic that that a logging Muck is corning up the road and that he will escort the traffic back to the previous turn out (#2} where a short delay will be required until log truck is safely parked in turn out #2. Then, flagman allows traffic to proceed. Log truck remains in turn out. Flagman then turns around and continues driving beyond turn out #3 and if clear radios driver of log truck that it is now safe to continue to turn out #3. Flagman continues to next turnout and repeats this process when necessary or encounters no traffic. TRAFFIC CONTROL MONITORING LEG EIU o Scene #1 Mobile flagman preceeds truck by 1 turn out and continues to tum out #3 and radios truck driver that it is clear to proceed to the turn out #2. Flagman then encounters traffic between turn out #2 and turn out #3. Mobile Flagman Traffic Monitor on Motorcycle: Logging Truck: emattittp Other Traffic Vehicle: D Tum Out: #2 07/28/97 04:00 a 916 265 1976 DRUID LEVY FORES P.01