HomeMy WebLinkAboutPOUDRE SCHOOL DISTRICT, 2003 ELEMENTARY SCHOOL - SITE PLAN ADVISORY REVIEW - 5-02 - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDYIV. CONCLUSIONS
This study assessed the impacts of the New 2003 Elementary 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 2003 Elementary School is feasible from
a traffic engineering standpoint. At full development, the New
2003 Elementary School will generate approximately 536 daily trip
ends, 152 morning peak hour trip ends, and 137 afternoon peak hour
trip ends.
Current operation at the key intersections is acceptable, except
for the eastbound minor street left turns at the Timberline/Trilby
intersection during the morning peak hour.
Using the short range (2006) background- traffic forecasts, a peak
hour signal warrant may be met in the morning peak hour at the
Timberline/Trilby intersection. Using the_ short range (2006)
background traffic forecasts, a peak hour signal warrant may be
met in the morning peak hour at the Timberline /Kechter/willow
Springs intersection.
Using the short range (2006) background traffic forecasts, all key
intersections will operate acceptably with signal control at the
Timberline/Trilby and Timberline/Kechter/Willow Springs
intersections. 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 will require a
multi -lane -roundabout or a northbound right -turn bypass lane.
Using the short range (2006) total traffic forecasts, the key
intersections will operate acceptably with signal control at the
Timberline/Trilby and Timberline/Kechter/Willow Springs
intersections. The short range geometry, with signal control at
the major intersections, is shown in Figure 8. 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.
Acceptable level of service will be achieved for bicycle and
transit modes based upon the measures in the multi -modal
transportation guidelines. In some cases, acceptable pedestrian
level of service cannot be achieved. It is expected that there
will be considerable bussing for the 2003 Elementary School.
19
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
pedestrian facilities along future streets, the pedestrian- level of
service for destination areas 2 and 3 will be acceptable, except for
the street crossing of Timberline Road. It is expected that children
from destinations 1 and 4, and areas beyond one mile from the 2003
Elementary School will be bussed.
Bicycle Level of Service
Based upon Fort Collins bicycle LOS criteria, there are no
destination areas within 1320 feet of the New 2003 Elementary School.
Bicycle lanes exist on part of Timberline Road. It is assumed that
Timberline Road will be built to a four -lane arterial cross section
with 8 foot bike lanes on each side of the street. A bicycle LOS
worksheet is provided in Appendix G.
Transit Level of Service
Currently, there is no transit service in the area. 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 G. If feeder route service is
provided by the City for 16+ hours per weekday, then acceptable level
of service D will be achieved.
18
a�
Willow Springs Kechter
Timber Trail
—00 - Denotes Lane
SHORT RANGE (2006) GEOMETRY
Figure 8
17
TABLE 4
Short Range (2006) Total Morning and School Afternoon Peak Hour Operation
Intersectwn
Movement;,_
Level of Service
School PM
Timberline/Trilby
(stop sign)
EB LT
F
F
EB T/RT
C
C
EB APPROACH
F
F
WB LT
F
F
WB T/RT
C
C
WB APPROACH
E
D
NB LT
A
A
SB LT
A
A
Timberline/Trilby
(signal)
EB
C
C
WB
C
C
NS
B
B
SB
B
B
OVERALL
B
B
(roundabout) Trilby line
(round
` Percent�of Capacity
upper' boundllower cou�a� ;'
EB
53%/66%
38%/47%
WB
19%/25%
6%/8%
NB
69%/84%
42%/51%
SB
620/o/750/o
62%/75%
Timberline/Timber Trail
(stop sign)
WB LT/RT
D
C
SB LT
B
A
Timberline/Kechter/Willow Springs
(stop sign)
EB LT
F
F
EB T/RT
B
A
EB APPROACH
F
E
WB LT
F
F
WB T/RT
C
B
WB APPROACH
F
F
NB LT
A
A
SB LT
B
A
Timberline/Kechter/Willow Springs
(signal)
EB
C
C
WB
C
CNB
B
B
SB
B
B
OVERALL
B
B
Timberline/Kechter/Willow Springs
(roundabout)
c:Pe.rcerit of: Capacity
(upper bound nowerboioa)
, ' - „
EB
15%/19%
11 %/14%WB
55%/70%
42%/52%
NB
99%/121%
46%/56%
SB
59%/72%
68%/82%
16
Using the traffic volumes shown in Figure 7 and the recommended
geometrics, the key intersections operate in the short range total
condition as indicated in Table 4. Calculation forms for these
analyses are provided in Appendix F. With stop sign control at the
Timberline/Trilby and Timberline /Kechter/Willow Springs intersections,
a minor street leg will operate at level of service F. With signal
control, these intersections will operate acceptably. 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 be required to be a multi -lane
roundabout or have a northbound right -turn bypass lane. As mentioned
above, if a roundabout, intersection was selected, it would likely be a
multi -lane roundabout.
Geometry
Figure 8 shows the short range geometry with signal or stop sign
control at the key intersections. The northbound right -turn lane at
- the Timberline/Timber Trail intersection may not have been shown or
designed as part of the Westchase development to the south of the
school site. Based upon a field visit, it appears that this lane will
not be provided on Timberline Road. If it is not shown on these
approved plans, then it is recommended that this lane not be built,
since it may only be needed during the school peak hour.
Pedestrian Level of Service
Appendix G shows a map of the area that is within one mile
(within the school service area) of the New 2003 Elementary School.
There will be four pedestrian destinations within a mile of the New
2003 Elementary School: These are: 1) the residential area west of
the site (Southridge and Paragon Point), 2) the residential area
southwest of the site (Linden Park), 3) the residential area south of
the site (Westchase), and 4) the residential area northeast of the
site (existing and future developments within Larimer County). 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, Linden Park and Westchase) 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 within the city limits of Fort Collins. 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. It
should be noted that throughout this area there exists enclaves of
Larimer County. Therefore, pedestrian facilities will not exist
adjacent to these enclaves. The Pedestrian LOS Worksheet is provided
in Appendix G. The minimum level of service for "school walking area"
is B for all categories, except for the visual interest & amenities
15
TABLE 3
Short Range (2006) Background Morning and School Afternoon Peak Hour Operation
Intersection
Movements
Levet of Service
AM
School PAA . '.
,.
Timberline/Trilby
(stop sign)
EB LT
F
F
EB T/RT
C
C
EB APPROACH
F
F
WB LT
F
F
WB T/RT
C
C
WB APPROACH
E
D
NB LT
A
A
SB LT
A
A
Timberline/Trilby
(signal)
EB
C
C
WB
C
CNg
B
B
SB
B
B
OVERALL
B
B
(roundabout) line/Trilby
(round
Percent.of Capacity
(upper bound/low'r
bound)
EB
48%/59%
34%/41 %
WB
18%/23%
5%/7%
NB
640/o/790/.
40%/48%
SB-
58%/70%
58%/70%
Timberline/Timber Trail
(stop sign)
WB LT/RT
C
B
SB LT
B
A
Timberline/Kechter/Willow Springs
(stop sign)
EB LT
F
F
EB T/RT
B
A
EB APPROACH
F
E
WB LT
F
F
WB T/RT
C
B
WB APPROACH
F
F
NB LT
A
A
SB LT
B
A
Tim berli ne/Kechter/Willow Springs
(signal)
EB
C
C
WB
C
CNB
B
B
SB
B
B
OVERALL
B
B
Timberline/Kechter/Willow Springs
(roundabout)
Percent of:Capacity
tupperboundnowerboundj
._
EB
15%/19%
11%/14%
WB
55%/69%
41 %/51
NB
99%/120%
45%/54%
SB
58%/70%
67%/82%
14
E
LO LOLO
f=
c
LO v � 165/120
0/ 7 10/210
Kechter
50/40
15/5ul
-�
25/15 `° o
O M `
T O U)
- � T
(D co
O
C O
Lo V
U-) N 40/25
60/55
`n (D
o
LO u)
' rn
0 0
-- N CD
CO o 60/25
' N V N
-� 20/10
Jr, � )0(— 20/10
II
Timber Trail
'
/ Trilby 320/165 —)
10/25 —s-
Ln LO to
75/105 T o T
o
o U") T
r� o
LO
7:30am-8:30am/3:00pm-4:OOpm
' Rounded to Nearest
5 Vehicles
SHORT RANGE (2006) TOTAL
PEAK HOUR TRAFFIC
13
61
Figure 7
I
0
Lo
3/3
tr
m
O co
CDch 3/3
1 � � 44/44
co o
co � �
N ) fo
1
36/28
rn
N
00
6/6
Kechter
Timber Trail
Trilby
--o— 7:30am-8:30am/3:OOpm-4:00pm
SITE GENERATED PEAK HOUR TRAFFIC
12
N
Figure 6
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 6 shows the site
generated morning and school afternoon peak hour traffic assignment.
Figure 7 shows the total (site plus background) short 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 peak hour traffic (Figure 5),
the warrant may be met in the morning peak hour at the Timberline/Trilby
and Timberline/Kechter/Willow Springs intersections. 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,
reflecting a year 2006 condition. It is not definite when the full
arterial cross section of Timberline Road would be extended south to
Trilby Road. For analysis purposes, this transportation impact study
assumed that this would occur by/prior to the year 2006. Conventional
stop sign, signal, and roundabouts were analyzed at selected
intersections. Roundabout intersections were analyzed as single -lane.
approaches as provided in the 2000 Highway Capacity Manual. 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 or
perhaps a right -turn bypass lane, if appropriate.
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 G. With
' stop sign control at the. Timberline/Trilby and Timberline/Kechter/Willow
Springs intersections, a minor street leg will operate at level of
service F. With signal control, these intersections will operate
acceptably. 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, which will require a multi -lane roundabout or .right -turn bypass
lanes on some legs. Since the Fort Collins Master Street shows
Timberline Road as a four -lane arterial in this area, it is likely that,
if a roundabout intersection is selected, it would be a multi -lane
roundabout.
11
a�
E
m LO L
LON
165/120
165/205
50/40
Kechter
_1I
15/5 - —
25/15
I�"
u, 'n 0
o r`LO)
o 0
cp' �-
(O CM
O
V
e U)
LO M
LO 1 35/20
"0(-15/10
FWA02
o (n
v LO
LO
v
rn
0 0
CD
N V t1)
00 N LO55/20
20/10
20/10
285/135 — J
10/25 —
75/105
LO � LO
0' `-
0
0
ti rn
IT
Timber Trail
inoy
— 7:30am-8:30am/3:00pm-4:00pm
Rounded to Nearest
5 Vehicles
SHORT RANGE (2006) BACKGROUND
PEAK HOUR TRAFFIC
d
Figure 5
10
N
5%
Kechter
-
10%
s i
Timber Trail
W
C
E
5%
H o
o
r-
45%
10%
Trilby
u7
r-
TRIP DISTRIBUTION
W-AUZ: 1""=1 UUU
Figure 4
9
OR
III. PROPOSED DEVELOPMENT
The New 2003 Elementary School is a school development, located in
the northeast quadrant of the Timberline/Timber Trail (future)
intersection in Fort Collins. Figure 3 shows .a site plan of the New
2003 Elementary School. The short range analysis (Year 2006) includes
development of the New 2103 Elementary School and an appropriate
increase in background traffic, due to other potential development in
the area.
The site plan shows access to the New 2003 Elementary School via
Timber Trail Road. A second access to Timberline Road, as shown on the
site plan, will serve school busses and faculty only.
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,
6th Edition, ITE was used to estimate trips that would be generated by
the New 2003 Elementary School. Table 2 shows the expected trip
generation on a daily, morning peak hour, and school afternoon peak hour
basis.
TABLE 2
Trip Generation
I 520 Elementary School 525 1.02 536 10.17 89 0.12 63 10.12 63 0.14 I 74
I st dents I
Trip Distribution
Directional distribution of the generated trips was determined for
the New 2003 Elementary 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.
Background Traffic Projections
Figure 5 shows the short range (2006) background traffic
projections. Background traffic projections for the short range future
horizon was obtained by reviewing the NFRRTP and various traffic studies
prepared for this area of Fort Collins. The background traffic includes.
that generated at the 2004 High School.
7
TABLE 1
Current Morning and School Afternoon Peak Hour Operation
Intersectionf
Movernent.,:
Level: ' Level:ofZeri&0..
Timberline/Trilby
(stop sign)
EB LT
F
D
EB T/RT
B
B
EB APPROACH
F
C
WB LT
C
C
WB T/RT
B
C
WB APPROACH
B
C
NB LT
A
A
SB LT
A
A
Tim, berline/KechterNVillow Springs
(stop sign)
EB LT/T/RT
B
A
WB LTMRT
C
C
NB LT
gA
A
SB LT
A
A
Bicycle Facilities
Bicycle lanes exist along Timberline Road, except for some
intermittent gaps. 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
There is no existing transit service in this area of Fort
Collins.
3
N
Willow Springs /
48/39
12/3 —�
21/12
41 /58
4/4
26/54
` r Kechter
oU') t1-
�- (D N
� N �
Lo (()
6)
N
c
rn
rn 00
co N
11*
co C) O 0/0
rn N o 0/1
r
i rnoy
216/100 I
1/1 1- Io
57/77 °r�o N o
(n (n
r`
(M
7:30am-8:30am/3:OOpm-4:OOpm
RECENT PEAK HOUR TRAFFIC Figure 2
5
As such, there will growing northbound right -turn movement and
westbound left -turn movement at the Timberline/Kechter/Willow Springs
intersection. However, once Trilby Road is connected to Ziegler Road,
' it is expected that there will be some trip diversion to the new road.
The existing speed limit on Trilby Road is 35/40 mph.
' Timber Trail will be a future collector street on the south side
of the site. It will intersect with Timberline Road and to Ziegler
Road, according to the Fort Collins master Street Plan.
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 and school afternoon peak hour traffic data at
' the Timberline/Kechter/Willow Springs intersection was collected in July
2001. Morning and school afternoon peak -hour traffic data at the
Timberline/Trilby intersection was collected in January 2002. The
' difference between the two counts was within a reasonable range, given
that the intersections are one mile apart.
Existing Operation
The counted intersections were evaluated using techniques provided
in the 2000 Highway Capacity Manual. The existing stop sign control
was analyzed at the counted intersections. 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 during both the morning and school afternoon peak
hours, except for the minor street left turns at the Timberline/Trilby
intersection during the morning peak hour. Delay commensurate with
level of service F is normal prior to meeting signal warrants. A peak
hour warrant analysis for the existing traffic indicates that signals
are not warranted at this intersection.
Pedestrian Facilities
Pedestrian facilities currently exist along the west side of
Timberline Road, ending just south of Kechter Road/Willow Springs.
There are no pedestrian facilities along either side of Kechter Road
or Trilby Road. It is expected that as properties in this area are
developed, sidewalks will be installed as part of the street
infrastructure (Westchase and Linden Park). There are properties in
this area which are not within the City of Fort Collins. In the
scoping meeting, the transportation planning staff was not clear about
how to handle the lack of pedestrian facilities adjacent to these
properties.
N
O o
TA
Kechter
Timber Trail
Trilby
206
Eleme
a
S h
E
0 CR32
O �
O
O
0
� J
JI.NLt: l "=4000
SITE LOCATION
3
Figure 1
II.. EXISTING CONDITIONS
The location of the New 2003 Elementary School is shown in Figure
1. It is important that a thorough understanding of the existing
conditions be presented.
ILand Use
Land uses in the area are primarily either residential or open. A
residential. neighborhood (Westchase) is under development to the south.
The Linden Park residentialdevelopment is planned and under
. construction to the west of the site, across Timberline Road. 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 2003 Elementary School.
Roads
r Timberline Road is west of the New 2003 Elementary School site.
It is a north -south street designated as a four -lane arterial north of
the Timberline/Trilby intersection and a two-lane arterial south of
the Timberline/Trilby intersection on the Fort Collins Master Street
Plan. Currently, it has a two-lane cross section from just north of
the Timberline/Kechter/Willow Springs intersection to the south. The
Timberline/Kechter/Willow .Springs intersection has stop sign control
on Kechter Road/Willow Springs and the Timberline/Trilby intersection
has stop sign control on Trilby Road. The existing speed limit on
Timberline Road is 40 mph. While nearby developments, which are under
construction (Linden Park and Westchase), will build Timberline Road
to its full width adjacent to their frontage, it is not known whether
there will be substandard cross sections along "non -city" portions of
this street. This could have ramifications from an operations and
alternative mode perspective.
Kechter Road is to the north of the proposed New 2003 Elementary
School. It is a east -west street designated as a two-lane arterial on
the Fort Collins Master Street Plan. Currently, Kechter Road has a two-
lane cross section with minimal shoulders. The current posted speed is
40 mph.
Trilby Road is approximately 0.5 miles south of the New 2003
Elementary School site. It is an east -west street designated as a
four -lane arterial west of Timberline Road and a collector street east
of Timberline Road on the Fort Collins Master Street Plan. Currently,
Trilby Road has a two-lane cross section near the Timberline/Trilby
intersection: It will be extended to the east of Timberline Road,
eventually connecting to Ziegler Road. However, it is not known when
Trilby Road will be connected to Ziegler Road. For analysis purposes,
it is assumed that this connection will not be made until after 2006.
2
I. INTRODUCTION
This transportation impact study addresses the capacity,
geometric, and control requirements at and near the proposed development
of the New 2003 Elementary School.. The proposed New 2003 Elementary
School is located in the northeast quadrant of the Timberline/Timber
Trail (future) intersection, south of Kechter Road, 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, the Fort .Collins Transportation Planning Staff, 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 2003
Elementary School. The study involved the following steps:
- Collect physical, traffic, and development data;
Perform trip generation, trip distribution, and trip assignment;
- Determine peak hour traffic volumes;
- Conduct capacity and operational level of service analyses on key
intersections; -
Analyze signal warrants;
- 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 .......
10
6.
Site Generated Morning and School
Afternoon Peak Hour Traffic ..........................
12
7.
Short Range (2006) Total
Morning and School Afternoon Peak Hour Traffic .......
13
8.
Short Range (2006) Geometry .'.........................
17
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 Short Range Total Traffic Operation
G 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 .................. 6
Transit Facilities ................................... 6
III. Proposed Development ................................. 7
Trip Generation ...................................... 7
Trip Distribution ...... .. ....................... 7
Background Traffic Projections ....................... 7
Trip Assignment ...................................... 11
Signal Warrants ...................................... 11
Operation Analysis ................................... 11
Geometry.............................................. 15
Pedestrian Level of Service .......................... 15
Bicycle Level of Service ............................. 18
Transit Level of Service ............................. 18
IV. Conclusions .......................................... 19
LIST OF TABLES
Table Page
1. Current Morning and School
Afternoon Peak Hour Operation 6
2. Trip Generation ...................................... 7
3. Short Range (2006) Background Morning
and School Afternoon Peak Hour Operation ............. 14
4. Short Range (2006) Total Morning
and School Afternoon Peak Hour Operation ............. 16
2003 ELEMENTARY SCHOOL
TRANSPORTATION IMPACT STUDY
FORT COLLINS, COLORADO
FEBRUARY 2002
Prepared for:
Poudre School District
Support Service Center
2407 LaPorte Avenue
Fort Collins, CO 80521
Prepared by:
MATTHEW J. DELICH, P.E.
2272 Glen Haven Drive
Loveland, CO 80538
Phone: 970-669-2061
FAX: 970-669-5034