HomeMy WebLinkAboutPOUDRE SCHOOL DISTRICT 2004 HIGH SCHOOL - SITE PLAN ADVISORY REVIEW - 43-01A - REPORTS - TRAFFIC STUDYrange geometry, with signal or stop sign control is shown in
P7q�
,06E
Figure 11. The Ziegler/Kechter and Kechter/�s,ga�in
tersections,
ntersections,
analyzed as roundabouts, will operate below the capacity of a
single -lane roundabout. The Ziegler/Rock Creek and
Timberline/Kechter/Willow Springs intersections, analyzed as
roundabouts, will .require a multi -lane roundabout or right -turn
bypass lanes on some legs.
Acceptable level of service is achieved for pedestrian, bicycle,
and transit modes based upon the measures in the multi -modal
transportation guidelines.
G
29
IV. CONCLUSIONS
This study assessed the impacts of the New 2004 High School
development on the short range and long range street system in. the
vicinity of the proposed development. As a result.of this analysis, the
following is concluded:
The development of the New 2004 High School is feasible from a
traffic engineering standpoint. At full development, the New 2004
High School will generate approximately 3222 daily trip ends, 828
morning peak hour trip ends, and 540 afternoon peak hour trip
ends.
- Current operation at the key intersections is acceptable.
- Using the short range background traffic forecasts, a peak hour
signal warrant will be met in the morning peak hour at the
Timberline/Kechter/Willow Springs intersection. Using the long
range background traffic forecasts, a peak hour signal warrant
will be met in the morning peak hour at the Ziegler/Rock Creek
intersection. Using the long range total traffic forecasts, a
peak hour signal warrant will be met in the morning peak hour at
the Ziegler/Kechter intersection.
- Using the short range background traffic forecasts, all key
intersections will operate acceptably with the recommended control
(signal at the Timberline/Kechter/Willow Springs intersection and
all -way stop at the Ziegler/Kechter intersection). The key
intersections, analyzed as roundabouts, will operate below the
capacity of a single -lane roundabout. Using the long range
background traffic forecasts, all key intersections will operate
acceptably with the recommended control and geometry. The
AM R�o4C,
Ziegler/Kechter and Kechter/ intersections, analyzed as
roundabouts, will operate below the capacity of a single -lane
roundabout. The Ziegler/Rock Creek and Timberline/Kechter/Willow
Springs intersections, analyzed as roundabouts, will require a
multi -lane roundabout or right -turn bypass lanes on some legs.
In the short range future, given development of the New 2004 High
School and an increase in background traffic, the key
intersections will operate acceptably with the recommended control
and geometry. The short range geometry, with signal or stop sign
control, is shown in Figure 10. The key intersections, analyzed
as roundabouts, will operate below the capacity of a single -lane
roundabout, except for the Timberline/Kechter/Willow Springs
intersection during the morning peak hour. This intersection
would require a multi -lane roundabout or a northbound right -turn
bypass lane.
- In the long range future, given development of the New 2004 High
School, the key intersections will operate acceptably during the
peak hours with the recommended control and geometry. The long
28
Pedestrian Level of Service
Appendix I shows a map of the area that is within one mile of the
New 2004 High School. There will be four pedestrian destinations
within a mile of the New 2004 High School. These are: 1) the
residential area southwest of the site (Fossil Lake Village and
miscellaneous existing/proposed areas west of Ziegler Road), 2) the
residential area southeast of the site (Staley), 3) the residential
area east of the site (Willow Brook, Brookfield), and 4) the
residential area west of Ziegler Road (Harvest Park, Sage Creek,
etc.). Other residences within this radius are not in a concentrated
area. This site is in an area type termed "school walking area." The
level of service determination assumes that future residential
developments (namely, Fossil Lake Village, Willow Brook, Staley, City
of Fort Collins Parks) will build their streets and adjacent streets
in accordance with Fort Collins Standards. This being the case,
pedestrian facilities will exist where they currently do not. This is
a reasonable assumption. If this does not occur or is not accepted by
the City, then acceptable pedestrian level of service cannot be
achieved. The Pedestrian LOS worksheet is provided in Appendix I.
The minimum level of service for "school walking area" is B for all
categories, except for the visual interest & amenities category where
it is LOS C. Many of the streets in this area either do not have
sidewalks or are under construction. Therefore, the actual level of
service for standard is not addressed. Clearly, for most standards
the minimum level of service cannot be met with the current street
cross section. Actual level of services standards are, more
appropriately, addressed in the established areas of Fort Collins,
rather than on the fringes of the City. With the assumed future
pedestrian facilities along future streets, the pedestrian level of
service will be acceptable.
Bicycle Level of Service
Based upon Fort Collins bicycle LOS criteria, there is one
destination area within 1320 feet of the New 2004 High School. A
bicycle influence area map is provided in Appendix I. This is the..
future city park to the south. The park will be adjacent to the
school. Therefore, the connection will be direct and may not require
the use of on -street bike lanes. It is assumed that Kechter Road will
be built to a minor arterial cross section with 8 foot bike lanes on
each side of the street. A bicycle LOS worksheet is provided in
Appendix I.
Transit Level of Service
Currently, there is no transit service in the area. The Fort
Collins 2015 Transit System Map shows feeder transit service within
1320 feet of this school on Ziegler Road. The Poudre School District
provides school bus service for those students who live beyond the
school walk area. A transit level of service worksheet is provided in
Appendix I. If feeder route service is provided by the City for 16+
hours per weekday, then acceptable level of service D will be
achieved.
27
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N
Harmony
11
Rock Creek ff —� w
m
M e
U
U
Q
LL
r Main Access
� I �
Kechter
c
a� rn
E N
- Denotes Lane
LONG RANGE (2020) GEOMETRY WITH
SIGNAL OR STOP SIGN CONTROL Figure 11
26
Continued from previous page
TABLE 6
Long Range (2020) Total Morning and School Afternoon Peak Hour Operation
Timberline/KechterNVillow Springs
(roundabout)
Percent of:. Ga
packy (U
EB
24%/33%
21%/29%
WB
134%/186%
82%/105%
NB
197%/241%
90%/108%
SB
119%/144%
149%/182%
KechtedFfarAr-e,.qm4&ja &-v
(stop sign)
NB LT
F
C
NB TIRT
A
A
NB APPROACH
E
B
SB LT
D
C
SB T/RT
A
A
SB APPROACH
C
B
EB LT
A
A
WB LT
A
A
Kechter/Frerftr C AMS-410 6 Ir
(roundabout)
EB
29%/35%
26%/31%
WB
36%/44%
16%/19%
NB
19%/23%
8%/10%
SB
15%/18%
18%/22%
5��O ain Access
(stop sign)
EB LURT
A
A
NB LT
A
A
Rock Creek/Faculty-Bus Access
(stop sign)
NB LT/RT
C
B
WB LT
A
A
25
TABLE 6
Long Range (2020) Total Morning and School Afternoon Peak Hour Operation
001 P
Harmony/Ziegler
(signal)
EB
D
C
WB
C
B
NB
D
D
SB
D
D
OVERALL
D
'C
Ziegler/Rock Creek
(signal)
EB
C
C
WB
C
C
NB
B
B
SB
C
B
OVERALL
C
B
Ziegler/Rock Creek
(roundabout)
percent -QCa,, ", f
pa 6w
!C.. ALOM
EB
38%/48%
8%/10%
WB
53%/67%
35%/43%
NB
104%/129%
34%/41%
SB
61%f73%
65%179%
Ziegler/Main Access
(stop sign)
EB LT
F
D
EB T/RT
A
B
EB APPROACH
F
D
WB LT
F
F
WB T/RT
C
A
WB APPROACH
F
D
NB LT
A
A
SB LT
B
A
Ziegler/Kechter
(signal)
EB
D
B
WB
C
C
NB
C
B
SB
C
C
OVERALL
D
C
Ziegler/Kechter
(roundabout)
-IMMR00c~40
at 4""( 6i for
eouna>
EB
62%/75%
27%/33%
WB
59%f75%
23%/28%
NB
53%/67%
13%/16%
SB
37%/45%
56%/68%
Timberline/KechterNVillow Springs
(signal)
EB
C
C
WB
C
C
NB
D
B
SB
C
C
OVERALL
C
C
Continued on next page
--- N
Harmony
Rock Creek 10,
a
ccm
U_
Main Access
Kechter
dha
E N
H
—•— -Denotes Lane
SHORT RANGE (2006) GEOMETRY WITH Figure 10
SIGNAL OR STOP SIGN CONTROL
23
Continued from previous page
TABLE 5
Short Range (2006) Total Morning and School Afternoon Peak Hour Operation
`
Intersecieon , v z
- Movement
r Level of Service .
Ziegler/Kechter
(roundabout)
Percent of-.C_
apac ly t�p�,r b6ivia6ai*w&r
bdUiW Yk w
EB
48%/59%
21 %/25%
WB
46%/56%
20%/24%
NB
31 %/39%
10%/12%
SB
28%/34%
37%/45%
Timberline/Kechter/Willow Springs
(signal)
EB
C
C
WB
C
CNB
B
B
SB
B
B
OVERALL
B
B
Timberline/Kechter/Willow Springs
(roundabout)
v PercentpfCapacity
;upperisouneflowerbourra}''
4,, `:
EB
14%/18%
10%/13%
WB
51%/64%
38%/47%
NB
96%/117%
43%/52%
SB
57%/68%
69%/84%
GAribaics�
Kechter/Ffentr
(stop sign)
NB LT
E
C
NB T/RT
A
A
NB APPROACH
D
B
SB LT
C
B
SB T/RT
A
A
SB APPROACH
B
B
EB LT
A
A
WB LT
A
A
GAnb c o eE
Kechter/Ffantz
(roundabout)
Percent'of:Capac
"' t�naerounanmerb�,nay
`
EB
27%/32%
24%/29%
WB
30%/37%
13%/16%
NB
19%/24%
8%/10%
SB
12%/15%
15%/19%
Wain Access
(stop sign)
EB LT/RT
A
A
NB LT
A
A
Rock Creek/Faculty-Bus Access
(stop sign)
NB LT/RT
B
B
WB LT
A
A
22
TABLE 5
Short Range (2006) Total Morning and School Afternoon Peak Hour Operation
Intersectan r,'` ;�"
_,..
Moveiment
Ley qua Service."
School PM.
_ - ..0
Harmony/Ziegler
(signal)
EB
C
WB
C
CNB
D
C
SB
D
D
OVERALL
C
C
Ziegler/Rock Creek
(stop sign)
EB LT
F
E
EB T/RT
B
A
EB APPROACH
F
D
WB LT
F
D
WB T/RT
B
A
WB APPROACH
D
C
NB LT
A
A
SB LT
A
A
Ziegler/Rock Creek
(roundabout)
Percent.of;•_Capacty
1uapeaibouoenower�,nal
Y<,„ ;v
EB
22%/27%
5%/7%
WB
29%/37%
17%/21%
NB.
60%/73%
26%/320/o
SB
43%/51%
47%/56%
Ziegler/Main Access
(stop sign)
EB LT
F
C
EB T/RT
A
A
EB APPROACH
F
C
WB LT
F
C
WB T/RT
B
A
WB APPROACH
F
B
NB LT
A
A
SB LT
B
A
Ziegler/Kechter
(all -way stop)
NB LT
B
A
NB T/RT
C
B
NB APPROACH
C
B
SB LT
B
B
SB T/RT
C
B
SB APPROACH
C
BEB
LT
D
B
EB T/RT
C
B
EB APPROACH
C
B
WB LT
B
A
WB T/RT
D
B
WB APPROACH
D
B
OVERALL
C
B
Continued on next page
21
Continued from previous page
TABLE 4
Long Range (2020) Background Morning and School Afternoon Peak Hour Operation
CI*
Timbedine/KechterMillow Springs
(signal)
EB
C
C
WB
C
C
NB
C
B
SB
B
B
OVERALL
C,
B
Timberline/KechterNVillow Springs
(roundabout)
C
EB
23%/31%
19%/26%
WB
113%/156%
65%/84%
NB
182%/223%
85%/103%
SB
1113%/136%
137%/166%
C-Atpl Adeio 6C
Kechter/Ffentz
(stop sign)
NB LT
E
C
NB T/RT
A
A
NB APPROACH
E
B
SB LT
C
C
SB T/RT
A
A
SB APPROACH
B
A
EB LT
A
A
WB LT
A
A
Kechter/F-Faig
(roundabout)
EB
28%/34%
25%/30%
WB
28%/34%
13%/16%
NB
18%/22%
8%/9%
SB
10%/13%
12%/15=0/.
20
TABLE 4
Long Range (2020) Background Morning and School Afternoon Peak Hour Operation
Intersection
velrnen
LW1614 of Service
Harmony/Ziegler
(signal)
EB
D
C
WB
C
B
NB
D
C
SB
D
D
OVERALL
D
C
Ziegler/Rock Creek
(signal)
EB
C
C
WB
C
C
NB
B
B
SB
B
B
OVERALL
B
B
Ziegler/Rock Creek
(roundabout)
EB
30%/38%
7%/9%
WB
46%/58%
29%/35%
NB
89%/110%
19%/23%
SB
41%/49%
58%f70%
ZieglerfKechter
(all -way stop)
NB LT
B
A
NB T/RT
C
B
NB APPROACH
C
B
SB LT
B
6
SB T/RT
C
C
SB APPROACH
B.
B
EB LT
C
B
EB T/RT
C
B
EB APPROACH
C
B
WB LT
B
B
WBT
C
B
WB RT
B
B
WB APPROACH
C
B
OVERALL
C
B
Ziegler/Kechter
(roundabout)
"Oiint of
EB
46%/56%
21%/26%
WB
50%/62%
22%/26%
NB
39%/49%
11%/13%
SB
28%/34%
44%/53%
Continued on next page
19
Continued from previous page
- TABLE
Short Range (2006) Background Morning and School Afternoon Peak Hour Operation
� n
Vd fit
Ziegler/Kechter
(roundabout)
ttb A' 0 f
'1
EB
33%/40%
16%/19%
WB
38%/46%
19%/23%
NB
21%26%
7%/9%
SB
18%122%
24%/29%
Timberline/KechterNVillow Springs
(signal)
EB
C
C
W13
C
C
NB
B
B
SB
B
B
OVERALL
B
B
Timberline/KechterNVillow Springs
(roundabout)
3,1
EB
13%/16%
9%/12%
WB
41%/52%
27%/33%
NB
82%/99%
39%/47%
SB
53%/64%
63%176%
KeGhter/Frantz
(stop sign)
NB LT
D
C
N13 T/RT
A
A
NB APPROACH
C
B
SB LT
C
B
SB T/RT
A
A
SB APPROACH
A
A
EB LT
A
A
WB LT
A
Kechter/Frantz
(roundabout)
-.001W .. ...
" 0
EB
26%/31%
22%/27%
WB
21%/26%
11%/13%
NB
19%/23%
8%/10%
SB
8%/10%
10%/12%
TABLE 3
Short Range (2006) Background Morning and School Afternoon Peak Hour Operation
Inte t1o"
rsec:"
Movement
Level
Level:of "tyke W
C PM
Harmony/Ziegler
(signal)
EB
C
C
WB
C
C
NB
C
C
SB
D
D
OVERALL
C
C
Ziegler/Rock Creek
(stop sign)
EB LT
F
C
EB T/RT
B
A
EB APPROACH
E
C
WB LT
D
C
WB T/RT
B
A
WB APPROACH
B
B
NB LT
A
A
SB LT
A
A
Ziegler/Rock Creek
(roundabout)
Percent of,
Ity ioppqri o�nanov�
p
EB
17%/21%
5%/6%
WB
24%/30%
13%/15%
NB
48%/58%
12%/14%
SB
22%/27%
40%/48%
Ziegler/Kechter
(stop sign)
NB LT
E
B
NB T/RT
B
A
NB APPROACH
C
A
SB LT
F
C
SB T/RT
B
A
SB APPROACH
F
B
EB LT
A
A
WB LT
A
A
Ziegler/Kechter
(all -way stop)
NB LT
B
A
NB T/RT
B
A
NB APPROACH
B
A
SB LT
B
B
SB T/RT
B
A
SB APPROACH
B
B
EB LT
B
A
EB T/RT
B
B
EB APPROACH
B
6
WB LT
A
A
WB T/RT
C
B
WB APPROACH
C
B
OVERALL
B
B
Continued on next page
17
"reflecting a year 2006 condition. The long range analysis reflects a
year 2020 condition. Both conventional signal or stop sign control and
roundabouts were analyzed at selected intersections. Roundabout
intersections were analyzed as single -lane approaches. The analysis
technique indicates "percent of capacity" for each approach leg of the
roundabout. Approach legs with "percent of capacity" of greater than
100 percent indicates that a multi -lane roundabout -is needed.
Using the traffic volumes shown in Figure 5, the key intersections
operate in the short range background condition as indicated in Table 3.
Calculation forms for these analyses are provided in Appendix E. The
key intersections with conventional signal or stop sign control will
operate acceptably during the morning and school afternoon peak hours,
except for the southbound leg of the Ziegler/Kechter intersection during
the morning peak hour with two-way stop sign control. With all -way stop
sign control, the Ziegler/Kechter intersection will operate acceptably.
All -way stop sign control is often considered to be a mitigation measure
prior to signalization. The key intersections, analyzed as roundabouts,
will operate below the capacity of a single -lane roundabout.
Using the traffic volumes shown in Figure 6, the key intersections
operate in the long range background condition as indicated in Table 9.
Calculation forms for these analyses are provided in Appendix F. The
key, intersections with conventional signal or stop sign control will
operate acceptably during the peak hours. The Ziegler/Kechter and
Kechter My intersections, analyzed as roundabouts, will operate
below the capacity of a single -lane roundabout. The Ziegler/Rock
Creek and Timberline /Kechter/Willow Springs intersections, analyzed as
roundabouts, will require a multi -lane roundabout or right -turn bypass
lanes on some legs.
Using the traffic volumes shown in Figure 8 and the recommended
geometries, the key intersections operate in the short range total
condition as indicated in Table 5. Calculation forms for these
analyses are provided in Appendix G. The key intersections with
conventional signal or stop sign control will operate acceptably. The
short range geometry, with signal or stop sign control, is shown in
Figure 10. The key intersections, analyzed as roundabouts, will
operate below the capacity of a single -lane roundabout, except for the
Timberline/Kechter/Willow Springs intersection during the morning peak
hour. This intersection woul required a multi -lane roundabout or a
northbound right -turn bypass lane.
Using the traffic volumes shown in Figure 9, the key
intersections operate in the long range total condition as indicated
in Table 6. Calculation forms for these analyses. are provided in
Appendix H. The key intersections with conventional signal or stop
sign control will operate acceptably. The long range geometry, with
signal or stop sign conyr o is shown in Figure 11. The Ziegler/
AMBrA,�1<
Kechter and Kechter/a intersections, analyzed as roundabouts,
will operate below the capacity of a single -lane roundabout. The
Ziegler/Rock Creek and Timberline/Kechter/Willow Springs
intersections, analyzed as roundabouts, will .require a multi -lane
roundabout or right -turn bypass lanes on some legs.
16
y`O-1265/17
3N5�20
90S215225
as/1-
/3
Harmony
20
w Nr3
`°r N
OO n N
(O m
M
V th N
' N
CO u) 0
295/165
�— 20/
365/325
70/125
10/5
Rock Creek 130/30
/ /270
12520 -►
vo o o
v' o
N
5/5
M 0
O O
� M
�N
m
N
U
�n Cl) m
100/15n
U Q
1i
o
A �n
2 O
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f 1
215205
� 5/10
1— 195280
50/40 f
15/5 o
25/15 o CO to
E
(D
E
r
O! M d/—
�- NOM
J � 85/130
20/15
NOM
5/5
'
c`
0)
N
n
LO
n m -
N
�
1 asno
0
f 0
30/4040
430/90
f
1 s5/130 i
35135
N N
in n o
N
2
Main
hd
? ,3
40iSS
143
0 o0
LO
0 tO
m
`-140/55
5 0
w Z 0
f 210/90
30/45
f 1 ,
145/70 --,� � f r Kechter
155/135
60/105 o0 n
Z
7:30am-8:30am/2:30pm-3:30pm
Rounded to Nearest
5 Vehicles
LONG RANGE (2020) TOTAL MORNING
AND SCHOOL AFTERNOON PEAK HOUR TRAFFIC
15
Figure 9
� M
0
165/120
o
v
-f-165
50140
\�11652/05
1
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15/5
to t o
25/15
a Q o
0 0
M
C
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f'-
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-1025/1305
195/165
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f r
1575/1590
O
U� O
2751245
0
c
N N
Harmony
to O
N � �
o 0
175/80
f-15/40
+— 200/140
�J
30/45
10/5
Rock Creek 9525 --J"(
l/�1145—�
75115
I 30/15
o
5/5
_n
"
2
0
N
0
m �
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m U)
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in
— U
7 U
1001150
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�— NOM
85/1330
20/15
1
NOM —i
5/5
n
v
0
m�nUP
o r�
00
165/60
/— 0
25/35
5�/5
�
310/65
`180/1
1
t f
175/115 —+-
20/25
O o
M � N
a
Main
2Sj3s
40iSS ��
h
L 100/35
Z
-170170
30/45
140M Kecnter
115/105 —�
60/105 o O
� Z N
—f— 7:30am-8:30am/2:30pm-3:30pm
Rounded to Nearest
5 Vehicles
SHORT RANGE (2006) TOTAL MORNING
AND SCHOOL AFTERNOON PEAK HOUR TRAFFIC
14 -
Figure 8
0
�94r29
47/44 � Go Cl)
)
r
tD N
� Y
T
10/13
1 �
�7/10
Rock Creek
00 ro
7 M
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O
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n N
�98/148
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�1 M
t
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(
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w
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Harmony
9/3
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Main Access
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• 7:30am-8:30am/2:30pm-3:30pm
SITE GENERATED MORNING AND SCHOOL
AFTERNOON PEAK HOUR TRAFFIC
13
m
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88/26
Kechter
Figure 7'
t000
N
T N N
o v o 3351230
T I" CO — 1265/1790
+ � � 120/195
395/105 Harmony
2045/1990 to LO o
330/300
T T T
((i LO Q
0) Q)
M M N
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285/150
v N N
— 20/60
60/115
130/30
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c
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5/5
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215/205
LO to �
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185/70
LO
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130/180
(n o T
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�— 205/150
30/40
o 0
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+— 210/90
30/45
�
50/40
280/45
14551101�
Kechter
15/5 —
25/15
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185/130 —
35/35
LO Ln
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60/105
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Rounded to Nearest
- 5 Vehicles
LONG RANGE (2020) BACKGROUND MORNING Figure 6
AND SCHOOL AFTERNOON PEAK HOUR TRAFFIC 9
0 0
to I \
N 165/120
v 5/10 .
_ 100/105
50/40 1 t r
15/5 —� I I I
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1575/1590 —i► 0 0
125200 co o LO
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�— 7:30am-8:30am/2:30pm-3:30pm
Rounded to Nearest
- 5 Vehicles
SHORT RANGE (2006) BACKGROUND MORNING
AND SCHOOL AFTERNOON PEAK HOUR TRAFFIC
Figure 5
TABLE 2
Trip Generation
?AWDT>; A11! Peak`Hottr SehoofPy! Paakliour
Code Use S¢e
ttabe Trips, .Rabe;; pa Rate Out'', Ra6r ,'tn Refs -Out--
530 High S&od 1800 1.79 3222 0.32 576 0.14 252 0.09 162 0.21 378
students
Background Traffic Projections
Figures 5 and 6 show the respective short range and long range
background traffic projections. Background traffic projections for the
short range and long range future horizons were obtained by reviewing
the NFRRTP and various traffic studies prepared for this area of Fort
Collins.
Trip Assignment
Trip assignment is how the generated and distributed trips are
expected to be loaded on the street system. The assigned trips are the
resultant of the trip distribution process. Figure 7 shows the site
generated morning and school afternoon peak hour traffic assignment.
Figure 8 shows the total (site plus background) short range morning and
school afternoon peak hour traffic at the key intersections. Figure 9
shows the total long range morning and school afternoon peak hour
traffic at the key intersections.
Signal Warrants
As a matter of policy, traffic signals are not installed at any
location unless warrants are met according to the Manual on Uniform
Traffic Control Devices. It should be noted that the normal afternoon
peak hour was not analyzed. From experience, if the morning peak hour
signal warrant is met, it will likely be met in the afternoon peak hour
as well. Using the short range background traffic forecasts, a peak
hour signal warrant will be met in the morning peak hour at the
Timberline/Kechter/Willow Springs intersection. Using the long range
background traffic forecasts, a peak hour signal warrant will be met in
the morning peak hour at the Ziegler/Rock Creek intersection. Using the
long range total traffic forecasts, a peak hour signal warrant will be
met in the morning peak hour at the Ziegler/Kechter intersection. The
peak hour signal warrant analyses are provided in Appendix D.
Operation Analysis
Capacity analyses were performed at the key intersections. The
operations analyses were conducted for the short range -analysis,
sr
N
1-
TRIP DISTRIBUTION Figure 4
SITE PLAN
N
Figure 3
8
III. PROPOSED DEVELOPMENT
The New 2004 High School is a school development, located in the
northeast quadrant of the Ziegler/Kechter intersection in Fort Collins.
Figure 3 shows a site plan of the New 2004 High School. The short range
analysis (Year 2006) includes development of the New 2004 High School
and an appropriate increase in background traffic, due to other
potential development in the area. The long range analysis year is
considered to be 2020.
The site plan shows three accesses to New 2004 Hi h School. The
main accesses will connect to Ziegler Road and f-OW—V"Drive. The
connection to Ziegler Road will line up with an access to the Harvest
Park/Sage Creek development. The access to Rock Creek will serve busses
and faculty only. There is a parking lot that serves an athletic field
in the northeast portion of the campus. The access will be to Rock
Creek Drive. Access to Rock Creek Drive will maximize the distance
between this access and the Rock Creek/Frantz intersection. It is not
likely that this parking lot will have significant traffic on a regular
basis during the analyzed peak hours.
The parcel between Kechter Road and the creek is designated as a
city park. There will be a parking lot serving this park, which will
access Kechter Road. The location of this access should be a suitable
distance from existing or proposed intersections.
There is a five acre parcel in the northeast portion of the
campus. No definitive land use is proposed for this parcel. This -
parcel could have a school district related use or it could be sold to a
developer. If this parcel is not school district related, it is
unlikely that access would be through the New 2004 High School
driveways. Under this circumstance, access would likely be only from
Ziegler Road. When a definitive user is known, this transportation
impact study should be amended. It is not likely that probable users
would cause significant traffic impacts to the street system.
Trip Generation
Trip generation is important in considering the impact of a
development such as this upon the existing and proposed street system. A
compilation of trip generation information contained in Trip Generation
6tn Edition, ITE was used to estimate trips that would be generated by
the New 2004 High School. Table 2 shows the expected trip generation on
a daily, morning peak hour, and school afternoon peak hour basis.
Trip Distribution
Directional distribution of the generated trips was determined for
the New 2004 High School based upon the service area provided by the
Poudre School District. The distribution may moderate slightly based
upon how development occurs within the service area. Figure 4 shows the
trip distribution used in the traffic assignment process.
of Harmony Road ends and becomes a minimal shoulder, approximately0.25
miles east- of Ziegler Road. Bicycle lanes exist along Timberline
Road. There are no bicycle facilities along Kechter Road. When
Kechter Road is improved to its minor arterial cross section, it will
have the required 8 foot bike lanes on each side of the street.
Transit Facilities.
The Transfort Southside Shuttle operates along Ziegler Road,
between Horsetooth .Road and Harmony Road, on a peak hour only
schedule.
TABLE 1
Current Morning and School Afternoon Peak Hour Operation
A}.�y�j tt'3
\iI'Iowl 9
EB.
C
C
WB
B
CNB
Harmony/Ziegler
(signal)
C
g
SB
C
C
OVERALL
C
C
NB LT/T/RT
A
A
Ziegler/Kechter
SB LT/T/RT
A
A
(stop sign)
EB LT
A
A
WB LT
A
A
EB LT/T/RT
B
A
Timberline/Kechter/Willow Springs
WB LT/T/RT
C
C
(stop sign)
NB LT
A
A
SB LT
A
A
6
LO
v un
�,0 41/58
�c') (0 — 4/4
26/54
Willow --)I(
Springs 48/39
12/3
21/12 rn N m
LO LO
m
� v
c
m
a
E
H
Lo
co
N r�
M C o 265/131
m "' CO 864/911
48/80
214/44 Harmony
1143/905 —
68/109 o Ltz
I� _N (0
CD, `o 0 10l8
28/26
10/13
53/33 � Kechter
25/22 N N N
58/25
a�
o)
N
N
--w-- 7:30am-8:30am/2:30pm-3:30pm
RECENT MORNING AND SCHOOL
AFTERNOON PEAK HOUR TRAFFIC
5
N
___._..Figure 2
Timberline Road has a two-lane cross section near the Timberline/
Kechter/Willow Springs intersection. The existing speed limit on
Timberline Road is 45 mph.
Existing Traffic
Recent morning and school afternoon peak hour traffic at the key
intersections is shown in Figure 2. Raw traffic count data is provided
in Appendix B. Morning peak hour traffic data at the Harmony/Ziegler
intersection was collected in April 2001 and morning peak hour traffic
data at the Ziegler/Kechter intersection was collected in January 2001.
School afternoon peak hour traffic data at the Harmony/Ziegler and
Ziegler/Kechter intersections was collected in July 2001. Morning and
school afternoon peak hour traffic data at the Timberline/Kechter/Willow
Springs intersection was collected in July 2001.
Existing Operation
The counted intersections were evaluated using techniques provided
in the 2000 Highway Capacity Manual. Using the morning and school
afternoon peak hour traffic shown in Figure 2, the peak hour operation
is shown in Table 1. Calculation forms are provided in Appendix C. A
description of level of service for signalized and unsignalized
intersections from the 2000 Highway Capacity Manual and a table showing
the Fort Collins Motor Vehicle LOS Standards (Intersections) are also
provided in. Appendix C. The key intersections operate acceptably
overall during both the morning and school afternoon peak hours.
Pedestrian Facilities
Pedestrian facilities currently exist along the north side of
Harmony Road, west of the Harmony/Ziegler intersection, and along the
south side of Harmony Road, east of the Harmony/Ziegler intersection.
Along Ziegler Road, pedestrian facilities exist along both sides of
Ziegler Road, north of the Harmony/Ziegler intersection, and along the
east side of Ziegler Road, south of the Harmony/Ziegler intersection.
Pedestrian. facilities currently exist along the west side of
Timberline Road. There are no pedestrian facilities along either side
of Kechter Road. It is expected that as properties in this area are
developed, sidewalks will be installed as part of the street
infrastructure.
Bicycle Facilities
There are bicycle facilities along Ziegler Road, north of Harmony
Road, and for approximately 0.4 miles along Ziegler Road, south of
Harmony Road. Along Harmony Road, bicyclists can and do use the wide
shoulder as a bike lane. However, the wide shoulder -on the south side
SITE LOCATION
SCALE: 1 "=3000'
Figure 1
. 3
II. EXISTING CONDITIONS
The location of the New 2004 High School is shown in Figure 1. It
is important that a thorough understanding of the existing conditions be
presented.
Land Use
Land uses in the area are primarily either residential or
commercial/industrial. Residential units (Fossil Lake Village) are
under construction to the south of the site. Commercial/industrial land
uses exist, are under construction, or are planned/proposed north of the
site. A residential neighborhood (Sage Creek and Harvest Park) is under
development to the west, across Ziegler Road. The Willow Brook
residential development is planned to the east of the site. Land
adjacent to the site is flat (<2% grade) from a traffic operations
perspective. The center of Fort Collins lies to the northwest of the
proposed New 2004 High School.
Roads
Harmony Road is to the north of the New 2004 High School site. It `
is an east -west highway designated as a six -lane arterial on the Fort
Collins Master Street Plan. Harmony Road currently has a four -lane
cross section with a center grass median. There are turn lanes at
appropriate intersections. There are wide shoulders on Harmony Road.
These shoulder lanes are striped as acceleration and deceleration
lanes at a number of intersections. The existing speed limit in this
area is 55 mph.
Ziegler Road is west of the New 2004 High School site. It is a
north -south street designated as a four -lane arterial south of the
Harmony/Ziegler intersection and a two-lane arterial north of the
Ziegler/Kechter intersection on the Fort Collins Master Street Plan.
It would appear that the appropriate location for. the four -lane to
two-lane transition would be at the Ziegler/Rock Creek intersection.
This would be a good location for lane drops and lane adds. The
Harmony/Ziegler intersection has signal control. The existing speed
limit on Ziegler Road is 40 mph.
Kechter Road is to the south of the proposed New 2004 High School.
It is a east -west street designated as a two-lane arterial in the Fort
Collins Master Street Plan. Currently, Kechter Road has a two-lane
cross section with minimal shoulders.
Timberline Road is approximately one mile west of the New 2004
High School site. It is a north -south street designated as a four -
lane arterial on the .Fort Collins Master Street Plan. Currently,
2
I. INTRODUCTION
This transportation impact study addresses the capacity,
geometric, and control requirements at and near the proposed development
of the New 2004 High School. The proposed New 2004 High School is
located in the northeast quadrant of the Ziegler (CR9)/Kechter (CR36)
intersection in Fort Collins, Colorado.
During the course of the analysis, numerous contacts were made
with the project planning consultant (RB & B), the Poudre School
District - Support Services, and the Fort Collins Traffic Engineering
Staff. This study generally conforms to the format set forth in -the
Fort Collins transportation impact study guidelines. Appendix A contains
the Transportation Impact Study Base Assumptions form and related
attachments for the New 2004 High School. The study involved the
following steps:
- Collect physical, traffic, and development
- Perform trip generation, trip distribution,
- Determine peak hour traffic volumes;
- Conduct capacity and operational level of
intersections;
- Analyze signal warrants;
- Conduct lev 1 f
data;
and trip assignment;
service analyses on key
e o service evaluation of pedestrian, bicycle, and
transit modes of transportation.
1
No Text
LIST OF FIGURES
Figure
Page
1.
Site Location ........................................
3
2.
Recent Morning and School
Afternoon Peak Hour Traffic ..........................
5
3.
Site Plan .............................................
8
4.
Trip Distribution ....................................
9
5.
Short Range (2006) Background
Morning and School Afternoon Peak Hour Traffic .......
11
6.
Long Range (2020) Background
Morning and School Afternoon Peak Hour Traffic .......
12
7.
Site Generated Morning and School
Afternoon Peak Hour Traffic ...........................
13
8.
Short Range (2006) Total
Morning and School Afternoon Peak Hour Traffic .......
14
9.
Long Range.(2020) Total
Morning and School Afternoon Peak Hour Traffic .......
15
10.
Short Range (2006) Geometry ..........................
23
11.
Long Range (2020) Geometry ...........................
26
A
B
C
D
E
F
G
H
I
APPENDIX
Base Assumptions Form
Recent Morning and School Afternoon Peak Hour Traffic
Current Morning and School Afternoon Peak Hour Operation/Level of
Service Descriptions/Fort Collins LOS Standards
Signal Warrant Analysis
Short Range Background Traffic Operation
Long Range Background Traffic Operation
Short Range Total Traffic Operation
Long Range Total Traffic Operation
Pedestrian/Bicycle Level of Service Worksheets
TABLE OF CONTENTS
Page
I. Introduction ......................................... 1
II. Existing Conditions .................................. 2
LandUse ............................................. 2
Roads................................................ 2
Existing Traffic ..................................... 4
Existing Operation .................................... 4
Pedestrian Facilities ................................ 4
Bicycle Facilities ................................... 4
Transit Facilities ................................... 6
III. Proposed Development ................................. 7
Trip Generation ....................................... 7
Trip Distribution 7
Background Traffic Projections 10
Trip Assignment ...................................... 10
Signal Warrants ...................................... 10
Operation Analysis ................................... 10
Pedestrian Level of Service .......................... 27
Bicycle Level of Service .............................27
Transit Level of Service ............................. 27
IV. Conclusions .......................................... 28
LIST.OF TABLES
Table
Page
1. Current Morning and School
Afternoon Peak Hour Operation ........................ 6
2. Trip Generation ...................................... 10
3. Short Range (2006) Background Morning
and School Afternoon Peak Hour Operation 17
4. Long Range (2020) Background Morning -
and School Afternoon Peak Hour Operation 19
5. Short Range (2006) Total Morning
and School Afternoon Peak Hour Operation ............. 21
6. Long Range (2020) Total Morning
and School Afternoon Peak Hour Operation ............. 24
0
THE NEW 2004 HIGH SCHOOL
TRANSPORTATION IMPACT STUDY
FORT COLLINS, COLORADO
NOVEMBER 2001
Prepared for:
Poudre School District
Support Services Center
2407 LaPorte Avenue
Fort Collins, 80521
Prepared by:
MATTHEW J. DELICH, P.E.
2272 Glen Haven Drive
Loveland, CO 80538
Phone: 970-669-2061
FAX: 970-669-5034
o?: SEW J. O STF9
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