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HomeMy WebLinkAbout1990 JUNIOR HIGH SCHOOL - SITE PLAN ADVISORY REVIEW - 20-87A - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDY1988 ELEMENTARY SCHOOL AND 1990 JUNIOR HIGH SCHOOL SITE ACCESS STUDY FORT COLLINS, COLORADO NOVEMBER 1986 Prepared for: Poudre School District R-1 2407 LaPorte Avenue Fort Coll ins, Colorado 80521 Prepared by: MATTHEW J. DELlCH, P.E. 3413 Banyan Avenue N� Loveland, Colorado 80538 � Phone 303-669-2061 fl EXECUTIVE SI MMAR'-i The 1988 Elementary School and I FFO Junior High School, located west of Shield_. Street and south of Hor_.etooth Road in Fart Collins, Colorado, is proposed to be an institutional development. This study involved the steps of trip generation, distribution and assignment; traffic projection; capacity analysis; traffic signal warrant analysis; traffic signal progression analysis; and accident analysis as _.et forth in the C:ity'=. Traffic Impact Study Guideline_.. This stud;: assessed the impacts of two proposed school sites o the existing t t t q- n h _ i i ng street system i n both i :: ii and 2006, However, it should be pointed out that the long range analyses assumed that other nearby developments would also be in place in the general vicinity of the proposed schools. it is folly to look: at a. single development without considering the interaction of other land uses in the area. As a. result of this analysis, the following is. concluded: - The development of the 1288 MO junior High School as proposed traffic engineering standpoint with the area. Full development of the will generate approximately 1600 ve the 180 day school year (September Elementary School and is feasible from a. specific improvements in school sites as proposed hicle trips per day for. - May). . - Current operation of the Hor _.e tooth::: Sh i e l ds. intersection is in the level of service A category during both peak hours with signal control. The four wa.y. ._.top sign controlled intersection of Harmony/Shields operates at level of service D. However, this can be improved with the addition of both approach and exit lanes. This level f service D operation is unacceptable according to the City's. own evaluation cr i ter i a.. Traffic signals may be warranted now. Signals would improve operation to acceptable levels. Operation can also be improved to acceptable 1 evel = by improving this intersection to either a. 2:>.4 or 4X4 ..top sign controlled intersection. It is recommended that one of these alternatives be pursued b;. the City immediately to bring operations to acceptable levels. - Access from the three principal arterials, Horsetooth, Shield_, and Harmony was evaluated in the short range future. It is recommended that access to the school i te=. be from Shields Street via. either Troutman Parkway or Wa.k:er•obin Lane. Acce_.=. from Hor'=.etooth Road via Seneca Street or Harmony Road via. Regency and Seneca. Streets are the least acceptable access solutions considering street construction, anticipated school service area, and ease of access. I 1 0 & 1 - Development of the schools in the short canoe future 1 can be handled on the street _. s.tem !ji th some improvements.. These include provision of access to the school sites from Shields Street. This access can be accomplished via. either Troutman Pa.rN`t-qa.y or I;J.ak:erobin Lane. Both route-_ have a.dva.ntaoes and disadvantages. From a. traffic operational vie!,jpoint, both accesses operate simila.rl:•. H signal is l i k:e l y to be viarran ted at the Har-mon::v/ h i e l ds intersection by 1?1'O or before based upon backc� round traffic (other than site �,school) traffic). All s.i gr,-a.l i zed intersections operate acceptably in the short range future. - i:0i th fu l 1 development of the school s. i tes. in the long range future, s.igna.ls. !::till be (:.)arra.nted at the 'shields:' Troutman and Horse tooth/S.eneca. intersections. This as.s.umes full development of the Section in !:.!h i ch the school sites are contained. These streets are classified as col lector=.. - All the s i gna.l i zed intersections analyzed operate acceptably in the peak: hours. in the long range future t!,ii th the tour lane cros.s section on Horse tooth , Shields. an . H•rm�n. - Park' i nc� toa.s _.urve>.ed -at an ex i = t i nc_ For t Cc �l l ins .junior high school of comparable size. At the e>:: i s.t i ng s.chorl , 85 s.pa.ces appeared to a.dequa.te- Apprc, ima.teI:;.r'c 1 _. pace -. should be provided -at the proposed un i or high -school .i unl ess a.ddi t i ona.l data. i n d i ca.tes a. s.i qn i f i ca.nt di fference . 1 - I,Ji th 000d des.i gn of the aaforement i oned geometr i c improvements to the va.r i ous. i nters.ect i ons, the a.cc i dent rate s.houl d be at accepta.bl e 1 evel s. for urban condi t i on=_ . L 1 t J I I . INTF'OU LICTIOt•J This traffic impact =. t o d::,' addressesthe capacity, geclme tr i 1_ , and control requirements at a.nd near a. proposed e 1 ementa.ry school and .junior h i qh school del.;le l opment located v.'e s.t of Shields Street, be tt,,ieen Hor e tooth a.nd Harmony Roa.d_• in Fort C:ol 1 i ns., Colorado. The location of the proposed ,development is shot -,-in in F i qure 1. C ur i nq the course of this analysis, numerous contacts t:tlere made kj:ij th the project engineer, i nq/pl a.nn i ng consul ta.nts, Foudr•e School Di st_r• i c t =Staff , -and Ci tY Tr•a.ff i c Encii neer i ng Dep.a.rtment. The -study- conforms to the format set forth b-X' the Transportation Services Can i t of the Ci t .: of Fort Col 1 i n_.. The study involved the fol 1 ot!,ii nq steps.: - Collect physical , traffic, and development data. - Per+or-m trip generation, trip distribution, and trip a.ss i gnme n t . - Project traffic grouajth. - Determine peak: hour traffic volumes. — Conduct capacity -.and operational level of service analy-ses, on key i nters.ec t i cns.. - Analyze s. i q n a. l t.,)arrants a. n d signal progression. - Accident analysis- .e I. E'. I _�T I N G C C 1---I ? I T I OPJ S.' The site of the 1'.='88 E1 ementatrx School and 1?-'O Junior High School , as shclV:in in Figure I, is in a. mi : ed-use area. To the nor thvie s•t , it is bounded bx an e-x. i s•t i nq_ sin a I e fa.m i 1- subd i v i S ion G'nok:in ass. Imper i .a.l Est ate s . There i s 1 a.rge 1 of residential uses. north of the school sites.. To the West, sou thl , and east, i t i s bounded by 1 a.nd t!.h i ch is either vacant or in aciricultura1 uSe. There are scat tered r•es.ldence= in this a.r•e.a.. To the east, a.cros.s Shields. 'street, i=_ a. _ingle fa.mil:r residentia.I subdivi-sion. The square mile in t!.jhich the =.1_hoo1 s•i tes. are contained i s a. de1•:1e l op i ng a.r•e.a, of For t Col 1 i ns -and i ._ e::?pec ted to change i n ch•ar'.a.c ter ok..,er• the ne-% t fei.,i ea.r•s. The topography in the .a.rea is es•senti•al ly flat. The major inters.ecticns in the area. are Shields_;'' Horse tooth and Sh i e l ds/'Ha.rmon-, , a. h•al f mi l e nor thea.s.t a.nd s. c lu t h e.a. t 1 1 f t h i= s i t e, r e p e r t i 1.:1 e 1 ;• . Harmony! H1 1re t o n t h .a. n d Shields a. r e classified as•a. r t e r i a. l s. t) i t h the f e l l o�-,.! i n g georrie tr i cs in this a.r•ea.: - Harmon- Road - tUJr j lanes v.ies.t of Shields a.nd tt--:icl-four• 1 a. n e =. e a. s. t c l f Sh i e 1 d s. - Hor•s.e tooth Road - four lanes east of Shields and tk;.i l 1a.nes viest of Shields. t.:�ith some provision for •a.ax i 1 i a.ry turn lanes 1 I ❑a❑ ,Pare ❑ r Golf �'Tr , / 'C70 Course ,�L' J�❑❑� �� .. Sew `. �..; , Air �. age ooaoaao�- ��❑❑❑❑❑O ❑❑❑�❑❑L ai Disposal _��� �•,:� BM 4954 JUILL ULJ LILIh' o�1 ADTEE UN[VEH i ---nI "_ W., .i:14- ��N n osP �n �L \ N 0 0 ❑�❑�� = � T O� -_ I i0 l7CLIF• D� �0O©00 ❑l..lO 'q�� irippr �. ll' _�rLl FIR JIJOaU /S65 • -1 -I k } ❑ _ 77 1- _ r �ll Stadium _�':� f Theat 1`,DQUo� -- o t -/• (Gravel I� !Dnve-I� /! AR I .II o �D UfJ!�.� Pit c Theatpr n� LJ�C ! _ =r%z rn, < C�© • LI — g Drakes �► , • sl OG r JQ❑ a r Grav �` Pits I '•' ri— i I Omega • : 5082 `' �,1 - Gravel Pit • Pit L ill �i •.� .. Me C1e11ands..,- `�\` � ' `r•i ,C /f�` 49 -41.Cem Harmony Sc OOL S TES 50�0 CC /5245000 t'• 49/6 SITE LOCATION FIGURE 1 1 • • 1 Shields Street - tt;ao lane_. ( one lane in each direction) k.,tlth au?,iliar'yturn 1•Knee. at some 1 oca.t i an_.. There is some widening for one half mi 1 e north of Ha.rmcn.• Road. ' The h i e l d 'Hor =.e tooth intersection wa,_, recent] _• i gna.l i ned. Other streets in the area have _.top sign control Speed limit__ on the arterial streets are 45-50 mph. E:,i-=.tinci Traffic Da.i I x traff i c f l ovi i _. _.hn i n Fi gure 2. These volumes are directional, machine -counted .a,ppr o-R-ch '.?ol umG =. conducted b; the Colorado Department of H i ght-,,ia.v=. i n Sep tember 1 `=r_3 -and by the C i ty of For t Cc-1 t i n i n Sep tember 1'=?,�+, In addition to the da.i 1 count data,, peak: hour, turning mo err,en t vier'e obtained at Sh i e l d°.:: Hor'se t oth in Au u_•t - - h 1' , and at Shields.../Harmony in t1IJ��u t l'r5. Eased upon h l =.tar I c count information, summer count_ are clenera.11;, 15 percent le_._. than ,.fainter counts due to school (p.a.rticularl;Y CSU) not ' belrtg In session. Therefore, for- a.rta.1::•` 15. purp__•e , it 1_ a.ppropr i ate that the Sh i e 1 d_.:/Ha.rmon::, count be factored by' 1.15. The 1==;5 counts tf.!ere further• factored b,, 1.03 to ' reflect 1'=66 conditions.. These factored count_• are shown in F i pure :3. All ra.t.f.t traffic count data is provided in Appendi :r A. ' E:.isting Oper•.a.tion Us i ng the tra.ff i c vol ume_• _.het:,an i n F i gur'e = and the e:>:: i _.t i ng geometric_., the signal ined intersection of Shield_. and Hor _.e tooth operates at level of service H in both peak hours. The Sh i e l ds: "Trou tman i n ter•_•ec t i on operates accep ta.bl :r t:,:t i th stop _. i on central and the ex i st i ng geome tr i c_•. The Shields,-,"Harmon,v intersection operates unacceptably for, all movement=• t.f!i th 4-I,j-a-•` c.tap =•i in rantrc,l . In the mc,r,ning and a.f ter'noon peak; he ur's, 1 t 1 _ at 1 eve 1 cif service D cr' I t 1 ca.l sum of all 1 ecis is 1231 in the morn i nci and 1017 in the a.f ternoon) Append i :%, B describes level of service for, ' un_. i gna.l i zed and signal i zed intersections a.s def ined i n the r'8 1c 1 -_•1 Hi ghtfaa.C:a.Ga.c i thI.a.rtual Cal cul at i an farm=. .are pros! I ded in Appendix C. BY definition of the C:i t -x of Fort Co11 irt_, a.ccep tab] e oper'a.t i on i _ 1 e':!e l of _er'v i ce 1_ or above . Oper a.- t 1 on at the =• 1 cina.l 1 zed i n tersec t 1 on i _• cons. i der•ed to be a.ccep ta.bl e i n most urban _. i tua.t i on_.. Operation -at the =rt i e l d=_:' Ha.rmon::.: intersection cart be improved t.fa i th 4-t;�,t'a s.t. e cp control by adding �.ddi t i onal 1 dne=. on e i ther Ha.rmon;r' or. Shield_. or bath. The a.ddition.al lane_. t:iould need to be a.p pr•c,a.c h 1 an e_. a n d ex i t 1 an e_•. This t.tou l d make it either a. L lane by 4 lane, or, 4 lane by 4 lane intersection. Accor-dina to sI a4n.al t;:ta.rra.nt-• presented in Appendix, D, I final = may be 1 0 0 Z Z� HORSETOOTH 454 8 O 6' C.R. No. 38E J_ a H HARMONY 3� �n Ln It 1�b�3 a133 RECENT DAILY TRAFFIC COUNTS FIGURE 2 r�- +-IOt/Zi30 32 / to 3 �- 52/31 } HORSETOOTH 340/Z3Z-t 17/Z3 1- n cll p L� �— 40/ 30 r— 15/ 10 o I ( TROUTMAN _J W LoO _\ N �O �r r �- -70/91 - I I �•— (o (o/ 137 I l` �o--- 4 4/ S 5 HARMONY 7-43/ 132—m— ) I ( :53/ 19 co �\ Lo tj r j, AM/PM 4 N 1986 PEAK HOUR COUNTS FIGURE 3 J 1 1 v!a.rranted v-jhen consider i no current tr•a.ff i c vol ume=.. Hok.-.fever the geometr i c improvements descr i bed a.bok)e u.1i 1 1 improve operation s.uff i c i en t l ;. until 1 can be con- structed t f i ng_m_r i cs c.a. eo e t str•uc ted in this intersection so that temporar-y signal i za.t_ i on is not nece=_Ea.ry. III. PROPOSED DEk.)ELOPr-1E1--dT The 1?88 Elementary School a.nd 15?0 ,Junior, High School i a, proposed institutional development t.:ie=.t of Shields Street and a. half mile south of Horsetoot.h Road. A schematic of the site plan howi ng the location and l i k:e l y .a.cces.s paints is provided in Figure 4. The elementary -School is scheduled to i be occupied b, 1'1*88 and the Junior h i oh school is scheduled to be occupied by 195'0 . As s.t.-ated earlier, the land surrounding these sites is developing and, •a. -such �' , s.�_h, ma.n:. of the _Streets are not completed. Access from the a.rter•ia.l street s =•tem vii 1 1 be ev—aI ua.ted b.a.s•ed upon oper•.a.t i on an e.a.se of access based upon the proposed ser•',1 i ce are: —as. of these sc h o c � 1 •_• . Traffic =_• i cp n a. l w •a. r r a. n t s will be e x .a.m i n e d as a. matter of cour•_•e. Geometric requirements of cOn—s•i to streets t.;,i l l a.1 s.o be addressed. In order to comprehensively assess the impacts to the a.r i ous streets. .and the key inter -sections, it is necessary to i nc 1 ude traffic from uses k.�ih i ch are 1 i ke 1 y to e?f i s.t in the •a.re.a.. This k...iould include the land prim.a.r•il tjli thin this Sec +ion surrounding these school si tes. As stated e•a.rl ier, this 1 and is currentl:Y in fairly log.,:, intensi ty uses. Since no i 1 and use change proposal s have been pu t forvla.rd for th i s 1 .and to date, i t l,:ia.s• assumed to r•ema.i n i n the ex i st i no use for the _Short r.a.npe <3-5 ye•a.rs•analys•i s. However, for the long ra.ncie t'.ti.e:,,r 2006), it vJa=• assumed that these properties v)ou l d be developed as indicated on the Fort Collins- �l l in•=. Zoning r1ap . Trip Generation Trip generation is important_ in con• i der i ng the imp -act of a. development such as this upon the e < i s.t. i ng •=.tree t System. A compilation of trip generation information t:'aa.s prepared by the Institute of Tra.ns•portat ion Engineers. in updated in 19,:3- , and v,)a.s used to project trip-s that I,!;iould be generated b;.' the proposed elementary school use at this. _. i t e, .a.s k,.i e l l .a. s. , the a. d j •a. c e n t developments. The Junior high school use is not addressed in the Trip Generation Flanual . Ther•efor, e, tr•a.ff i c observa.t i cans. an counts. l,:Iere performed on October 27'8, 1'=86 at Bol tz Junior High School in Fort Coll i ns. Boltz J.H.S. has 905' =•tudents v:ih i ch is comparable to the expected ;'Oil -students. at the proposed junior hi gh school . Manual traffic counts v:�ere performed from , : 15 41 to 8: 15 AH (morn i nip peak: hour• of the school) an 1 i f Q 1 N 1 1 HORSETOOTH 1 1 1 1 1 1 1 1 1 1 1 4� UI w z ; cn NI 0 W 1 = 1 N ELEMENTARY ~ SCHOOL 1988 i 1 • ` , _ _ _ TROUTMAN JUNIOR HIGH SCHOOL 1990 / {tiAkE .4% do � U �Z W C7 cc HARMONY LEGEND EXISTING STREETS • - • • PROPOSED STREETS SITE PLAN SCHEMATIC FIGURE 4 from 2: 15 P-1 to 3: 15 Phi (::-;.f ter -noon peak hour of the school > . Froth a.utomobi 1es. a.nd school buses i,:jere counted. From these counts , fact or- s were deve 1 ,_,ped to proj ec t tr. i ps. th.a.t k..,tou 1 d be generated by the proposed .junior hi gh school use. Table 1 =.hot,,is the expected tr• i p generation +or- the school sites. on .a dai l y and peak hour basis. The analyses assumed no publ i c tr.a.ns.i t or r i de=.ha.r• i ng for the school generated trips e-.­; ept for, school buses vih i ch are ref l ec ted i n the tr i p oenera.t i on factors. As the residential .a.rea. .a.rnund the school sites f i l Is. in, the number of vial k: trips. t.-j i 1 1 1 i ke 1 ;: increase. A .a. typ, i ca.l e l omen ta.r::.• or- :junior high school , the morn i no peak hour of the cienera.tor cor-responds to the peak hour of the street. Hot., -)ever, in the afternoon, the peak hour of the generator is not usually the peak: hour of the street , For a.naIysis purpos.es, the peak hours. used were 7:15 c, I ^: 15 At-1 and 2: 15 Pt-1 to 3-15 Pt-t. Amp e da.i 1 :.` tr•aff j c counts. ex i st to determi ne v.1ha.t percent of the da.i l y tra.ff i c occurs. .at any hour• of the day. I n .a.dd i t i on , recen t d.a. i I -v tr f+ i c counts. at key intersections were used to determine the ba.ck:ground traff i c i n mi d-a.f ternoon on a. typ i cal t,,leekda„ . I t i =. al _.o noted that the school tr i ps t,.�ou 1 d occur on 1 :: dur i ng a. 18,0 day school year• . Typ i caI 1 y, th i = i =_. from September to [1.a.y v.l i th cime sp i l l over to the I ast i,,ieek i n Alious.t and the f i rs.t t,,leeP:. i n June . Trip Distribution and Assignment ' The di sect i ona.] di =.tr i but i on of generated tr i r-F from the drool =.i tes t,ja.=_- determi ned based upon the an i c i p.a.ted school .er-v i ce .a.rea. -as. descr i bed b;. Poudre 'school District Staff and the area. r-oad system. In the short range future �1 :?5'0 ) , the e l omen tr.a.y school service area i s.-a.ss.umed tom, be as. =.hov)n in Figure 5. P1os.t �: e=.t ima.ted at ;;=;r�':`� children attending this el ementar- school vii 1 1 come from the north (.h.I..Rgc:,n L,Jheel , Po_.-borc,ugh, and Imper i a Es.t.a.t_es? . In the 1 ono range future (20nA) , the elementary school s e r v i c e .a. r e a i s a. s s a rn e d to be as. s h o t,) n in Fi c4ure 6. The major- difference being el imi na.t i on of the area. 1.�Ares.t of Taft HI l l P..oa.d. Hot,:�ever, i t is important to note that the Section in t,.!h i ch the school is located vji l 1 1 i ke 1 yv ' have a. _.ignificant residential population, possibly filled u:ii th residenti.aI us.es.. At thi•_ time, a significant portion of the students a.ttendino this school i:�,ii l l - till come from ' the north. Hoa:iever , this is 1 i k:e l y to decrease to :30-35 percent. The remainder- (._.5-70 percent) +.,.sill consist of children living in this Section, t,flthin 1:'2 mile of the s.chooI Th i ._ is general 1 i' considered to be t,,O thin vta.l V i ng di stance . 1 The :iun i or- high school is assumed to have the same ser-v i ce .a.rea in both the s.hor t and long range future-S. Th i s. 0 Land Use Elementary School 540 students Junior High School 900 students Total Table 1 Trip Generation Daily Trips 551 A.M. Peak Trips Trips in out 59 27 P.M. Peak Trips Trips in out 22 38 117 to 63 90 176 117 85 128 1 1 ' ASSUMED SHORT RANGE t ELEMENTARY SCHOOL SERVICE AREA FIGURE 5 9 • 1 1 ASSUMED LONG RANGE ' ELEMENTARY SCHOOL SERVICE AREA FIGURE 6 1 1 1 assumed service area is shown in Figure 7. While the service area is not anticipated to change over time, the trip distri- bution wi l l , since the south portion of the service area is not as developed as the north portion. As residential development occurs to the South, travel to/from the junior high school will change. Given the above service .a.r•ea.s for each school and the anticipated residential growth wi th i n those service areas, the trip distributions used are shown in Figure S. 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 tr• i p distribution process. Figure 9 shows the peak hour trip assignment with background traffic reflecting the short range future (1 -"=0) conditions. While this assignment does have a. year associated with i t , the year is only used to derive background traffic, which can change the overall volumes. However, the assignment of site generated traffic wi 1 1 remain constant. Traffic Projection Traffic volumes are projected for various streets wi th i r the City of Fort Cal l i ns utilizing a. tool known as the gravity model which considers future land use, population, and employment locations. For 20 year projections (year 2006), this gravity model output is the usual source for. projections used in traffic impact studies.. However, the last Traffic Flow Map provides projections for the year 2000. Therefore, an estimation was made of traffic in this area by the year 2006 using the latest Traffic Flow Map and the knowledge of what has been occurring and what is expected to occur in this area. of Fort C:ol 1 i ns.. Figure 10 s.hows the expected average daily traffic (ADT) for bath Hor_.etooth, Taft Hi 1 1 , Harmon::• , and Shields near this site in the year 19?0. Figure 11 s.hows the expected average daily traffic in the same area in the year 2006. Figure 12 shows the peak hour traffic for the st.reet_s in this a.r•ea in the year 2006 with fu 1 1 development of troth school sites and fu 1 1 development of the Section as might be expected according to the Fort Collins Zoning Hap. Signal Warrants. As a matter of policy of the City of Fort C:ol 1 i ns., traffic signals are not i nsta.l l ed at any location unless. wa.rra.nts are met according to the "Manual on Uniform Traffic Control Devices." However, it is possible to determine whether traffic signal warrants wi l l be met based upon estimated ADT and utilizing a chart shown in Appendix D or the peak hour signal warrants also provided in Appendix D. ' ASSUMED JUNIOR HIGH SCHOOL SERVICE AREA FIGURE 7 • HORSETOOTH TROUTMAN HARMONY -9,j- I14/Z07 13/314 5D/ 79 69/35--/ 381/z-60 40/ 34 �\ t N C J W Ln ran _ co 45/34 Z3/ Z 3 —�► I 7/-1 —� d� 0 d9 � a0 -7 a/ I O Z 4— 74/ 153 55/ l02 /r— I lo/ 1-7 Z"7 Z /14 35/ Z I _ 6' Lo 9 �6- cn AM/PM 4 N 1990 PEAK HOUR TRAFFIC FIGURE 9 • • 10�0 � O 0 -9 14, 000 H HORSETOOTH o cn o ❑ O J 61 W N SITE TROUTMAN 0 0 O 5�----� ! 19O r HARMONY 0 0 0 0 1990 DAILY TRAFFIC PROJECTIONS FIGURE 10 g I2 000 -12,000 o o cs ZI o00 Q HORSETOOTH a p in J pp V 00 O W J OO W N J N 4,000- 3,000- O = 5,000 4, 000 p -•--- ►►- �� o a SITE TROUTMAN H O 0 O O 0� I o, 000 �� 151000 �� HARMONY a 0 0 s 2006 DAILY TRAFFIC PROJECTIONS FIGURE 11 • 0 000 �� 0 Zo/Zo--- 7, 600/5oo , ZO/ZO —\_ ZD/ ZO SOo/ (OSo ZO/ ZO 000 000 N J` TROUTMAN HARMONY AM/PM O�n O�O J= Ln / 1 i 110/-75 500/41 O — (00/ (05 ---- `'--- ISO/ Z4 S *-- 350/49 5 r— 140/ 140 HORSETOOTH O �LD 00 00 J� - 0 O 0 J W O--� O = N OS loo/ 50 �— 40/ ZO IZo/ 60 50/ 50 Z.O/ ZO �\ 000 0 O� o O S LLn O too/ 150 ZZO/22-70 1-7 0/ ZZO LO Z-75/Z40►► &5 b 5 —� Ln O o r0� L� 2006 PEAK HOUR TRAFFIC FIGURE 12 11 0 • 11 1 1 Utilizing th i _. Appendix and the volumes shot,in in Figures and 10, signal =_. wi I 1 not l i kel y be t..ja.rr.a.nted at any, of the possible access locations to the school sites in the short range future. I t i =_. 1 i ke 1 y that s i gn.a.l =_. tjou l d be war r.a.n t e d at the Sh i el d_:'H.a.rmony. i n ter=_.ec t i on . Based upon volumes hoadn in Figure=_. 11 -and 12, __. i gna.l are l i ke l to be t,.ja.rr.a.n ted at the Sh i e 1 d_.•'Trou trria.n and Hor=_.e tooth/Seneca. intersections in the long range future. These warrants Are 1 i k:el y to be met due to back Ground traffic rather than school related traffic since Trautman -and Seneca are collector level streets. Si anal Progression Signal progression t,,i.a.s e a.lua,ted prior to intersectionoperational analysis to determine whether the _. i gna.l =. t.iou l d fit into progression scheme_. In addi tion, the pror4ression scheme could be used in evaluating opera.+_ion on a. stop si on controlled street with the major street having platoon flcIIA1. This analysis technique is described in the 155'85 Hi ght,jaX C:.a. p .a. c i t .Y Manual . The technique used in the signal progression anal y•a. i toa.s a. computer program called Signal Progression Anal y=_. i e. (SPAN) prepared b::., the University of Florida Transportation Research Center. Its main functions include: - Interactive entry of arterial system data. - Display a. time location diagram v)hich provides graphical representation of the qua.l i ty of arterial proar e=_.=. i on . - Print i ng of a. t ime-space di a.gr•.am to =.hot:.j the qual i ty of pr•ogr•es=_.i on . - Optimization of signal off=.ets for arterial pro- gre s.ion. The program input=_. Are: - Inter=.ection location - Cycle l en Qth - Fha=. i nri - Off=.et_. - Speed Any or all of these inputs can be changed iteratively in achieving the optimal progression. Shields. Street data for existing and -Anticipated signals to the north t,,iere used in evaluating progression Along Sh i e 1 ds. The evaluation was made ix i th a. =_.i gna.l at Richmond based upon the 1.,Ji l 1 ia.msburg PUD Site Access Study. The signal progression on Shields Street v.--gas analyzed based upon the fol 1 ot!,O ng cr i t.er i a: 1 0 0 Cyc1 e 1 enath of 80-1220 seconds. - Posted speed of 35 mph. - Mainline (Shields.) G/C Ratio Drake G/C = 0.30 St:,aa l 1 ou�f G/C = 0 . ,gin Richmond G/C = 0.70 Hor =.e tooth G/f' = n.30 Troutman G/C = 0.160 Harmony G/C = 0.40 - Green time on the cross street is greater than the pedestrian crossing time of the mainline at 4 feet per second. ' - Achieve the largest ba.ndt.,j i dth possible along Shields. A number of cycle lengths. +;•!ere examined. A cycle length ' of 100 seconds and •a. travel speed of 35 mph t:aer•e _.elected -as the best to meet the above cr i ter i a.. Figure 13 shot,ds the progression analysis for, 'shield•_. 'street vjith Richmond _•i gnal i zed. A b•a.ndt,:fi dth of 2 seconds is possible in the northbound direction and 30 seconds. in the sou thbound direction. 1 Horse tooth Road data for existing and expected signals v.iere obtained from the l,di l l iamsburg FI_ID Site Acces_. Study, dated September 1 ?86. The s i gn.a.1 progression on Horse tooth Road t,aa.s analyzed based upon the fol 1 oa:, i ng cr i ter i a : - Cycle length of 80-120 seconds. - Posted speed of 35-40 mph . - 1-1a.inl ine (Hor etoothj G/.C: R.a.tici Col 1 e ie r/'C = 0 .28 Shields G:'C 0.30 R i chmond G,'C 0.70 Seneca. G.:.-`C. = 0.770 Taft Hill G/C = 0 . 50 - green time on the cross street pedestrian crossing time of the per. second. is ore.: -;.ter than the mainline at 4 feet - Achieve the largest bandt,:ji dth possible along Hor e tooth . A number of c:rcl e 1 ength=. .a.nd _peed=_. er•e exa.mi ned. A c:+.cl e 1 ength of 100 second_ and B. travel _.peed of 35 and 40 mph were selected as the best to meet the above cr i ter• i .a.. Figure 14 shot,js the progression analysis for Hor e tooth Road. A b.a.ndt,:lidth of 15 seconds. is possible in each direction. ' The above progression •a.na.li'_.e_• are presented to shot,,, that s i gna.l =• can fit a.l oncl Shields and Hor se tooth and to provide data for the platoon •a.nal y=. i s. Des i gn progres-2.1 on .analysis must be conducted on •a. reciul•a.r basis reflecting ' change in land use, speed, and other variables. 1 C ARTERIAL PROGRESSION DEGIGN • PUN2 ROUTE: SHIELDS INTERSECTIONS: 6 CYCLE LENGTH: 100 SYSTEM OFFSETt 0 BANDWIDTH LEFT: 30S6t. RIGHT: 27 96e. PERFORMANCE INDEX: 32 EFFICIENCY: 287, ATTAINABIL1TYt 101 INTERFERENCE: 20 --------------------------------------------------------------------------- t10. .........TIME -LOCATION DIAGRAM.......... DISTANCE SPEED RI GHTSOUND ... READ DOWN LEFT RIGHT LEFT RIGHT 1 XXXXXXXX XXXXXXXXXXXXXXXX 2110 0 35 35 2 xxxxx.XXX XXXXXXXX 3170 2110 35 35 3 xxxxxxxxxx XXXXXXXXXXXXXXXXXX 510 3170 35 35 4 Xxxxxxxxxxxx 23^0 510 35 35 5 X XXXXXXXXXXXXXXX 2380 2370 35 35 6 XXXXXxxxx XXXXXXxxxxxxxxxxxxx 0 2380 35 35 NO. OFFSET .........TIME -LOCATION DIAGRAM.......... PHASE LENGTHS LEFTBOUND ... READ UP 1 2 3 4 5 6 7 8 1 20 Xxxxxxx XXXXXXXXXXXXXXXXX 40 60 2 60 XXXXXXXXXXXXXXXX 60 40 3 27 xxxxxxxxxX XXXXXXXXXXXXXXXXXX 30 70 4 5 xxxxx XXXXXXX 70 30 5 60 "YXX XXXXXXXXXXX 60 40 6 --------------------------------------------------------------------------- 25 Xxxxxxxxxx XXXXXXXXXXXXXXXXXX 30 70 TIME SPACE DIAGRAM ROUTE: SHIELDS COMMENT: RUR•12 CYCLE LENGTH 100 SECONDS: SCALE I1NCH=40% OF CYCLE: I LINE= 264 FT tear.iiiiiii►l(Nibifik#!�Y#♦f�iif3liF1FY**iii*i#iF*#iiF#i*iEIF%*iFiki##iifi#iiiiiE*!**kiFit**aFi#��!fiieY***�i NA1F2M81 !—xxxxy-m xxxxxxx- x — TROUTMAM xxxxxx -- --. ---'(XXXXXxxx.X•---•--- - - 3(X)O<)WYXxx -- zc HORS E'Rt>�STF1—--xxxxxxxxxxxxxxxx,— RIC _xxxXxxx--- -----xXxxxxn --_ xxxxxx — 9VALLOW-XXXXXXXxXX-- - ---... ... ____.. xxxxxxxxxx - xxxxxxxxxx - — D R A K-ixxx xxxxxxxxxXx.XXxxxx -- xXxxxxxxxxxXXXXXx Xxxxxxxxx — *r.xr.tr:r�eratxrs�r*�.*x�tr.rx*:rtrsr.trr.r.teaFs�+rr:rte:r*trr.*t!�sr*��r.*sx�xr�e►��war�t<tes�sr;rs►+!��s* SHIELDS SIGNAL PROGRESSION FIGURE 13 RURJ 1 • ROUTEt HORSET* INTERSECT1014St 7 CYCLE LENGTHt too SYSTEM OFFSETt 0 BANDWIDTH LEFTt 15 96< RIGHTt 15 SEC PERFORMANCE 1NDEXt 26 EFFICIENCYt 157 ATTAINABILITYt 60 INTERFERENCEt 27 --------------------------------------------------------------------------- NO. .........TIME -LOCATION DIAGRAM.......... DISTANCE SPEED RIGHTBOUJD ... READ DOWN LEFT RIGHT LEFT RIGHT 1 Xxxx XXXXXXXXXXXXXXXXXXXY.XXXXX 500 0 35 35 2 XXXXXX 1290 500 35 35 3 XXXx XXXXXXXXXXXX 3500 12R0 40 35 4 Xxxxxxx XXXXXXXXXxxxxxxxxxxxx 670 3500 40 40 5 XXXXXXXXXXXX Iola 61-0 40 40 6 XXXXXXXXXXXX 3600 Iota 40 40 7 XXXXXXXXX XXxxxxxxxXX 0 3600 40 40 1.10. OFFSET .........TIME -LOCATION DIAGRAM.......... PHASE LENGTHS LEFTBOUND ... READ UP 1 2 3 4 5 6 7 E 1 10 XXXXXXXYXXXX XXXXXXXXXXXXXXXXX 28 72 2 7 XXXXXx BS t5 3 45 XXXXXXXXXXXXXXXX 60 40 4 10 XXXXXXXX XXXXXXXXXXXXXXXXXXXX 30 70 5 0 xxxxxxxx XXXX 70 30 6 SO XXxxxxxxxXX X 70 30 7 2 x XXXXXXXXXXXXXXXXXXX 50 50 --------------------------------------------------------------------------- T I PIE SPACE DIAGRAM ROUTEt HORSETOOTH COP4IENT t RU1I II CYC LENGTH 100 SECONDSI SCALE (INCH=40x OF CYCLEt 1 LINE= 264 FT N lil .{t 1F iiM*{tY•?F■iF iF if if tf iFR 4iFiM■!lltMNif tF M lfMkMif■IEMltF■kMt!MN14+Fk if#It*s�iii �{N Y. if liYYlFi+F 9FN*�Ii li ii■ lCpLLE� !xx.. - xXxxxxxxxxxxxxxxfxx__-.._._.-. xxxxxxxxxxxxxxxxyx xxxxr.XXXXXXXxXX- MAsoN kX -- ----.._.... xxxx.. ---..mmw -...._....—...xx MEA�OW.ARI x xx -------.-KXX-YXx:-XXx--.....-.__....._........_. XXXXXXXXxx— --- ----- njHl£L :x--------xxxxrxxxxxx-xxxxxx • - .xxxxxxxxxxxxxxxx---- ----)<XXXXXXxxxxxxx RILsNM t3------ XXXXXxx •---... -- ...-..-------- XXXXXXx' _...... _.... XXXXXXX so4r A X) XXXXX xxxxxxx..-_' --- -------xxxxxxx--- �Y a cp TAFT N'.L - xxxxxXy),Xx)<!--Kx)(x)<)xxxxx'.-------xxxxxxxxxxx---.. HOR9I�YO#V TR*�F*}�fr��+fi.M7fNMi!%ifIFMMNMMMNMiFIFMM1FkM1FilMMlfifMIFMY.MMMkkMMM4R!■ SIGNAL PROGRESSION FIGURE 14 ' Operations Analysis Capacity analyses t.,lere performed on key intersections to determine how each k&lould operate in 1'=•?G vii th ful t development of both the elementary and :junior high schools. Opera.t i on anal yses were al so performed on key inter -sections for year. 2006 tr•a.ff i c and full development of the school si tes, as t�,iel 1 as other assumed development in the area. In the short range future r 1 -"=0) , i t is 1 i ke 1 y that the schools. vO 1 1 be developed, but it is not likely that the surroundi ng r•esi dent_ i al area. vii 1 1 be developed. Th i s ' assumption is. made because no active development proposals• ex i st for the vaca.n t 1 and w i th i n th i s Sec t i on . Therefore, the question is raised — hov, v I l l these school sites by acces.s.ed from the arterial road system prior to development ' of the col 1 ec for -.nd 1 oc.a.l stree t ne tv. ork: t,,1 i th i n th i s. Section. Access can be via Shields Street, Harmony Road, or ' Horse tooth Road. Access. from Hor•=_•e tooth Road t�,lou l d require ths.t =;eneca. Street be constructed from Hors.etooth to the school si tes. Thi s would i nvof ve over 1/2 mi le of street construction. This t.-.)ou l d provide a. good route for. 80 percent. ' of the elementary students and about 25 percent of the :junior. h i qh students. Access via Shields Street_ could be via Troutman Par•k:wa.y orWa.k:erobin Lane. Either of these streets' u1i 1 1 operate Simi l a.rl y t,,ii th stop sign control at Shields Street in the short range future. This. viou 1 d provide a. clood route for 40 percent of the elementa.r.;,, students and -.bout 60 percent of the junior high students. Access. Via. Harmony Road ' t,,lou 1 d provide the least acceptable route due to its remoteness from the majority of the population in the short r-anQe service area.. From a. numbers v i ekjpoi nt-, i t. i s concluded that the short r•a.n ie a.cces.s should be from Sh i el da Street. As development occurs. in the area, ether =.treet=. t:,1i 1 1 be constructed I:�,h i ch v,1i 1 1 pr•ov i de addi t i ona.l -access. from ' all the arterials. around this Section. From an operational print of view, it makes little difference t�,lhether the School si te=• are accessed Baia. Troutman or t a.kerobin. Both t.-,fill operate similarly at the Shields Street intersection tjith _.top sign control. This operation is s.hot,,ln in Figure 15. Calculation forms are provided in Appendix E. As mentioned ea.r 1 i er , the morning peak: hour - analysis corresponds to the peak: hour of the street, since the morning peak hour of the generator and the morning peak: hour of the street are i den t i ca.l . Hot.,ieVer, , the afternoon ' peak hour a.n.a.l -vsi s. corresponds. to .a. mid —after -noon traffic volumes on the street. Both elementary and junior high C.cFlool_• exhibit Very little traffic activity betvieen 4 : 3 0 a.nd 5:30 FM on a. typical vieekda> . Traffic activity related to the school ti i l l only occur during the 180 day school year-. During the -summer, traffic t,,l i 1 1 operate as though the schools did not exist. Bath signalized intersections (Harmony/ Shields and Horse tooth/Shields? v1ill operate accept•abl-, . ELEM• ARY Q •JUNIOR HIGH N 1990 ELEMENTARY SECT IOW L5% JUNIOR HIGH 15 7° 0 WITHIN SECT IOW 5% Rio 30% ZS% --* ------ a-- TRIP DISTRIBUTION FIGURE 8 n U 01 CS M • 1990 PEAK HOUR OPERATION FIGURE 15 1 Left - turn e:i is from the school access road (Troutman or. I:,. ak:erc b i n) k:,i i 1 1 e::::per i e n c e some de 1 .ay- du i nQ the me ern i ng peak: hour. These delays can be confined to a single left -turn 1 a.n e i f a.u:<. i l i a.r•:; 1 anes are prov i d e d. Based upon l i m i t e d research conducted relating left -turn delay to level of service (reserve capacity) at stop sign controlled inter -sections, the range of expected delay is 8-14 seconds. per .approach vehicle . A br i of documen ta.t i on of that research is presented in Appendix F. If good progress.i on i s• maintained on :shields• Street, similar to that indicated in Figure 1:3, level of service C. is attainable for these left turns. This. conclusion is dra.v,n using the platoon flow a.n•a1 :> s.i s descr i bed i n the 1?85 Hi ght!,i-a ' C:apa.c i tX Man u-a1 . The del .a.y per approach vehicle for level of service C: condi t i ons. t::ji th stop sign control is projected to be from 5-10 seconds. For the short ra.nge future, tv!o travel lanes are needed for the school a.cces.s. roc_;.d (Troutman car t.,Jakerobin), except for the v,ii den i ng recommended at the Shields. Street inter— sect I on . It is hot -.!ever , the pol icy of the C: i t•,v of Fort Col 1 i ns to require a. developer to construct a. fu l 1 width street. The t4akerob i n Lane route v)ou l d require construction of 1600 feet of primarily local streets vji th approximately 1000 feet of collector (Spnec.a). The Troutman Parkt:-,la..v route v!ou l d require construction of approximately 2800 feet of collector ('Troutman a.nd Seneca). The tl-,lo lane portion of Shields 'street (roughly betk,,ieen Horsetooth and Troutman) can handle the anticipated volumes from an operational vievipoint. However, this section of roa.dvda.y has. numerous patches and should be evaluated for structural integrity given the current traffic. If it remains a. tvdo lane rural cr•os.s section for 5 or so Years, it is recommended that adequate (;6 feet:! shoulders be added. The ultimate solution for Shields. Street is to construct it to its anticipated four lane cross section. Each of these alternative access e.trse t=_•, tA.Ia.k:erob i n or Troutman, h•as specific ads•?antages. to the School District. The Wa.kerobl n Lane al ternat i ve provides .a. paved street for approx ima.tel :y 0 .15 mi 1 es and a. compl eted br i dge over the Pleasant k,!•a.l l ey & Lake Ditch. Hot:,ie er , the br i llge is not paved. tJa.kerobi n intersects t•!i th Shields Street at a. paint t;,ihere :='h i el ds. Street i s constructed to i ts• fu 1 1 curb -to -curb arterial v:l i dth . If Wakerob i n Lane is extended to the vies.t along vi i th other anticipated street alignments in the area, a. total of 2600 1 i nea.l feet of street must be constructed in or -der to serve both school sites. The Troutman Parkway alternative intersects t,,0 th Shields Street approximately 0.:3 miles north of t4a.k:erobin Lane. At this. location. Shields Street is constructed to its. fu 1 l vaidth on the east side, but on the west it consists of a. rural cross section. Troutman Parkv!ay is completed on the east side of Shields to the railroad tracks. I t i s the 1� 1� u I intent of the City of Fort Coll ins. that Troutman Pa.rkviay t,ai l 1 some day have an a.t-Gr•ade r a i 1 crossing. In order to aa.in access. to these school sites via. this route approximately im.a.tel v '4800 lineal feet of street must be constructed. Since in the =.hart range , most of the students v: i 1 1 1 i ve north and northeast of the school sites., the Troutman Parkway route aji 1 1 decrease the total travel di stance by a.pprox ima.tel / 0. =, mi l e s. This. wi l l have a. corre=_.pondi ng savings in travel time depending upon the speeds involved. Capacity analyses t,•!ere also conducted utilizing the >--ear 2006 traffic as shot,.in in Figure 12. The results of these analyses are shot,:jn in Figure 16. Backup calculation form_. are provided in Appendix G. This analysis assumes that Harmon:*', Hor _•etooth. Shields and Taft Hi 1 1 are constructed to -at 1 ea,_.t four lane cross. sections. The operation of the Sh i e l ds/Hor•=_•e tooth and Shields,- Harmony intersections are in the acceptable categories as indicated in Figure 16. It is e;<:pected that the Shields/Troutman and Hor=_•etooth/Eeneca intersections t,,lill provide the major access routes for trips originating U:�i thin the Section or- accessing the school sites. These intersections are expected to be signalized in the long range future. These intersections v, ill also operate acceptably, as indicated in Figure 16. In the long r•a.nge future, all on -site local streets should have one travel lane in each direction. Both Troutman Fa.rkt,.�a:•' and Seneca. Street are expected to be collectors. and, .as such. should have one travel lane in each direction and a center left -turn lane. The expected cross. section of the collectors (Troutman and Seneca) a.!i 1 1 be as indicated in F i gur•e 17 ( from De=_. i gn C:r i ter i a. and Standards for Streets, Gi t•, of Fort Coll ins) . Accident Ana.lysi=. The geometric changes. at all the analyzed intersections should reduce the accident rate. The a.ux i 1 i a.ry lane=_ discussed above should remove right -turning and left -turning vehicles from the through traffic stream a.nd thu_m el imi nate the likelihood of rear end accidents. Parking Analysis The City of Fort C:ol l in=_. expressed concern regarding the provision of adequate p.a.r4:: i ng at the school site, particularly the .junior high school. During the traffic counting, parking inventory and pa.r•k i ng observations v)ere also conducted at Boltz Junior H i qh School. At Sol tz J.H.S. , there are 63 on-=_.i to park: i ng spa.ces i n front of the bu i 1 di ng. There i =_. al so a. 1 a.r•ge unstr i ped park: i ng 1 of i n the rear of the building. On the observation day, there t,Jer•e 51 vehicles 10 1 'J 2006 PEAK HOUR OPERATION FIGURE 16 • • RECOMMENDED TYPICAL CROSS SECTION FOR NEW DEVELOPMENT 50` I� .I c� z H u a U Q z x H H 4' 5'_ ,61_ , 131 0 z H � z a u z aA Q Q 12, , 13� , ,6 ; , 5; ,4', 68' RIGHT OF WAY COLLECTOR (BIKE LANES, NO PARKING) INTERSECTION/TURN LANE TROUTMAN AND SENECA CROSS SECTION FIGURE 17 1 11 F1 11 1 1 in the front lot and 19 vehicles in the back lot in the morning s•hor•tl.-/ after the morning bell rang. Curing t.r•affic counting, three vehicles. were observed to have parked and moved t.,.li thin the counting period. Numer•ous vehicles pulled up to the curb to dis•r-har•tge passengers., but did not engage in an -act of parking. Parking i _- defined as stopping and exiting the vehicle. Prior to the afternoon traffic coun t, 56 vehicles t::tere in the front lot and 21 vehicles t,,tere in the rear lot. Four vehicles t,,iere in parking =_.pace=. t,,t i th drivers !,.jai t i ng. These are not included in the 56 vehicleis in the front l of . There t;•!ere al so 5 k:�eh i c 1 es ° _.ta.nd i nG° along the curb !,,ta.i t i ng to pick: up students. At Boltz J.H.S., it appears that there i s. an excess of park i ng _.paces. The h i ghes•t number of vehicles parked v)a.s. 77. . t4h i 1 e one school observat. i on does not, adequatel ;Y dravi firm conclusions.., it appears that 85 park: i ng spaces (5 plus 11 7/) should be adequate at a. junior h i rah school t:.:ti th an enrollment of 'POO. This estimate should be adjusted if data from other school =. indicates a. significant difference in parking requirement_.. I V . C01-4C:bi iS I np:aS This study a=._-e_.sed the impacts of ttJ,to proposed school =.i tes on the existing street =.ystem in both 1990 and 200e. Hot;:tever , it should be pointed out that the long range a.naI ys.es. as-sumed that other nearby developments. t:,.joul d als•o be in place in the general vicinity of the proposed schools. It i=_. folIy to look at a.=•ingle development t.,.iithout considering the interaction of other land u=--es in the -area.. As a. result of this analysis, the fol l ot:O ng is concluded: - - The development of the 1988 E1 emen tart' School and 1 ' 0 .junior High School as proposed i s feasible from a. traffic engi neer• i ng standpoint tr:ti th specific improvements. in the area. Fu 1 1 development of the school s. i te=_. .as proposed t;,ti 1 1 generate approximately 1600 vehicle tr• i p per day for the 180 da.y school year (September - P`1a.�`? . - Current operation of the Hor•setooth: Shields intersection is in the level of service A category during both peak hours t,:ti th signal control . The four, !,)a>, stop sign controlled i n ter _.ec t i on of Harmon-y-1/Sh i e I ds operates at level of service D. Hot:tever, this can be improved t.!i th the addition of baths approach and exit Lanes. This level of service D operation is. unacceptable according to the l_ l t;+,: __ ot.:,tn evaluation cr• i ter i a.. Traffic -Signals. may be vja.rra.nted no!:t. Signals !�ioul d improve operation to acceptable levels. Operation can also be improved to acceptable 1 evel s by improving this intersection to either a '."..4 or 4X4 stop sign controlled intersection. It is recommended that one of these 11 r� L U alternatives be pursued by the City immediately to bring operations to acceptable levels. - Access from the three pr i nc i pa.l aster i .al s, Horsetooth, Shields, and Harmony t,ias evaluated in the short range future. It is recommended that a.cce— to the school sites be from Shields Street via either Troutman Pa.rktiia.y or Wak:erobi n Lane. (Access. from Hor-setooth Road via Seneca ' St.ree t or Harmony Road via Regency and Seneca. Streets Are the least acceptable access solutions considering street construction, anticipated school service area, And ease of Development of the schools in the short range future can be handled on the Street system tlith some improvements.. These include provision of access. to the school sites from Shields Street. This. Access can be accomplished via. either. Troutman P•a.rk:t,iay or (:,Ia.k:erobin Lane. Both route-. have ' •advanta.oe s• and di sa.dvan ta.ges. From a traffic operational viet�lpoint, both •a.cce=.=.cs operate similarly. A s.igna.1 i s• likely to be k;:ta.rr-.anted at the Harmony/Shields inter -section b::. 1990 or before based upon background traffic (other than site (school) traffic). All signalized intersections tali1l operate acceptably in the short range future. 1 - UIi th full development of the school sites. in the long range future, signals wi 11 be w.a.rra.nted at the Shields/ Troutman and Horse tooth'/Seneca inter -sections.. This assumes full development of the Section in t.,.jhich the school sites .are contained. These streets are classified as collectors.. - All the s.i final i zed intersections-. analyzed operate a.ccep ta.bl > in the peak: hours• in the long range future vli th the four lane cross section on Horse tooth , Shields., and Harmon y . ' - Park i n g t..,l a, s. surveyed -at an ex i s. t i n g F o r t r: o l l i n junior high -school of comparable size. At the existing school , 85 spaces appeared to adequate. Appro::: im.a•te l y 85 ' spaces, should be provided at the proposed junior high school unless additional d.a.ta indicates a significant difference. ' - With mood design of the Aforementioned geometric improvements. to the various intersections, the accident rate Should be -at acceptable levels for urban conditions. 1 1 12