HomeMy WebLinkAboutSTERLING HOUSE - PRELIMINARY/FINAL PUD - 5-97 - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYSterling House Traffic Impact Study
The year 2000 short range and year 2015 long range background
plus project a.m. and p.m. peak hour level of service analysis is
presented in Table D. As can be seen, the volumes generated by
the proposed Sterling House are insignificant and will not result in
any unacceptable levels of service. No traffic improvement miti-
gations are recommended.
Signal Warrant Analysis A traffic signal warrant analysis was conducted for the intersection
of Lemay Avenue and Rule Drive. The Peak Hour Volume Warrant
11 from the Uniform Traffic Control Device indicates that for minor
streets (i.e. Rule Drive) which intersect with a major street (Lemay
Avenue), the minor street must have a minimum of 100 peak hour
approaching vehicles. As presented in Figure 8, the maximum a.m.
or p.m. peak hour approach volumes on Rule Drive from either the
east or west side of Lemay Avenue are significantly below the
minimum peak hour volume threshold. Therefore, a signal is not
warranted.
Balloffet & Associates, Inc. 15
Conclusions
Based on the analyses and studies for this paper, the following findings were made:
1. The overall category of senior housing should be broken down Into at least five categories for trip
.generation and parking demand purposes. These categories could be:
Senior Single -Family Housing
• Senior Apartments
• Independent Living Units
• Assisted -Care Units
• Congregate Care Facility
2. Several factors affect the trip generation and parking demand at any particular facility. Any new
survey should include the number of dwe!ling units, nursing beds, average age of residents, resident's
affluence, number of employees, and available bus shuttle/chauffeur service. More data needs to be
collected in order to properly analyze their relationship to trip generation and parking demand.
3. Daily trip generation rates were found to be, 4.62 to 6.64 trip ends a day for senior housing
developments. Senior housing generates Uvo-thirds the amount of traffic compared to a typical single-
family development. It's daily rates are similar to other multi -family categories, including apartments (6.47
tripJunit) and condominiums/townhouses (5.86 tripslunits).
4. Trip generation rates during the peak hour of adjacent street traffic are significantly less. because
most employees arrive/depart during off-peak periods and residents avoid the peak -hour congestion. The
peak hour rates are one-half to one-fourth that of other residential land -uses.
5. The peak -hours of site traffic occurs in the late-moming or early afternoon.
6. Trio peak parking demand at most senior facilities occurred midday with an average peak demand
of 0.40 vehic!es per dwelling unit -for residents, employees, and visitors. Mother's Day is the highest
parking day of the year with many facilities short of epacas for that one day.
References
1. Trio Generation Manual, 5th Edition; Institute of Transportation Engineers; January,1991
2. Parking Generation Manual. 2nd Edition; Institute of Transportation Engineers; August, 1987
3. Parkina Requirements for Retirement Centers Reauirements and Demands; EJM Engineering; May,
1987
4. 6th Proaress Resort of Trio Ends Generation Research Counts; California Department of
Transportation; 1865-1970
S. Florida Deoartment of Transportation Trio Generation Data
6. Arizona Deoartment of Transportation Trio Generation Data
Senior Housing Trip Generation and Parking Characteristics
Institute of Transportation Engineers 66th Annual Meeting Page 7
I_ PARKING DEMAND SURVEYS
Parking demand characteristics were obtained from a. number of surveys conducted in the Chicago
metropolitan area The peak parking demand occurred during the mid -day between 11:00 AM to 3:00 PM
corresponding, in part, with the largest employee shift on -site. Table 6 -summarizes those surveys. The
peak day of the year is Mother's Day when many facilities run out of visitor parking, according to the on -site .
staff.
The peak parking demand rates varied between 0.214 and 0.579 vehicles per unit/bed with a weighted
average rate of 0.404 vehicles per unit/bed. Employee, resident, and visitor parking is included. This rate
Is one third to one half the parking rate of other residential uses. Readers should note that the survey sites
with the higher parking rates generally have more nursing beds which requires more employees than the
residential units.
Table 6
Peak Parking Demand Surveys
Peak Peak
Dwelling Nursing Total Parking Parking
Development Location Unita Eedz Unit&Bedz Rate Demand
Covenant Village
Northbrook, IL
220
151
371
0.490
182
Beacon Hill
Lombard. IL
235
23
258
0.565
146
Friendship Village
Schaumburg, iL
620
100
720
0.390
281
Presbyterian Home
Evanston, IL
312
166
478
0.579
277
Glenview Terrace
Glenview, IL
243
243
0.214
52
Mayslake
Oakhrook.IL'
630
630
0.408
257
EJM Enainaerina Studies
Lilac Lodge
Waukegan, IL
203
203
0.315
64
Deerfield Places
Deerfield. IL
as
as
0.230
23
ITE Parkina Manual. 2nd Ed
Retirement Community (Land Use Code 250)
500
500
0.270
135
3061 440 3501 1417
Weighted Average 0.404
ITE Parkino Manual. 2nd Edition
Low/Mid-Rise Apartments (Land Use Code 221) 1..21
High -Rise Apartments (Land Use Code 222) 0.88
Residential Condominium (Land Use Code 230) 1.11
Senior Housing Trip Generation and Parking Characteristics
Institute of Transportation Engineers 66th Annual Meeting Page 6
Table 5
Peak -Hour Trip Generation Rates
Occupied Units
r Dwelling Nursing AM Peak PM Peak
Facility Location Units Beds Total Volume Rate Volume Rate
Covenant Village
Northbrook, IL.
220
151
371
86
.231
133
.358
Friendship Village
Lombard, IL
620
100
720
86
.120
180
250
Presbyterian Home
Evanston, IL
312
166
478
92
.193
139
.290
Glenview Terrace
Glenview. IL
243
243
21
.085
Good Shephard Manor
Barrington, IL
102
102
18
.180
17
.170
Mayslake
Oakbrook, IL
630
630
67
.106
75
.123
Leisure Village
New Jersey
200
200
65
.325
62
.310
Pennsylvania CCF
210
37
247
78
.316
111
Am
Totals
2537
454
2991
492
738
Weighted Average Trip Rate
Comoarison to other iTE Residential Rates
Single Family Homes (Land Use Code 26)
Apartments {Land Use Code 220)
Condominiums/Townhouses (Land Use Code 230)
.164 .247
Inbound Percentage 65% 40°;
Outbound Percentage 350% 60%
0.74 1.01
0.51 0.63
0.44 0.5a
.Senior Housing Trip Generation and Parking Characteristics
Institute of Transportation Engineers 66th Annual Meeting Page 5
L.
Table 2
Daily Trip Generation Rates for Senior Housing
Number of Daily Trip
Source Dwelling Units 'Trips Rates
Caltrans
3122
9630
3.09
300
830
2.78
108
310
2.87
76
260
3.42
460
2252
4.90
Florida
366
3262
8.91
DOT
560
1985
3.55
187
1449
7.75
120
901
7.51
127
561
4.42
Arizona
125
572
7.78
DOT 176
855
4.86
74
447
6.04
60
285
4.75
216
1386
6.42
175
1058
6.05
129
941
7.30
112
922
8.23
106
820
7.74
89
538
6.05
81
529
6.53
60
4494
8.23
59
432
7.30
Penn. CCF 247 1163 4.71
Weighted
Average 7135 32282 4.52
Without 4013 22652 5.84
3,122 units
ITE Average Weekday Daily Rates
Single -Family (Code 210) 9.55
Apartment (Code 220) 6.47
Condc/townhouse (Code 230) 5.86
Congregate Care Facility (Code 251) 2.15
Table 3
Weekly Volume Distribution
Dav of the Week Percentage
Monday
15%
Tuesday
15%
Wednesday
16%
Thursday
171Y.
Friday
15%
Saturday
12%
Sunday
10%
Total 100%
Table 4
HourlvTrafflc Distribution
Start
Average
Hour
Weekday
Saturday
Sunday
12:00 AM
1.40%
1.45 io
2.706
1:00 AM
0.07%
0.12%
0260%
2:00 AM
0%
0.00%
0.26%
3:ooAM-
0.12%
0.00%
0.00%
4:00 AM
0.46%
0.00%
0.66%
5:00 AM
0.41%
0.60%
0.39`0
6:00 AM
1.94%.
2.05%
1.71%
7:00 AM
5.74%
5.08%
3.94%
8:00 AM
6.70%
5.06%
4.99%
9:00 AM
6.19%
5.78%
6.17%
10:00 AM
7.20%
9.40%
7.74%
11:00 AM
9.33%
9.04a/a
6.53%
12:00 PM
7.05%
8.07%
8.01 %
1:00 PM
7.44%
6.27a/a
4.86%
2:00 PM
9.76%
7.59%
8.40'/6
3:00 PM
9.54%
10.24%
9.84%
4:00 PM
8.39%
9.40%
9.32%
5:00 PM
5.260%
6.14%
6.96%
6:00 PM
3.14%
3.25%
3.54%
7:00 PM
2 90%
2.89%
420%
8:00 PM
2.59%
2.05%
2.49%
9:00 PM
1.10%
1.57%
1.31 %
10:00 FM
1.24a/a
1.33a/0
1.05%
11:00 PM
1.96%
2.65%
2.62%
Senior Housing Trip Generation and Parking Characteristics
Institute of Transportation Engineers 66th Annual Meeting
Page 4
FACTORS AFFECTING TRIP GENERATION AND PARKING
- Several factors affect the trip generation and parking demand at any particular facility. These include the
number of dwelling units, nursing beds, average age of residents, resident's affluence, number of
employees, and available bus shuttte/chauffeur service. More data needs to be collected In order to
properly analyze their relationship to trip generation and parking demand. The trip generation rates for
individual facilities varied. Insufficient, information on all the survey locations made it difficult to statistically
t draw conclusions on individual impact of those factors.
However, experience has indicated that as the average age of residents increases, the number of trips and
parking demand decreases. This is an obvious affect of the aging process. Nursing beds require more
staff to service a patient needs than a more independent resident. When the proportion of nursing beds to
residential units increases, the amount of traffic and parking generally increase. The economic well being
of residents increases the likelihood that they own a car and thus drive and park. Lastly, bus
shuttlelchauffeur service will provide an option to the auto for residents keeping traffic and parking rates
lower.
DAILY TRAFFIC GENERATION
Information on daily trip ends was obtained from surveys by the California Department of Transportation
(Caltrans) and the Florida and Arizona Departments of Transportation. This data generally categorized the
facilities as retirement communities but included CCFs, senior apartment complexes, and may have
nursing beds. The author's data consisted of one CCF in Pennsylvania. Table 2 summarizes the trip data
and rates. The average trip rate daily varied between 2.78 and 8.91 trips per unit The variation in rates
supports the conclusion that the number of units/beds is not the only variable influencing trip production.
The weighted average trip ends were 4.52 trips per unit which Included one large development of 3,122
units. Without the 3,122 unit project, the weighted average rate was 5.64 trips per units.
The weighted daily trip generation rate, was 5.64 trip ends a day for senior housing developments. Senior
housing generates two-thirds the amount of traffic compared to a typical single-family development. Its
closer to other multi -family categories, including apartments (6.47 trips/unit) and condominiums or
townhouses (5.86 trips/units). Table 3 shows the weekly variation In volumes based on one facility. The
weekday volumes were consistent Weekend traffic volumes were slightly lower.
Table 4 illustrates the hourly distribution of traffic throughout an average weekday, Saturday, and Sunday.
The peak -hour volumes of the facility occurred at lunch time and mid-aftemeon (2:00 to 4:00 PM).
Caltrans data indicated that the peak -hour occurred between 11:00 AM and 4:00 PM, depending on the
facility. These peak -hour times do not coincide with the peak -hour of adjacent street traffic because the
residents do not have or want to travel during the rush hour. Also, the employee shifts are generally off
peak. Most facilities are staffed 24 hours a day with a 7:00 AM-3:00 PM, 3:00 PM -11:00 PM, 11:00 PM-
7:00 AM shift schedule. Some administrative staff follow a typical 9:00 AM to 5:00 PM shift.
PEAK -HOUR TRIP GENERATION RATES
Table 5 shows the trip generation rates for eight facilities during.the morning and evening peak -hour of the
adjacent street system. The weighted average trip rate was 0.222 trips per unit/bed in the morning peak
and 0.247 trips per unit/bed in the evening peak. Trip rates ranged from 0.085 to 0.450 per unit. The
directional splits were 65% inbound and 35% outbound in the morning and 40% inbound and 60%
outbound in the evening. Compared to other residential land -uses, sanior developments generate
significantly less traffic on a per unit basis.
Senior Housing Trip Generation and Parking Characteristics
Institute of Transportation Engineers 66th Annual Meeting Page 3
Assisted -Care Units are for older adults having difficulty managing in an independent living arrangement
but who do not need nursing home care. Assisted -care is usually apartment living with additional staff to
help with normal daily activities.
Congregate Care Facilities contain a full spectrum of housing types in one development with town homes
or cottages, independent living units, assisted -care units, and nursing care. Congregate Care Facilities
(CCF) allow the elderly to age in one place with nursing care available if they need it. This is particularly
important for elderly couples wishing to stay together with one spouse needing special care. CCFs are in
essence self-contained communities. Table 1 lists the amenities that are typically available at a CCF.
Table 1
Typical Congregate Care Facility on -Site Services and Facilities
Standard Services Extra Services Common Faollltles
• Main Meal of the Day
• 24-Hour Nursing
• Daily Check -In
• Weekly Laundry
• Utilities
• Housecleaning
• Organized Programs
• In Room Food Service
Bus Shuttle
• 24-Hour Security
• Complete Maintenance
• Free Parking
• Garbage Colrection
• Notary Public Service
Supportive Care Nurse
Chaplain
• Breakfast and Lunch
• Extended Room Service
• Specialized Diets
• Guest Meals
• Catering
• Physician
• Podiatrist
• Physical/Speech Therapy
• Insurance
• Chauffeur Service
• -Garages
• Te!ephone
• Cable TV
• Photocopying
Source: Milwaukee, Wisconsin CCF Brochure
LITERATURE REVIEW
• Lounge Area
• Dining Room
• Library
• Chapel
• Recreation Room
• Country Store
• Pharmacy
• Arts and Crafts Room
Workshop
• Cafe
• Exercise Room
• Beauty/Barber Shop
• Bank Brarich Office
• Solarium
• Whirlpool
• Outside Patio
• Garden Plots
A review was made of available data on senior trip generation and parking demands. Information was
obtained from the Institute of Transportation Engineers Trio and Parkina Generation Manuals, the author's
files, data from other consultants, as well as, information from CaI'rfomia, Arizona, and Florida Departments
of Transportation. After reviewing the data, it became clear that the amount of data is small and that the
definition of senior housing was not consistent among each source. The data did not distinguish between
the five categories mentioned previously.
Senior Housing Trip Generation and Parking Characteristics
Institute of Transportation Engineers 66th Annual Meeting Page 2
SENIOR HOUSING TRIP GENERATION
- AND PARKING DEMAND CHARACTERISTICS
by
Stephen B. Corcoran, P.E. (M)a
presented at the
Institute of Transportation Engineers
66th Annual Meeting
INTRODUCTION
As the baby boomer generation ages, special housing projects have been developed for them in lieu of the
traditional single-family home or apartment. Congregate care facilities, independent living apartments,
assisted -care units, and senior apartments are being marketed, developed, and built to handle the needs
of older adults.
The changing lifestyle of older adults affects their transportation needs and usage as well. Trip generation
and parking demand within this age group vary significantly from traditional residential uses because
residents no longer have to be at work, pick up their children, or do their shopping at specific times. Also
i many senior communities provide on -site services to meet their residents' needs. This paper will present
the author's experiences with senior housing and its trip and parking characteristics along with data on
projects in suburban Chicago, Illinois and around the United States.
i SENIOR HOUSING TYPES
Older adults have many special needs that change over time. Many seniors are clearly independent and
need little assistance ottier than help with major chores or repairs. They are generally active and healthy.
As time goes by, however, their needs change and grab bars become important, as well as, other features
such as higher electrical outlets, emergency response systems, and lower reach cabinets. Good nutrition,
socialization, and access, to medical and supportive care also becomes more important. Several distinct
types of housing have been developed to accommodate these needs:
Senior Single Family Homes are senior -only subdivisions which have been developed for retirees ages
65 and up in the southeast and southwest sections of the United States. These developments typically
include recreational facilities. Many of the residents are retired.
Senior Apartments are traditional apartment complexes with a minimum age requirement of 55 years old.
Some amenities include recreational facilities, security, and special design features. Residents are
independent and may still be working.
Independent LIving Units are cottages or apartments were older adults live independently but without the
worries of maintenance or housekeeping. Medical care can be available at the facility or by visiting medical
staff. A variety of amenities are provided for the residents depending on the size of the community.
'Senior Transportation Consultant, Metro Transportation Group, Inc, Hanover Park, Illinois
Senior Housing Trip Generation and Parking Characteristics
Institute of Transportation Engineers 66th Annual Meeting Page 1
Sterling House Traffic Impact Study
Table D - Year 2000 Short Term and Year 2015 Long Term
Background + Project Intersection Level of Service
Intersection
2000
AM
PM
AM
2015
PM
Harmony/Lemay (signal)
C
C
C
C
Lemay/Haxtun (stop sign)
E B LT/T
D
F
F
F
E B RT
A
A
A
A
WB LTIT
C
C
C
E
WB RT
A
A
A
A
NB LT
A
A
A
A
SB LT
A
A
A
B
Lemay/Oakridge (stop sign)
EB LT/T
C
E
-
-
EB RT
A
A
-
-
WB LT/T
C
E
-
-
WB RT
A
A
-
-
NB LT
A
A
-
-
SB LT
A
A
-
-
(Signalized - Long Term)
-
-
B
C
Lemay/Rule (stop sign)
EB LT/T
B.
C
C
D
EB RT
A
A
A
A
WB LT/T
B
C
C
D
WB RT
A
A
A
A
NB LT
A
A
A
A
SB LT
A
A
A
A
Lemay/Boardwalk (stop sign)
E B LT/T
C
C
C
E
EB RT
A
A
A
A
WB LT/T
C
C
C
F
W B RT
A
A
A
A
NB LT
A
A
A
A
SB LT
A
A
A
A
Balloffet & Associates, Inc. 16
i
I
Sterling House Traffic Impact Study
Figure 8 - Year 2010 Background Plus Project Traffic
Harmony
Haxtun
Oakridge
Rule
Boardwalk
BALLOFFET and Associates. Inc.
FIG8.aI / 1.7.97
IZ
ui
E
J
co 0
^t�N
a
90/245
---1040/1935
202/372
95/2051
1 �'
193511435 —►
287/342to
N Nrn
to
8n
—Wo
k— 40/85
lo $
. —1a1s
i
j'S,10
1oa21o1
`1 1 �'
10110 �
2s/So
88
�
8
1z51415
�'aN
1
.-10/50
�25r70
50/551
1 �'
M25—►
45/135
o 8
8
O m N
a
omul
0l
y
7n 7--,4
515 —►
We ---�
70150
— 5/5
5/15
a�a
� N
C
o 50/35
N e � f-30/20
1 �40n5
20/251
1
�'
10/25 —►
N
uoi
551120
�Cn
N
Ke%d
Legend
47/144 AM/PM Peak Hour
Balloffet & Associates, Inc.
14
Sterling House Traffic Impact Study
Figure 7 - Year 2000 Background Plus Project Traffic
Legend
Q)
47/144 AM/PM Peak Hour
mo
m �
N O .-
a 8 3
�751210
"'
1
♦-765/1300
�172/292
Harmony
100/130--14
'%) 1
1310/1000-1�
182/172--,
m N n
a
om
k� 350/437
o
l
.--10/15
10/15
Haxtun
.%
jr—
100/120__,4
`i 1
1a10—►
O N
N O
1� O
N O �
o a N
m
N
k 9W230
m
1 �'
4 10/so
—2&50
Oakridge
'%
45150—,0
t
2a20 �
40/130
e
� n
N O
N
a
k— 70/50
'� 1
Rule
'grst1s
7/r7 -
I 1
s/s —►
W6�
N
O N N
o N'
50/35
')
35145 d
Boardwalk
Kee�ia�
15/201
5/20 —o�
50/115--.41
" B<
NON
BALLOFFET and Associates, Inc.
FIG7.ai / 1.7.97
Balloffet & Associates, Inc. 13
Figure 6 - Sterling House Peak Hour Traffic
r°n
25%
4111111111 35% j
Harmony wi
W
N
a
1
Haxtun
Oakridge
Rule
Boardwalk
BALLOFFET and Associates, Inc.
FIG6.ai / 1.7.97
Sterling House Traffic Impact Study
m
d
J
�-2/2 30%
Legend
41111110 Trip Distribution
2r7 AWPM Peak Hour
0
Balloffet & Associates, Inc. 12
Sterling House Traffic Impact Study
Project Traffic The a.m. and p.m. peak hour trip generation rates for the proposed
Sterling House are based on a paper titled "Senior Housing Trip
t Generation and Parking Characteristics" presented at the Institute
a of Transportation Engineers 66th Annual Meeting in 1996 (a copy
of this paper is in Appendix B). This study focused on senior
3 housing, independent living units, and congregate care facilities
j similar to Sterling House. The trip generation rates and resulting
trip generation for the proposed project are presented in Table C.
j Also included for comparison purposes are the trip generation rates
for single family, apartment, and condo/townhouses.
Table C - Project Trip Generation
ADT
AM
IN
AM
OUT
AM
Total
PM
IN
PM
OUT
PM
Total
Trip Generation
Rates
Single Family
9.55
.19
.55
.74
.66
.35
1.01
Apartment
6.47
.09
.42
.51
.43
.20
.63
Townhouse
5.86
.07
.37
.44
.36
.19
.55
Assisted Living
4.52
.10
.06
.16
.10
.15
.25
Trip Generation.
226
6
2
8
5
8
13
As seen, trip generation for the fifty -unit Sterling House is 226 daily
trips, 8 a.m. peak hour trips, and 13 p.m. peak hour trips. In
general, traffic flows reflect inbound and outbound employee shift
changes.
The trip distributions for the proposed project are based on the
location of the project within the City of Fort Collins, review of trip
distribution patterns assumed in other local traffic impact studies,
and existing traffic counts. Based on these relationships it was
estimated that approximately 90 percent of the project traffic would
go north on Lemay and 10 percent south. At the intersection of
Lemay and Harmony, it was further assumed that 35 percent of the
total traffic would travel west, 25 percent north, and 30 percent
east.
The Sterling House trip distribution assumptions and resulting a.m.
and p.m. peak hour traffic assignment is presented in Figure 6. Year
2000 background plus project and year 2015 background plus
project traffic are presented in Figures 7 and 8 respectively.
Balloffet & Associates, Inc. 11
Sterling House Traffic Impact Study
Table B - Year 2000 Short Term and Year 2015 Long Term
Background Intersection Level of Service
2000 1 2015
Intersection AM PM AM PM
Harmony/Lemay (signal)
C
C
C
C
Lemay/Haxtun (stop sign)
E B LT/T
D
F
F
F
E B RT
A
A
A
A
WB LT/T
C
C
C
E
WB RT
A
A
A
A
NB LT
A
A
A
A
SB LT
A
A
A
B
Lemay/Oakridge (stop sign)
E B LT/T
C
E
-
-
E B RT
A
A
-
-
WB LT/T
C
E
-
-
WB RT
A
A
-
-
N B LT
A
A
-
-
SB LT
A
A
-
-
(Signalized - Long Term)
-
-
B
C
Lemay/Rule (stop sign)
E B LT/T
B
C
C
D
EB RT
A
A
A
A
WB LT/T
B
C
C
D
WB RT
A
A
A
A
NB LT
A
A
A
A
SB LT
A
A
A
A
Lemay/Boardwalk (stop sign)
E B LT/T
C
C
C
E
E B RT
A
A
A
A
WB LT/T
C
C
C
F
WB RT
A
A
• A
A
NB LT
A
A
A
A
SB LT
A
A
A
A
Balloffet & Associates, Inc. 10
Sterling House Traffic Impact Study
Figure 5 - Year 2015 Long Range Background Peak Hour Traffic Volumes
Harmony
9
0
Haxtun
Oakridge
Rule
Boardwalk
BALLOFFET and Associates, Inc.
FIG4.ai / 1.7.97
E
�
J
N O
m O
a
L 751210
1
765/1300
170/290
1001130,,
1 (W
1310/1000--m�
180/170
8 n
N N
Q N
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a
Legend
47/144 AM/PM Peak Hour
ON
Balloffet & Associates, Inc. 9
Sterling House Traffic Impact Study
Figure 4 - Year 2000 Short Range Background Peak Hour Traffic Volumes
Harmony
Haxtun
Oakridge
Rule
Boardwalk
BALLOFFET and Associates. Inc.
FIG5.al / 1.7.97
t
)
N � N
3
90/245
200/370
j—
95/205—,0
1 �'
1935/1435 —►
285/340
p
N N N
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_
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5/5 �
5/5 - 4
N
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20/25 1 �'
10/25 —► N N
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Legend
47/144 AM/PM Peak Hour
12
Balloffet & Associates, Inc. 8
Sterling House Traffic Impact Study
As can be seen, acceptable levels of services exist for both the a.m.
and p.m. peak hour conditions at all intersections except the
eastbound left turn lane from Haxtun to Lemay. This movement is
not affected, however, by the proposed Sterling House.
Background Traffic Background traffic projections for the year 2000 short range and
year 2015 long range were obtained from the Oakridge Business
Park Site Access Study. These background forecasts were based on
the North Front Range Regional Transportation Plan and various
traffic studies prepared for other developments in Fort Collins. The
traffic forecasts from known proposals including the Oakridge
Business Park are included in the forecast volumes.
The resulting year 2000 short range and year 2015 long range
background volumes are presented in Figures 4 and 5 respectively.
The resulting Year 2000 and 2015 background intersection levels
of service are presented in Table B.
The key intersections will operate acceptably during the short range
year 2000 background conditions. It is assumed that Lemay Avenue
will have a five -lane cross section to south of Boardwalk. The
Oakridge Business Park Traffic Study assumed a separate
northbound right turn lane for the intersection of Harmony and
Lemay. It was also assumed that the intersection signal phasing
would be modified where the right turn signal phase would be
coordinated with the non -opposing left turn phase.
As can be seen in Table B, the long range year 2015 background
conditions will operate acceptably at the key intersections. In
addition to the improvements listed above, the long range improve-
ments assume Harmony as a six -lane facility and a signal at the
intersection of Lemay at Oakridge. To achieve acceptable levels of
service at the intersection of Lemay and Haxtun and because of the
short distance between this intersection with Harmony, the
Oakridge Business Park Site Access Study further proposed restrict-
ing access to Haxtun and Steele's Market to right in and out only.
Balloffet & Associates, Inc. 7
Sterling House Traffic Impact Study
Table A Existing Intersection Level of Service
Intersection
Level of Service
AM PM
Harmony/Lemay (signal)
C
C
Lemay/Haxtun (stop sign)
E B LT/T
C
E
EB RT
A
A
WB LTIT
B
B
WB RT
A
A
NB LT
A
A
SB LT
A
A
Lemay/Oakridge (stop sign)
EB LTIT
C
C
EB RT
A
A
WB LT[T
B
C
WB RT
A
A
NB LT
A
A
SS LT
A
A
Lemay/Rule (stop sign)
E B LT[T
B
B
EB RT
A
A
WB LT/T
B
B
WB RT
A
A
NB LT
A
A
SB LT
A
A
Lemay/Boardwalk (stop sign)
EB LT/T
C
C
EB RT
A
B
WB LT/T
C
D
WB RT
A
A
NB LT
A
A
SB LT
A
A
Balloffet & Associates, Inc. 6
Sterling House Traffic Impact Study
Figure 3 - Existing Peak Hour Traffic Volumes
ELegend
J 47/144 AM/PM Peak Hour
g
47/144
Q N
F6111952
j-111/203
Harmony
91/129—.,4
*
sesrrzl —.
113/125 -
a
m
k— 36/84
N
1 1,
*--6/15
Haxtun
.%
1-116
961207-0
10/8---b-
25/58 -
n
N 1�
N
Q
Q
k— 27168
N IN Q
1 �'
4-7/44
13121
Oakridge
'%
43/4s--14
1
38/130
a
3�
Q
3 <Qv
k-67/49
4 1/0
�0/15
Rule
0/8
*
I
0/1---
�QQ
N
Q
v o i3
k� 46/34
N ^
'�
4 21/13
26133 d
Boardwalk
perk
�t�
0/19—►
41/106
n N
N
BALLOFFET and Associates, Inc.
�
FIG3.al / 1.7.97
Balloffet & Associates, Inc. 5
Figure 2 -Proposed Site Plan Sterling House Traffic Impact Study
Balloffet & Associates, Inc. 4
Sterling .House Traffic Impact Study
Historically, if an elderly person was sick, the only available option
was a full care nursing home. Sterling House extends the quality of
life three to seven years by providing a more home type of
environment with the optimum amount of care for each individual.
Typically, there are 12 to 15 employees hired locally. They include
a registered nurse, nurse aids, medication aids, cooks, maintenance
_ personnel, and up to four staff personnel on site 24 hours a day.
The proposed Sterling House will include fifty apartments. There
is a common dining room, main kitchen, common living room,
laundry, activity room, and TV area as well as other sitting and
gathering areas. The proposed project site plan is presented in
Figure 2.
Existing Traffic Existing a.m. and p.m. peak hour intersection traffic counts were
obtained for the five intersections along Lemay Avenue from the
Oakridge Business Park Site Access Study prepared by Matthew J.
Delich, P.E., November, 1996. These counts were compared to
and confirmed through a December 1996 intersection traffic count
conducted by Balloffet & Associates at Rule and Lemay and existing
traffic counts for the intersection of Lemay at Oakridge Drive and
Boardwalk Drive as contained in the Miramont Self Storage Traffic
Impact Analysis prepared by Leigh, Scott & Cleary, Inc., November,
1996. The resulting a.m. and p.m. peak hour intersection turn
movement counts for the five intersections under investigation are
presented in Figure 3.
An existing a.m. and p.m. peak hour intersection level of service
analysis was performed for the intersections along Lemay. Level of
Service (LOS) is a grading system as to how well an intersection
operates, ranging from "A," which is excellent, to "F" for a failure.
LOS of "D" or better is the City of Fort Collin's threshold for being
acceptable.
The existing levels of service for the Lemay intersections are based
on the Highway Capacity Manual and are presented in Table A.
The calculation sheets for the critical intersection of Lemay at Rule
are presented in Appendix A of this report. The LOS for the other
Lemay intersections were recorded from the'Oakridge Business Park
Site Access Study.
Balloffet & Associates, Inc. 3
Sterling House Traffic Impact Study
Figure 1 - Project Location Map
r.
N
¢
io
m
y
E. Horsetooth Rd.
Q
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C
;C
�
d
m
d
U
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Cd
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F
�r
Whalers Wy.
E. Harmony Rd.
Oakridge
O`
Dr.
Project
m
Location
arm
Rule Dr.
Keenland Dr.
m
m
1ri
BALLOFFET and
Associates, Inc.
FIG1.ai / 1.7.97
Balloffet & Associates, Inc. 2
Sterling House Traffic Impact Study
The following traffic impact study is for the Sterling House, an
assisted care living development proposed to be located on the
north side of Rule Drive, west of Lemay Avenue in the City of Fort
g Collins. As will be presented, the analysis evaluates the existing
conditions, short-term year 2000 forecast impacts, and the long-
term year 2015 forecast impacts. Because of the minimum trip
generation from the proposed Sterling House, the focus of this study
is at the intersection of Lemay Avenue and Rule Drive. However,
the intersection level of service is documented for Lemay at
Harmony Road, Haxtun Drive, Oakridge Drive and Boardwalk
Drive. As will be presented, the proposed project will not result in
a significant traffic impact.
Existing Setting The project site is proposed to be located on the north side of Rule
Drive, west of Lemay Avenue in the City of Fort Collins, as
presented in the project location map (Figure 1). Rule Drive is a
two-lane commercial/industrial street that intersects with Lemay
Avenue. Lemay Avenue is a four -lane facility at its intersection with
Rule Drive. The cross section for Lemay Avenue accommodates a
center left turn lane, on -street bicycle lanes, and attached sidewalks.
South of Rule Drive, Lemay narrows to one lane in each direction.
The speed limit along Lemay is 40 miles per hour.
h
The intersection of Harmony and Lemay is controlled by a signal.
All other intersections within the study area, Lemay at Haxtun,
Oakridge, Rule and Boardwalk are stop sign -controlled for the
minor cross street.
Project Description The Sterling House is an assisted living care facility. "Assisted
living" is supportive housing for the elderly individual who can no
longer live independently, and yet does not require skilled nursing.
Assisted living refers to the type of care that combines continuous
protective oversight, housing, and services in a non -institutional
environment.
The first Sterling House was constructed 5'/z years ago in Augusta,
Kansas. Sterling House has since expanded into Oklahoma,
Nebraska, Iowa, Colorado, Florida, Texas, Arizona, and Ohio.
Currently there are 45 facilities open. Ninety-five percent of the
units are full within six months.
Balloffet & Associates, Inc.
Sterling House Traffic Impact Study
Table of Contents
Existing Setting...........................................................1
Project Description....................................................... 1
Existing Traffic ............................................................ 3
Background Traffic........................................................ 7
Project Traffic........................................................... 11
Signal Warrant Analysis ................................................... 15
1 Conclusions............................................................ 12
Figures
1.
Project Location Map ...................................................
2
2.
Proposed Site Plan .....................................................
4
3.
Existing Peak Hour Traffic Volumes
........................................
5
4.
Year 2000 Short Range Background
Peak Hour Traffic Volumes ...................
8
5.
Year 2015 Long Range Background
Peak Hour Traffic Volumes ...................
9
6.
Sterling House Peak Hour Traffic .........................................
12
7.
Year 2000 Short Range Background
Plus Project Traffic ........................
13
8.
Year,2015 Long Range Background
Plus Project Traffic .........................
14
Tables
i A. Existing Intersection Level of Service ........................................ 6
B. Year 2000 and 2015 Background Intersection LOS ............................ 10
C. Project Trip Generation ................................................ 11
D. Year 2000 and 2015 Background+Project Intersection LOS ..................... 16
Balloffet & Associates, Inc. i
Sterling House
Traffic Impact Study
Prepared for:
Fort Collins Sterling House
Prepared by:
Balloffet & Associates, Inc.
January 8, 1997
I
E