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Home My WebLink AboutPOUDRE SCHOOL DISTRICT 2004 HIGH SCHOOL - SITE PLAN ADVISORY REVIEW - 43-01A - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYNo Text Gravitv Model Data WEST (Harmony) EAST (Harmony) EAST (Kechter) SOUTH (T41ne) SOUTH (Ziegler) Cambridge Zone D.U. Zone D.U. Zone I D.U. Zone D.U. Zone D.U. Zone D.U. 12 119 383 12 60 260 12 115 77 12 119 383 12 327 249 326 414 120 257 74 286 12 116 75 126 426 12 330 461 125 244 99 172 117 210 127 323 325 725 12 174 333 12 129 277 329 73 12 115 77 12 327 249 12 330 461 12116 75 328 123 12 340 10 12 342 30 otal D.0 1,609 rotal D.0 1,203 rcytal D.0 1,041 rotal D.0 1,676 rotal D.0 710 rotal D.0 414 'stributio 24.18% Astributio 18.08% Astributio 15.65% Nstributio 25.19% Astributio 10.67% Astributio 6.22% 2 Webster H.S. Summary of Trip Generation Calculation For 1800 Students of High School July 05, 2001 Average Standard Adjustment Driveway Rate Deviation Factor Volume Avg. Weekday 2-Way Volume 1.79 1.54 1.00 3222 7-9 AM Peak Hour Enter 0.32 0.00 1.00 576 7-9 AM Peak Hour Exit 0.14 0.00 1.00 252 7-9 AM Peak Hour Total 0.46 0.71 1.00 828 4-6 PM Peak Hour Enter 0.06 0.00 1.00 108 4-6 PM Peak Hour Exit 0.09 0.00 1.00 162 4-6 PM Peak Hour Total 0.15 0.39 1.00 270 AM Pk Hr, Generator, Enter 0.30 0.00 1.00 540 AM Pk Hr, Generator, Exit 0.12 0.00 1.00 216 AM Pk Hr, Generator, Total 0.42 0.68 1.00 756 PM Pk Hr, Generator, Enter 0.09 0.00 1.00 162 PM Pk Hr, Generator, Exit 0.21 0.00 1.00 378 PM Pk Hr, Generator, Total 0.30 0.56 1.00 540 Saturday 2-Way Volume 0.64 0.90 1.00 1152 Saturday Peak Hour Enter 0.09 0.00 1.00 162 Saturday Peak Hour Exit 0.03 0.00 1.00 54 Saturday Peak Hour Total 0.12 0.35 1.00 216 Sunday 2-Way Volume 0.25 0.55 1.00 450 Sunday Peak Hour Enter 0.01 0.00 1.00 18 Sunday Peak Hour Exit 0.03 0.00 1.00 54 Sunday Peak Hour Total 0.04 0.22 1.00 72 Note: A zero indicates no data available. Source: Institute of Transportation Engineers Trip Generation, 6th Edition, 1997. TRIP GENERATION BY MICROTRANS SITE LOCATION SCALE: 1 "=2000' IOU Figure 1 Attachment "B" Transportation Impact Study Pedestrian Analysis Worksheet Origin (Project Site) Rec. Res. Inst. Ofc/Bus. Com. Ind. Other (Specify) Recreation . Residential Institution (school, church, civic) Office/Busmess Commercial Industrial Other (specify) List the pedestrian destinations within 1320' (1.5 miles for schools) of the project boundary in the spaces above. The pedestrian Level of Service for the facility/corridor linking these destinations to the project site will be based on the directness, continuity, types of street crossings, walkway surface condition, visual interest/amenity, and security of the selected route(s). Larimer County Urban Area Street Standards January 2, 2001 3 Attachment "A" Transportation Impact Study Base Assumptions Project Information Project Name ,vErJ �G� �c�vL Ck�gBST�K Aier� Project Location /lJC Poe,JGg 2!iEGGtK ,ice7# re T TIS Assumptions Type of Study Full: y� Intermediate: Study Area Boundaries North: 9A mzu V South: KECtf're P— East: West: 1 .4gEeciai(z:- Study Years Short Range: zov G Long Range _ ?0 Future Traffic Growth Rate Study Intersections 1. All access drives drives C� 2. u/ae AlO.tI r Z�/Gri (^s�C L1.4"rem Vi,, i. r /'r 3.0,5GCt2 2oC9 (f,etr"K 7. 4. -01Eaf (-* Kccu -C 8• Time Period for Studv AM:' 7:00-9:00 PMV �.- Sat Noon: Trip Generation Rates ?v P / T�57 CA T--rAC t4 E'0 Trip Adjustment Factors Passby: ,(J//q Captive Market: AJ14 Overall Trip Distribution AeoA4 Sce;06 NQoh s-retcr South East West Mode Split Assumptions A/A Committed Roadway Improvements ? Other Traffic Studies 9129Tp�CaATSrA(.j14A aBrc , Fossrc e6eKCEvicer rr) Areas Requiring Special Study Date: J V c. y (. r zocj ( Traffic Engineer: Local Entity Engineer: Larimer County Urban Area Street Standards January 2, 2001 )66 r! a Z- APPENDIX A range geometry, with signal or stop sign control, is shown in Figure 11. The Ziegler/Kechter and Kechter/Frantz intersections, analyzed as roundabouts, will operate below the capacity of a single -lane roundabout. The Ziegler/Rock Creek and Timberline/Kechter/Willow Springs intersections, analyzed as roundabouts, will require a multi -lane roundabout or right -turn bypass lanes on some legs. Acceptable level of service is achieved for pedestrian, bicycle, and transit modes based upon the measures in the multi -modal transportation guidelines. 29 IV. CONCLUSIONS This study assessed the impacts of the New 2004 High School development on the short range and long range street system in the vicinity of the proposed development. As a result of this analysis, the following is concluded: The development of the New 2004 High School is feasible from a traffic engineering standpoint. At full development, the New 2004 High School will generate approximately 3222 daily trip ends, 828 morning peak hour trip ends, and 540 afternoon peak hour trip ends. Current operation at the key intersections is acceptable. Using the short range background traffic forecasts, a peak hour signal warrant will be met in the morning peak hour at the Timberline/Kechter/Willow Springs intersection. Using the long range background traffic forecasts, a peak hour signal warrant will be met in the morning peak hour at the Ziegler/Rock Creek intersection. Using the long range total traffic forecasts, a peak hour signal warrant will be met in the morning peak hour at the Ziegler/Kechter intersection. Using the short range background traffic forecasts, all key intersections will operate acceptably with the recommended control (signal at the Timberline/Kechter/Willow Springs intersection and all -way stop at the Ziegler/Kechter intersection). The key intersections, analyzed as roundabouts, will operate below the capacity of a single -lane roundabout. Using the long range background traffic forecasts, all key intersections will operate acceptably with the recommended control and geometry. The Ziegler/Kechter and Kechter/Frantz intersections, analyzed as roundabouts, will operate below the capacity of a single -lane roundabout. The Ziegler/Rock Creek and Timberline/Kechter/Willow Springs intersections, analyzed as roundabouts, will require a multi -lane roundabout or right -turn bypass lanes on some legs. In the short range future, given development of the New 2004 High School and an increase in background traffic, the key intersections will operate acceptably with the recommended control and geometry. The short range geometry, with signal or stop sign control, is shown in Figure 10. The key intersections, analyzed as roundabouts, will operate below the capacity of a single -lane roundabout, except for the Timberline/Kechter/Willow Springs intersection during the morning peak hour. This intersection would require a multi -lane roundabout or a northbound right -turn bypass lane. In the long range future, given development of the New 2004 High School, the key intersections will operate acceptably during the peak hours with the recommended control and geometry. The long 28 Pedestrian Level of Service Appendix I shows a map of the area that is within one mile of the New 2004 High School. There will be four pedestrian destinations within a mile of the New 2004 High School. These are: 1) the residential area southwest of the site (Fossil Lake Village and miscellaneous existing/proposed areas west of Ziegler Road), 2) the residential area southeast of the site (Staley), 3) the residential area east of the site (Willow Brook, Brookfield), and 4) the residential area west of Ziegler Road (Harvest Park, Sage Creek, etc.). Other residences within this radius are not in a concentrated area. This site is in an area type termed "school walking area." The level of service determination assumes that future residential developments (namely, Fossil Lake Village, Willow Brook, Staley, City of Fort Collins Parks) will build their streets and adjacent streets in accordance with Fort Collins Standards. This being the case, pedestrian facilities will exist where they currently do not. This is a reasonable assumption. If this does not occur or is not accepted by the City, then acceptable pedestrian level of service cannot be achieved. The Pedestrian LOS Worksheet is provided in Appendix I. The minimum level of service for "school walking area" is B for all categories, except for the visual interest & amenities category where it is LOS C. Many of the streets in this area either do not have sidewalks or are under construction. Therefore, the actual level of service for standard is not addressed. Clearly, for most standards the minimum level of service cannot be met with the current street cross section. Actual level of services standards are, more appropriately, addressed in the established areas of Fort Collins, rather than on the fringes of the City. With the assumed future pedestrian facilities along future streets, the pedestrian level of service will be acceptable. Bicycle Level of Service Based upon Fort Collins bicycle LOS criteria, there is one destination area within 1320 feet of the New 2004 High School. A bicycle influence area map is provided in Appendix I. This is the future city park to the south. The park will be adjacent to the school. Therefore, the connection will be direct and may not require the use of on -street bike lanes. It is assumed that Kechter Road will be built to a minor arterial cross section with 8 foot bike lanes on each side of the street. A bicycle LOS worksheet is provided in Appendix I. Transit Level of Service Currently, there is no transit service in the area. The Fort Collins 2015 Transit System Map shows feeder transit service within 1320 feet of this school on Ziegler Road. The Poudre School District provides school bus service for those students who live beyond the school walk area. A transit level of service worksheet is provided in Appendix I. If feeder route service is provided by the City for 16+ hours per weekday, then acceptable level of service D will be achieved. 27 Harmony Rock Creek Main Acres,, E N H _— - Denotes Lane LONG RANGE (2020) GEOMETRY WITH SIGNAL OR STOP SIGN CONTROL 26 -N C (6 U- Kechter Figure 11 Continued from previous page TABLE 6 Long Range (2020) Total Morning and School Afternoon Peak Hour Operation UdIf Timberiine/KechterMillow Springs (roundabout) EB 24%/33% 21%/29% WB 134%/186% 82%/105% NB 197%/241% 90%/108% SB 119%/144% 149%/182% Kechter/Frantz (stop sign) NB LT F C NB T/RT A A NB APPROACH E B SB LT D C SB T/RT A A SB APPROACH C B EB LT A A WB LT A A Kechter/Frantz (roundabout) 4W. EB 29%/35% 26%/31% WB 36%/44% 16%/19% NB 19%/23% 8%/10% SB 15%/18% 18%/22% Frantz/Main Access (stop sign) EB LTIRT A A NB LT A A Rock Creek/Faculty-Bus Access (stop sign) NB LT/RT C B WB LT A A 25 TABLE 6 Long Range (2020) Total Morning and School Afternoon Peak Hour Operation Mbersection Movement Level of Service AWI School PM : Harmony/Ziegler (signal) EB D C WB C B NB D D SB D D OVERALL D C Ziegler/Rock Creek (signal) EB C C WB C CNB B B SB C B OVERALL C B Ziegler/Rock Creek (roundabout) ;P.orcent oCapac S+va• eow,a► EB 38%148% 8%/10% WB 53%/67% 35%/43% NB 104%/129°h 34%/41% SB 61%/73% 65%/79% Ziegler/Main Access (stop sign) EB LT F D EB T/RT A B EB APPROACH F D WB LT F F WB T/RT C A WB APPROACH F D NB LT A A SB LT B A Ziegler/Kechter (signal) EB D B WB C C NB C B SB C C OVERALL D C Ziegler/Kechter (roundabout) Rercent of:Capac" ::(w+par eow�at EB 62%/75% 27%/33% WB 59%/75% 23%/28% NB 53%/67% 13%/16% SB 37%/45% 56%/68% Timberline/Kechter/Willow Springs (signal) EB C C WB C CNB D B SB C C OVERALL C C Continued on next page 24 N Harmony Rock Creek N 7 � N ma L Main Access Kechter E N I- .dd— - Denotes Lane SHORT RANGE (2006) GEOMETRY WITH Figure 10 SIGNAL OR STOP SIGN CONTROL 23 Continued from previous page TABLE 5 Short Range (2006) Total Morning and School Afternoon Peak Hour Operation 1-7 t Level of Service AIIIII Ziegler/Kechter (roundabout) Capacity (UPPWWWMOWW EB 48%/59% 21%/25% WB 46%/56% 20%/24% NB 31%/39% 10%/12% SB 28%/34% 37%/45% Timberline/KechterMillow Springs (signal) EB C C WB C C NB B B SB B B OVERALL B B Timberline/KechterANillow Springs (roundabout) twouca-parity'I -5� EB 14%/18% 10%/13% WB 51%164% 38%/47% NB 96%/117% 43%/52% SB 57%/68% 69%/84% Kechter/Frantz (stop sign) NB LT E C NB TIRT A A NB APPROACH D B SB LT C B SB TIRT A A SB APPROACH B B EB LT A A WB LT A A Kechter/Frantz (roundabout) of.Capaafty.tupw, ►+��1� EB 27%132% 24%/29% 30%/37% 13%/16% NB 19%/24% 8%/10% SB 12%/15% 15%/19% Frantz/Main Access (stop sign) EB LURT A A NB LT A A Rock Creek/Faculty-Bus Access (stop sign) NB LT/RT B B WB LT A A TABLE 5 Short Range (2006) Total Morning and School Afternoon Peak Hour Operation Iniersectibn Movement Levet of Service AM = School PM Harmony/Ziegler (signal) EB C C WB C C NB D C SB D D OVERALL C C Ziegler/Rock Creek (stop sign) EB LT F E EB T/RT B A EB APPROACH F D WB LT F D WB T/RT B A WB APPROACH D C NB LT A A SB LT A A Ziegler/Rock Creek (roundabout) Percent of:Capacity=fnnvoreouoerto.�aaioune► EB 22%/27% 5%/7% WB 29%/37% 17%/21% NB 60%R3% 26%/32% SB 43%/51 % 47%/56% Ziegler/Main Access (stop sign) EB LT F C EB T/RT A A EB APPROACH F C WB LT F C WB T/RT B A WB APPROACH F B NB LT A A SB LT B A Ziegler/Kechter (all -way stop) NB LT B A NB T/RT C B NB APPROACH C B SB LT B B SB T/RT C B SB APPROACH C B EB LT D B EB T/RT C B EB APPROACH C B WB LT B A WB T/RT D B WB APPROACH D B OVERALL C B Continued on next page 21 Continued from previous page TABLE 4 Long Range (2020) Background Morning and School Afternoon Peak Hour Operation irtemsectMn Movement Level of Service AM ? School PM . Timberline/Kechter/Willow Springs (signal) EB C C WB C C NB C B SB B B OVERALL C B Timberline/Kechter/Willow Springs (roundabout) Pent, of Capacitvi;(appx hcdnaHo.w 06m EB 23%/31 % 19%/26% WB 113%/156% 65%/84% NB 182%/223% 85%/103% SB 113%/136% 137%/166% Kechter/Frantz (stop sign) NB LT E C NB T/RT A A NB APPROACH E B SB LT C C SB T/RT A A SB APPROACH B A EB LT A A WB LT A A Kechter/Frantz (roundabout) IPercent of: Oa tuQver eovnanaw.. ea,�at EB 28%/34% 25%/30% WB 28%/34% 13%/16% NB 18%/22% 8%/9% SB 10%/13% 12%/15% 20 TABLE 4 Long Range (2020) Background Morning and School Afternoon Peak Hour Operation hitsrsection Movement Levef.of Service A1Mif School M " Harmony/Ziegler (signal) EB D C WB C B NB D C SB D D OVERALL D C Ziegler/Rock Creek (signal) EB C C WB C C NB B B SB B B OVERALL B B Ziegler/Rock Creek (roundabout) E*rcent of Ca paciIty(upw:eounw&ww EB 30%/38% 7%/9% WB 46%/58% 29%/35% NB 89%/110% 19%/23% SB 41 %/49% 58%/70% Ziegler/Kechter (all -way stop) NB LT B A NB T/RT C B NB APPROACH C B SB LT B B SB T/RT C C SB APPROACH B B EB LT C B EB T/RT C B EB APPROACH C B WB LT B B WBT C B WB RT B B WB APPROACH C B OVERALL C B Ziegler/Kechter (roundabout) P'sn+Ant of Ciapacity:( +pW OowMllowwbountl) EB 46%/56% 21 %/26% WB 50%/62% 22%/26% NB 39%/49% 11%/13% SB 28%/34% 44%/53% Continued on next page 19 Continued from previous page TABLE Short Range (2006) Background Morning and School Afternoon Peak Hour Operation er/er ZeglKech (roundabout) EB 33%/40% 16%/19% WB 38%/46% 19%/23% NB 21%26% 7%/9% SB 18%/22% 24%/29% Timberline/Kechter/Willow Springs (signal) EB C C WB C C NB B B SB B B OVERALL B B Timberline/KechterNVillow Springs (roundabout) EB 13%/16% 9%/12% WB 41%/52% 27%/33% NB 82%/99% 39%/47% SB 53%/64% 63%f76% KeGhter/Frantz (stop sign) NB LT D C NB TIRT A A NB APPROACH C B SB LT C B SB T/RT A A SB APPROACH A A EB LT A A WB LT A A Kechter/Frantz (roundabout) EB 26%/31% 22%/27% WB 21%/26% 11%/13% NB 19%/23% 8%/10% SB 8%110% 10%/12% 18 TABLE 3 Short Range (2006) Background Morning and School Afternoon Peak Hour Operation Intersection , ;:: IlAovement .. Level of Service AM School pm Harmony/Ziegler (signal) EB C C WB C C NB C C SB D D OVERALL C C Ziegler/Rock Creek (stop sign) EB LT F C EB T/RT B A EB APPROACH E C WB LT D C WB T/RT B A WB APPROACH B B NB LT A A SB LT A F A Ziegler/Rock Creek (roundabout) Percent. of-CApacily (upv«.eo nauwl EB 17%/21 % 5%/6% WB 24%/30% 13%/15% NB 48%/58% 12%/14% SB 22%/27% 40%/48% Ziegler/Kechter (stop sign) NB LT E B NB T/RT B A NB APPROACH C A SB LT F C SB T/RT B A SB APPROACH F B EB LT A A WB LT A A Ziegler/Kechter (all -way stop) NB LT B A NB T/RT B A NB APPROACH B A SB LT B B SB T/RT B A SB APPROACH B B EB LT B A EB T/RT B B EB APPROACH B B WB LT A A WB T/RT C B WB APPROACH C B OVERALL B B Continued on next page 17 reflecting a year 2006 condition. The long range analysis reflects a year 2020 condition. Both conventional signal or stop sign control and roundabouts were analyzed at selected intersections. Roundabout intersections were analyzed as single -lane approaches. The analysis technique indicates "percent of capacity" for each approach leg of the roundabout. Approach legs with "percent of capacity" of greater than 100 percent indicates that a multi -lane roundabout is needed. Using the traffic volumes shown in Figure 5, the key intersections operate in the short range background condition as indicated in Table 3. Calculation forms for these analyses are provided in Appendix E. The key intersections with conventional signal or stop sign control will operate acceptably during the morning and school afternoon peak hours, except for the southbound leg of the Ziegler/Kechter intersection during the morning peak hour with two-way stop sign control. With all -way stop sign control, the Ziegler/Kechter intersection will operate acceptably. All -way stop sign control is often considered to be a mitigation measure prior to signalization. The key intersections, analyzed as roundabouts, will operate below the capacity of a single -lane roundabout. Using the traffic volumes shown in Figure 6, the key intersections operate in the long range background condition as indicated in Table 4. Calculation forms for these analyses are provided in Appendix F. The key intersections with conventional signal or stop sign control will operate acceptably during the peak hours. The Ziegler/Kechter and Kechter/Frantz intersections, analyzed as roundabouts, will operate below the capacity of a single -lane roundabout. The Ziegler/Rock Creek and Timberline/Kechter/Willow Springs intersections, analyzed as roundabouts, will require a multi -lane roundabout or right -turn bypass lanes on some legs. Using the traffic volumes shown in Figure 8 and the recommended geometrics, the key intersections operate in the short range total condition as indicated in Table 5. Calculation forms for these analyses are provided in Appendix G. The key intersections with conventional signal or stop sign control will operate acceptably. The short range geometry, with signal or stop sign control, is shown in Figure 10. The key intersections, analyzed as roundabouts, will operate below the capacity of a single -lane roundabout, except for the Timberline/Kechter/Willow Springs intersection during the morning .peak hour. This intersection woul required a multi -lane roundabout or a northbound right -turn bypass lane. Using the traffic volumes shown in Figure 9, the key intersections operate in the long range total condition as indicated in Table 6. Calculation forms for these analyses are provided in Appendix H. The key intersections with conventional signal or stop sign control will operate acceptably. The long range geometry, with signal or stop sign control, is shown in Figure 11. The Ziegler/ Kechter and Kechter/Frantz intersections, analyzed as roundabouts, will operate below the capacity of a single -lane roundabout. The Ziegler/Rock Creek and Timberline/Kechter/Willow Springs intersections, analyzed as roundabouts, will require a multi -lane roundabout or right -turn bypass lanes on some legs. 16 n 0 a c N C-3 a ,1o tID J l —1265/17911 215225 3951105 Harmony 2045/1990 —� 480/345 N fO W7 0) co N N N N o M on ` `— 295/165 20/60 �_ 3&cf325 70/12125 10/5 Rock Creek 130/30 06 270—� 12520 y 30/15 o 5/5 U) 00 0 N o 0 m �N M = f/1 m N — U 7 U Ln tIn to (D U Q O 0 to N 100/150 LL- "I `14 + NOM l 851130 20/15 —f � Main NOM 55 ,D �' to r, N ) � N n ` N 0)` `— 215205 v � �—185/70 + 5/10 - - - - 205/150 -195280 J % 30/40 50140 } 430M 15/5 185/130 — o D 25/15 o m in L 35/35 N (0m n N C N E H O 6 m0 Z m f145f70 155/135 —� o c` u� v m N n CD601105 n cD N z f— 7:30am-8:30am/2:30pm-3:30pm Rounded to Nearest 5 Vehicles LONG RANGE (2020) TOTAL MORNING AND SCHOOL AFTERNOON PEAK HOUR TRAFFIC airy o0 � O ` O `---140/55 +— 210190 .— 30/45 rKecnier 0 � Z Figure 9 15 A& 320220 N --102511305 195/165 280/80 Harmony 1575/1590 y n a 275245 0 0 0 0 (7 N N c7 N u) O N 175/80 0 m o f /4 f 200/140 30/45 10/5 Rock Creek 9525 —� �250/145—� 75/15 -� 30/15 Ln o 515 In to n N U 0 0 n O UP CO � m � � N U C n M to Q 0 rn N 100/150 �-- NOM � LL J i fff 1 851130 o h0 20/15 —� f Main Amass NOM —i U') ,n u) ?�3S 5/5 n Ln W) Ln rn 40 /6 5 c c� hco LO 0 N o 165/120 o N- - 165/60 o ° 100/35 �- 5/10 -180/130 f 165205 25/35 30/45 + 30/45 50140 15/5 -�- 25/15 310/G5 - nl 0 175/115 -i► O 6 2025 o 0 a] N C N 1 1 I 140160 LO o 0 115/105 60/105 N N N N m N N 7:30am-8:30am/2:30pm-3:30pm Rounded to Nearest 5 Vehicles SHORT RANGE (2006) TOTAL MORNING AND SCHOOL AFTERNOON PEAK HOUR TRAFFIC 14 fr Kechter Ln N 0 S2 M Z N Figure 8 :er w E N 1- • 7:30am-8:30am/2:30pm-3:30pm SITE GENERATED MORNING AND SCHOOL Figure 7 AFTERNOON PEAK HOUR TRAFFIC 13 0 v M M Ln Cn Cl)o n o_ vCq f 1 W)oo c`1 N o oo 335230 I� `I') `O — 1265/1790 J + j— 120/195 395/105 I r Harmony 2045/1990 — LO LO o 330/300 n n o m rn v M M N O to � Cl) N ` a o — 285/150 v IN N --m— 20/60 1 '1— 60/115 130/30 r �f Rock Creek 12520 —i LO o U) 5/5 ' `O `LO o co co N v LO to Un LO to 215205 o 185/70 LO f 5/10 `I, 'I- �— 205/150 130/180 � J i � � 30/40 50/40 --)0( t r 15/5 L o 0 25/15 o rz to N N N N C � N E 1— 280/45 �*, T r 185/130 — o LOu'j 35/35 UO Ln o v co cV i N m N N �— 7:30am-8:30am/2:30pm-3:30pm Rounded to Nearest 5 Vehicles LO ccoo Z N Jig N c m LL 5025 f 210/90 30145 145/70 t I Kechter 1551135 — Ln o 60/105 o O n Z M ,n LONG RANGE (2020) BACKGROUND MORNING AND SCHOOL AFTERNOON PEAK HOUR TRAFFIC Figure 6 12 �U') N N LO � 320220 CD (D - I� LO -.-- 1025/1305 100/135 / 280/80 Harmony � f r 1575/1590 — o to W) 125 200 W C a' (o (n (0 o r, .- (V Nco O CD (A N N_ � 165/65 o m o CO 'I- CO J i 15/40 20/35 /— Rock Creek 9525 75/15 — tn to o 5/5 � rn 0 (o N C (6 LL (n O LO N o 165/120 ` — 165/60 0 0 (0 10/5 `Ir — 5/10 Cn (I0 co — 180/130 r z Ln �~ 170170 1 i� 100/105 "00J i )�— 25/35 ,J j 30/45 50/40 1 16020 1 t r 140/60 15/5 L LO LO 175/115 — (O (D 0 115/105 —� 25l15 0 I 0 2025 ( to Q 60/105 r- O (0 e) 0) (n (0 � (D (0 C � N N � � N E N 1- �-- 7:30am-8:30am/2:30pm-3:30pm Rounded to Nearest 5 Vehicles SHORT RANGE (2006) BACKGROUND MORNING AND SCHOOL AFTERNOON PEAK HOUR TRAFFIC t,/ Kechter (n 2 o to 0 M O (n M Z U) Figure 5 11 TABLE 2 Trip Generation itAde AWtXfE . _f N_ I PeakHots SchorotPll POWNbw slim Rab-.. wltow. hale =`Is oat Res I p►: ilk,. I530 I High School I st1800 1.79 3222 0.32 576 1 0.14 252 10.09 1162 10.21 1378 I Background Traffic Projections Figures 5 and 6 show the respective short range and long range background traffic projections. Background traffic projections for the short range and long range future horizons were obtained by reviewing the NFRRTP and various traffic studies prepared for this area of Fort Collins. Trip Assignment Trip assignment is how the generated and distributed trips are expected to be loaded on the street system. The assigned trips are the resultant of the trip distribution process. Figure 7 shows the site generated morning and school afternoon peak hour traffic assignment. Figure 8 shows the total (site plus background) short range morning and school afternoon peak hour traffic at the key intersections. Figure 9 shows the total long range morning and school afternoon peak hour traffic at the key intersections. Signal Warrants As a matter of policy, traffic signals are not installed at any location unless warrants are met according to the Manual on Uniform Traffic Control Devices. It should be noted that the normal afternoon peak hour was not analyzed. From experience, if the morning peak hour signal warrant is met, it will likely be met in the afternoon peak hour as well. Using the short range background traffic forecasts, a peak hour signal warrant will be met in the morning peak hour at the Timberline/Kechter/Willow Springs intersection. Using the long range background traffic forecasts, a peak hour signal warrant will be met in the morning peak hour at the Ziegler/Rock Creek intersection. Using the long range total traffic forecasts, a peak hour signal warrant will be met in the morning peak hour at the Ziegler/Kechter intersection. The peak hour signal warrant analyses are provided in Appendix D. Operation Analysis Capacity analyses were performed at the key intersections. The operations analyses were conducted for the short range analysis, 10 TRIP DISTRIBUTION Figure 4 4111� N SrrE PLAN PSUS 2004 HIGH SCHOOL SITE PLAN Figure 3 III. PROPOSED DEVELOPMENT The New 2004 High School is a school development, located in the northeast quadrant of the Ziegler/Kechter intersection in Fort Collins. Figure 3 shows a site plan of the New 2004 High School. The short range analysis (Year 2006) includes development of the New 2004 High School and an appropriate increase in background traffic, due to other potential development in the area. The long range analysis year is considered to be 2020. The site plan shows three accesses to New 2004 High School. The main accesses will connect to Ziegler Road and Frantz Drive. The connection to Ziegler Road will line up with an access to the Harvest Park/Sage Creek development. The access to Rock Creek will serve busses and faculty only. There is a parking lot that serves an athletic field in the northeast portion of the campus. The access will be to Rock Creek Drive. Access to Rock Creek Drive will maximize the distance between this access and the Rock Creek/Frantz intersection. It is not likely that this parking lot will have significant traffic on a regular basis during the analyzed peak hours. The parcel between Kechter Road and the creek is designated as a city park. There will be a parking lot serving this park, which will access Kechter Road. The location of this access should be a suitable distance from existing or proposed intersections. There is a five acre parcel in the northeast portion of the campus. No definitive land use is proposed for this parcel. This parcel could have a school district related use or it could be sold to a developer. If this parcel is not school district related, it is unlikely that access would be through the New 2004 High School driveways. Under this circumstance, access would likely be only from Ziegler Road. When a definitive user is known, this transportation impact study should be amended. It is not likely that probable users would cause significant traffic impacts to the street system. Trip Generation Trip generation is important in considering the impact of a development such as this upon the existing and proposed street system. A compilation of trip generation information contained in Trip Generation, 6L° Edition, ITE was used to estimate trips that would be generated by the New 2004 High School. Table 2 shows the expected trip generation on a daily, morning peak hour, and school afternoon peak hour basis. Trip Distribution Directional distribution of the generated trips was determined for the New 2004 High School based upon the service area provided by the Poudre School District. The distribution may moderate slightly based upon how development occurs within the service area. Figure 4 shows the trip distribution used in the traffic assignment process. 7 of Harmony Road ends and becomes a minimal shoulder, approximately 0.25 miles east of Ziegler Road. Bicycle lanes exist along Timberline Road. There are no bicycle facilities along Kechter Road. When Kechter Road is improved to its minor arterial cross section, it will have the required 8 foot bike lanes on each side of the street. Transit Facilities The Transfort Southside Shuttle operates along Ziegler Road, between Horsetooth Road and Harmony Road, on a peak hour only schedule. TABLE 1 Current Morning and School Afternoon Peak Hour Operation .. Harmony/Ziegler (signal) EB C C WB B C NB C B SB C C OVERALL C C Ziegler/Kechter (stop sign) NB LT/T/RT A A SB LTrr/RT A A EB LT A A WB LT A A Timberline/Kechter/Willow Springs (stop sign) EB LT/T/RT B A WB LTIT/RT C C NB LT A A SB LT A A 6 co c N c CV) , co 265/131 i o °O LO " �— 864/911 + � --- 48/80 Harmony 214l44 1143/905 — LO 68/109 LO C o — Ln v Lo Lo cn CN -- 41 /58 0 10/8 o '- " `O f 4/4 26/54 0 0 I� J f 2826 10/13 /— Willow 48�9 �/ Springs ` �/ 1 53/33 � t r Kechter 12/3 21/12� o Lo^ rnNto 2522 —v-- 5825� N N N �rnm y v c a� E rn N H +-- 7:30am-8:30am/2:30pm-3:30pm RECENT MORNING AND SCHOOL Figure 2 AFTERNOON PEAK HOUR TRAFFIC 5 Timberline Road has a two-lane cross section near the Timberline/ Kechter/Willow Springs intersection. The existing speed limit on Timberline Road is 45 mph. Existing Traffic Recent morning and school afternoon peak hour traffic at the key intersections is shown in Figure 2. Raw traffic count data is provided in Appendix B. Morning peak hour traffic data at the Harmony/Ziegler intersection was collected in April 2001 and morning peak hour traffic data at the Ziegler/Kechter intersection was collected in January 2001. School afternoon peak hour traffic data at the Harmony/Ziegler and Ziegler/Kechter intersections was collected in July 2001. Morning and school afternoon peak hour traffic data at the Timberline/Kechter/Willow Springs intersection was collected in July 2001. Existing Operation The counted intersections were evaluated using techniques provided in the 2000 Highway Capacity Manual. Using the morning and school afternoon peak hour traffic shown in Figure 2, the peak hour operation is shown in Table 1. Calculation forms are provided in Appendix C. A description of level of service for signalized and unsignalized intersections from the 2000 Highway Capacity Manual and a table showing the Fort Collins Motor Vehicle LOS Standards (Intersections) are also provided in Appendix C. The key intersections operate acceptably overall during both the morning and school afternoon peak hours. Pedestrian Facilities Pedestrian facilities currently exist along the north side of Harmony Road, west of the Harmony/Ziegler intersection, and along the south side of Harmony Road, east of the Harmony/Ziegler intersection. Along Ziegler Road, pedestrian facilities exist along both sides of Ziegler Road, north of the Harmony/Ziegler intersection, and along the east side of Ziegler Road, south of the Harmony/Ziegler intersection. Pedestrian facilities currently exist along the west side of Timberline Road. There are no pedestrian facilities along either side of Kechter Road. It is expected that as properties in this area are developed, sidewalks will be installed as part of the street infrastructure. Bicycle Facilities There are bicycle facilities along Ziegler Road, north of Harmony Road, and for approximately 0.4 miles along Ziegler Road, south of Harmony Road. Along Harmony Road, bicyclists can and do use the wide shoulder as a bike lane. However, the wide shoulder on the south side 4 SCALE: 1 "=3000' SITE LOCATION Figure 1 II. EXISTING CONDITIONS The location of the New 2004 High School is shown in Figure 1. It is important that a thorough understanding of the existing conditions be presented. Land Use Land uses in the area are primarily either residential or commercial/industrial. Residential units (Fossil Lake Village) are under construction to the south of the site. Commercial/industrial land uses exist, are under construction, or are planned/proposed north of the site. A residential neighborhood (Sage Creek and Harvest Park) is under development to the west, across Ziegler Road. The Willow Brook residential development is planned to the east of the site. Land adjacent to the site is flat (<2% grade) from a traffic operations perspective. The center of Fort Collins lies to the northwest of the proposed New 2004 High School. Roads Harmony Road is to the north of the New 2004 High School site. It is an east -west highway designated as a six -lane arterial on the Fort No Collins Master Street Plan. Harmony Road currently has a four -lane cross section with a center grass median. There are turn lanes at appropriate intersections. There are wide shoulders on Harmony Road. These shoulder lanes are striped as acceleration and deceleration lanes at a number of intersections. The existing speed limit in this area is 55 mph. Ziegler Road is west of the New 2004 High School site. It is a north -south street designated as a four -lane arterial south of the Harmony/Ziegler intersection and a two-lane arterial north of the Ziegler/Kechter intersection on the Fort Collins Master Street Plan. It would appear that the appropriate location for the four -lane to two-lane transition would be at the Ziegler/Rock Creek intersection. This would be a good location for lane drops and lane adds. The Harmony/Ziegler intersection has signal control. The existing speed limit on Ziegler Road is 40 mph. Kechter Road is to the south of the proposed New 2004 High School. It is a east -west street designated as a two-lane arterial in the Fort Collins Master Street Plan. Currently, Kechter Road has a two-lane cross section with minimal shoulders. Timberline Road is approximately one mile west of the New 2004 High School site. It is a north -south street designated as a four - lane arterial on the Fort Collins Master Street Plan. Currently, 2 I. INTRODUCTION This transportation impact study addresses the capacity, geometric, and control requirements at and near the proposed development of the New 2004 High School. The proposed New 2004 High School is located in the northeast quadrant of the Ziegler (CR9)/Kechter (CR36) intersection in Fort Collins, Colorado. During the course of the analysis, numerous contacts were made with the project planning consultant (RB & B), the Poudre School District - Support Services, and the Fort Collins Traffic Engineering Staff. This study generally conforms to the format set forth in the Fort Collins transportation impact study guidelines. Appendix A contains the Transportation Impact Study Base Assumptions form and related attachments for the New 2004 High School. The study involved the following steps: - Collect physical, traffic, and development - Perform trip generation, trip distribution, - Determine peak hour traffic volumes; - Conduct capacity and operational level of intersections; - Analyze signal warrants; data; and trip assignment; service analyses on key Conduct level of service evaluation of pedestrian, bicycle, and transit modes of transportation. 1 LIST OF FIGURES Figure Page 1. Site Location ........................................ 3 2. Recent Morning and School Afternoon Peak Hour Traffic .......................... 5 3. Site Plan ............................................ 8 4. Trip Distribution .................................... 9 5. Short Range (2006) Background Morning and School Afternoon Peak Hour Traffic ....... 11 6. Long Range (2020) Background Morning and School Afternoon Peak Hour Traffic ....... 12 7. Site Generated Morning and School Afternoon Peak Hour Traffic .......................... 13 8. Short Range (2006) Total Morning and School Afternoon Peak Hour Traffic ....... 14 9. Long Range (2020) Total Morning and School Afternoon Peak Hour Traffic ....... 15 10. Short Range (2006) Geometry .......................... 23 11. Long Range (2020) Geometry ........................... 26 APPENDIX A Base Assumptions Form B Recent Morning and School Afternoon Peak Hour Traffic C Current Morning and School Afternoon Peak Hour Operation/Level of Service Descriptions/Fort Collins LOS Standards D Signal Warrant Analysis E Short Range Background Traffic Operation F Long Range Background Traffic Operation G Short Range Total Traffic Operation H Long Range Total Traffic Operation I Pedestrian/Bicycle Level of Service Worksheets TABLE OF CONTENTS Page I. Introduction ......................................... 1 II. Existing Conditions .................................. 2 LandUse ............................................. 2 Roads................................................ 2 Existing Traffic ..................................... 4 Existing Operation ................................... 4 Pedestrian Facilities ................................ 4 Bicycle Facilities ................................... 4 Transit Facilities ................................... 6 III. Proposed Development ................................. 7 Trip Generation ...................................... 7 Trip Distribution .................................... 7 Background Traffic Projections ....................... 10 Trip Assignment ...................................... 10 Signal Warrants ...................................... 10 Operation Analysis ................................... 10 Pedestrian Level of Service .......................... 27 Bicycle Level of Service .............................27 Transit Level of Service ............................. 27 IV. Conclusions .......................................... 28 LIST OF TABLES Table Page 1. Current Morning and School Afternoon Peak Hour Operation ........................ 6 2. Trip Generation ...................................... 10 3. Short Range (2006) Background Morning and School Afternoon Peak Hour Operation ............. 17 4. Long Range (2020) Background Morning and School Afternoon Peak Hour Operation ............. 19 5. Short Range (2006) Total Morning and School Afternoon Peak Hour Operation ............. 21 6. Long Range (2020) Total Morning and School Afternoon Peak Hour Operation ............. 24 THE NEW 2004 HIGH SCHOOL TRANSPORTATION IMPACT STUDY FORT COLLINS, COLORADO NOVEMBER 2001 Prepared for: Poudre School District Support Services Center 2407 LaPorte Avenue Fort Collins, 80521 Prepared by: MATTHEW J. DELICH, P.E. 2272 Glen Haven Drive rz= PhoneLoveld 970-669 206nd, CO 8 PF FAX:970-669-5034 ?;