HomeMy WebLinkAbout1992 SOUTHWEST ELEMENTARY SCHOOL SITE PLAN ADVISORY REVIEW - 16 91 - CORRESPONDENCE - TRANSPORTATION ISSUECity of Fort Collins
Develop nt Services
Planning Department
MEMORANDUM
TO: Ted Shepard, City Planner
FROM: Rick Ensdorff, Transportation Director
DATE: May 3, 1991
RE: City of Fort Collins Transportation Division
Recommendation to the Planning and Zoning Board Regarding
the 1992 Southwest Elementary School
There are four main points to be discussed:
I. The procedural difficulty of the School Board hearing
preceding the P&Z hearing. (process)
II. The alignment of Hinsdale Drive (curve)
III. The connection to existing Hinsdale Drive (traffic circle)
IV. Hinsdale/Harmony intersection (striping and geometrics)
Introduction•
On April 1, 1991, the PR-1 School District submitted a plan for
City review by the Planning and Zoning Board for the S.W.
Elementary School to be considered by the Board at the May 20th
public hearing. On April 24, 1991, the City received the Southwest
Elementary School Site Access Study prepared by Matthew J. Delich,
P.E.
The City of Fort Collins and the Planning and Zoning Board are
reviewing the proposed 1992 S.W. Elementary School and the Site
Access Study under the following State Statute:
Section 31-23-209 C.R.S.:
"When the Commission (P & Z Board) has adopted the master plan of
the municipality or of one or more major sections or districts
thereof, no street, square, park, or other public way, ground or
open space, public building or structure, or publicly or privately
owned public utility shall be constructed or authorized in the
municipality or in such planned section and district until the
location, character, and extent thereof has been submitted for
approval by the commission."
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281 North College Avenue • P.O. Box 580 • Fort Collins, CO 80522-0580 • (303) 221-6750
I. Procedural Concern Regarding the Schedule of School Board
Hearing and the Planning and Zoning Board Hearing.
The School Board meeting is scheduled for May 13, 1991. The next
available School Board meeting is June 10, 1991. In order to save
one month in the bidding and selection process, it is imperative
that the School Board make their 11100% Approval" on May 13th.
The Planning and Zoning Board meeting is scheduled for May 20,
1991, one week later than the School Board meeting.
The Transportation Department is concerned that the City's
recommendation will occur one week after the School Board has taken
final action.
To overcome this scheduling difficulty, the Transportation
Department is sending its Planning and Zoning Board recommendation
to the Poudre R-1 School District detailing the concerns of the
proposed school and the impacts on the public street system.
II. Hinsdale Alignment
As per the requirements of the Clarendon Hills Master Plan, the
School District is extending Hinsdale Drive north from Clarendon
Hills subdivision to intersect with Harmony Road. This extension
will serve as the only public street access to the new school, and
a northerly access to Harmony Road for Clarendon Hills.
The School District has proposed that the alignment of Hinsdale
extension be fairly straight with little curvature typically found
in the Clarendon Hills subdivision.
Transportation Recommendation:
The Transportation Department recommends to the Planning and Zoning
Board that this proposed straight alignment be curved. The
intersection with Harmony Road should be shifted between 100 and
200 feet to the west, and then brought into the existing Hinsdale
via a reverse curve design. (See Exhibit One)
Justification:
A. The S.W. school will be, primarily, a neighborhood "walk-in"
school. The objective is to reduce the amount of bussing of
students and to serve the Clarendon Hills, Applewood Estates,
Brookwood, and Scenic Knolls subdivisions as a neighborhood school.
In order to further enhance and promote the neighborhood quality of
the school, a curved local street is vastly superior to a straight
street.
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B. A curved local street, directly off an arterial intersection,
creates an instant residential effect. A driver cannot see down a
curved street. The line of sight is broken by the curve. A
straight street, however, creates a long vista and is more
attractive to a motorist seeking a destination beyond the school
and neighborhood.
C. Speeds are reduced by the curve. Straight streets allow
drivers to feel more comfortable and may encourage speeds that
would be more appropriate for a collector street.
D. It is technically feasible to install the curve. There are no
negative traffic impacts with the addition of a curve.
E. A residential street's functions include not only its place in
the transportation system but its role as part of a residential
community's living environment.
F. A local street is an important component of overall
residential community design. Properly scaled and designed streets
can create more attractive communities and can contribute to a
clearly defined sense of place.
G. Ideally, residential streets should present neither an endless
vista of traffic ways that encourage through traffic nor a
spaghetti -like labyrinth that is irrational, incomprehensible, and
confusing. The existing street pattern in Clarendon Hills meets
this important criterion and should be continued with the curving
of the Hinsdale extension.
III. Connecting to Existing Hinsdale Drive in Clarendon Hills
At the north property line of Clarendon Hills, Hinsdale Drive is
equipped with a standard cul-de-sac as per the requirements of the
Poudre Fire Authority. This cul-de-sac, however, is temporary. In
addressing the temporary nature of this cul-de-sac, the recorded
plat states:
"Temporary turnaround and utility easements to revert to Lot
44 and Lot 45 when Hinsdale Drive is extended." (See Exhibit
Two)
Since the City approved Clarendon Hills with the expectation that
Hinsdale Drive would be extended to the north, The City expects the
developer of the adjacent property to tie into Clarendon Hills and
Hinsdale Drive in a manner that is reasonable, safe, and meets
engineering and safety standards.
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It was originally expected that the Hinsdale cul-de-sac would be
removed and a straight street be installed. In examining this
option, the Transportation has made the following findings:
A. Existing sidewalk, curb, gutter, and asphalt paving would have
to be demolished.
B. New sidewalk, curb, gutter, and two driveways would have to be
reconstructed.
C. Leaving the cul-de-sac as is with the extension would create
a large uncontrolled area of asphalt with no logical relationship
to traffic movement.
Recommendation:
The Transportation Department agrees with the recommendation of the
Site Access Study that a raised traffic circle be constructed in
the center of the existing cul-de-sac. This would allow the
existing cul-de-sac to be utilized without expensive demolition and
reconstruction, and traffic movement to be controlled in a logical
manner that meets the expectations of a typical driver.
Justification:
A. A traffic circle is economically efficient by using existing
improvements.
B. Construction of a traffic circle may be less expensive than
demolition and reconstruction.
C. A traffic circle adds to the neighborhood character by
creating an sense of entry to a residential area.
D. A traffic circle would help create a feeling that slower
speeds are expected. This is very appropriate adjacent to a
neighborhood "walk-in" elementary school.
E. With appropriate signage and striping, a traffic circle can
function according to all safety and traffic engineering
standards.
IV. Hinsdale/Harmony Intersection
The Transportation Department is concerned that the intersection of
the extended Hinsdale and Harmony Road be constructed in a manner
that allows for the necessary lanes.
Recommendation:
The Transportation Department recommends that the new intersection
be constructed according to the striping and geometrics recommended
on page four of the Site Access Study Southwest Elementary School
prepared by Matthew J.Delich, April 1991. (See Exhibit Three)
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Future
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EXHIBIT 1
May 1, 1991
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CLARENDON HILLS THIRD_ FILING
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P-88-1372
qo+e: -F�is lU-Po✓wa+ioti is ✓eprOdUCEJ-F✓'OVA Allen( �-A+
cja+ed 12-15-930.
EXHIBIT 2
May 1, 1991
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intersection, the following geometry is recommended: 1) eastbound
- one through lane and one right -turn deceleration lane (370 feet
including taper for stop condition and 295 feet including taper for
a 15 mph turn); 2) westbound - one through lane and one left -turn
deceleration/storage lane (370 feet including taper plus 50 feet
of storage); 3) northbound - one left -turn lane (100 feet) and one
right -turn lane; and 4) southbound -one lane. From observation,
it appears that the westbound geometry can be accommodated on the
existing cross section with re -striping. The eastbound geometry
will likely require widening for the right -turn deceleration lane
on the south side of Harmony Road.
4
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clev-ed ATv; l I1l11 .
EXHIBIT 3
May 1, 1991
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