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TIA Callaway TIA Executive Summary Page 1 Executive Summary A comprehensive traffic impact analysis has been completed for the proposed residential development of the Callaway - Fract. This 13.76 acre tract adjacent to Marion Pugh Drive south of George Bush Drive will provide 704 bedrooms and will generate traffic accordingly. The study of the area shown below included traffic counts of several intersections and the gathering of data '.. - , -' - - , ' , 14— .;;')• ' - ) 4 . ' N.- c,.,,y ** Ai .,. ''), - • ,--) ,.., '<'''' <;,, ``'-`, , e°<> ° ' '1. -- ' \._ (P - • ../.? :><'.. 4.`„>-- ,'„ , „... 7 , - ....• , ,,,, 7 7' . - \ trivt:',,.. i i- ,. ) / :").'.} ‘,:i ' <> ", \ 1 ' /7 (-<.,,,, );,,', / ,;,,, ',,, N Z V ).'-' ''" C - .• .7.f k ` * • %, \ - ' ,,-,,:P''' f l;',/ , / Oe-, f • , -.,„, ' .',. ■ \ \ • ''•„\ \ , 1/2 - • \ , 1 % ' ' ' '-.7 C N) ,,' N ,,,,,. r x-s, i •,,\ `,,, • N_ '' , , ,' - , •, ■ N, \\> ,, ...• „.„..--- ,„, - . , . , • „2. , ....u. N N - 0 ''''' - C K\ ' ik \ , ''• 0 N ./. / <3,,1, ..5 \\L N i s .*,.."----‘.— 4.- '*. . r-74-h- it& cr' lit / 1" C.),-. / 44 , Figure 2 Site Vlap Callaway TIA Executive Summary Page 2 including traffic information and proposed improvement information from the Texas Department of Transportation ( TxDOT) and the gathering of data from the City of College Station including zoning restrictions, traffic signal data and information on the City Thoroughfare Plan. Discussions were had with City staff and TxDOT planners to develop some of the information presented herein. Trip generation calculations for the residential development were made based on accepted Institute of Transportation Engineers data. Data collected on bus ridership and student residence occupancies in the study area indicated that net production of vehicle trips would be reduced by 34% considering the multi -modal transportation methods that students make use of, such as pedestrian connections to the on campus shuttle and the offcampus transit system operated by Texas ABM Univeristy (TAMU.) The net result in daily trip ends for various potential uses of the site are summarized in Table A below: Table A Daily Trip End Generation For Development Alternatives Development Size Daily Traffic (Vehicles per day) Student Residences 704 Persons 1614 VPD • Office Park 13.7 Acres 2740 VPD Tire Store 85 KSF 2295 VPD Lumber Store 85 KSF 3825 VPD Garden Center 85 KSF 4420 VPD These data show that the proposed development would have much less traffic irnpact than a number of other tenable uses of the tract. Capacity of the receiving traffic stream was studied including the intersections of Marion Pugh at George Bush, Holleman at Wellborn Road, and the new intersection to be provided by the proposed connection of Marion Pugh Drive to Holleman Drive which will be completed for this project. These intersections are currently near capacity during the peak two to three hours of the day, however, adequate capacity remains to accommodate the traffic generated by this project. During off peak hours capacity remains in all intersections to handle the additional traffic from this residential development with little additional congestion. Levels of service (LOS) will remain at current levels. Improvements in the area are proposed by TxDOT in the form of a grade separation of Wellborn Road at George Bush Drive for construction in the next five years. Additional improvements such as the connection of Jones Butler Road to George Bush Drive are shown on the City Thoroughfare Plan and have been studied and recommended in report to TAMU in 2000. Callaway - RA Executive Summary Page 3 Conclusions and Recommendations 1. The traffic volumes generated by the proposed residential development of the Callaway tract can be accommodated by the existing transportation system without significant adverse effects, assuming the connection of Marion Pugh Drive is made to Holleman Drive. 2. The presence of the connection of Marion Pugh Drive to Holleman Drive will stop the cut through traffic that currently uses routes through private property to access Holleman Drive. This will improve safety in the area. 3. Other types of commercial development allowed under the current zoning restrictions would cause more traffic problems in the immediate area than the proposed residential development of the subject tract. 4. The Level of Service of the Holleman Drive - Wellborn Road intersection will remain at LOS D during the peak hours given the addition traffic directed to it from the subject tract. 5. Minor adjustments to the traffic signal timing at Holleman Drive may be required to balance the traffic flow there. 6. The intersection of Marion Pugh Drive and George Bush Drive has limited capacity during • the morning and evening peak periods to receive additional traffic in great quantities. 7. The accommodation of small amounts of additional traffic at this intersection will become possible from the reductions in traffic that are expected from the connection of Marion Pugh to Holleman Drive. 8. The intersection of Marion Pugh Drive and George Bush Drive has the necessary additional capacity to handle the traffic generated by the subject tract in the off peak hours of the day. 9. No significant negative effects of the additional traffic generated by the residential development of the subject tract should be noticeable. 10. The presence of multi-modal outlets, including pedestrian access to the on campus shuttle and the off campus transit system will greatly reduce the traffic generation of the subject tract if developed as a student residence development. 11. The connection of Jones Butler Road to George Bush Drive should be a high priority element of the transportation system improvements planned for College Station and Texas A&M University. 12. The construction of the grade separation of Wellborn Road and George Bush Drive will solve many of the current traffic congestion problems in southern and western College Station. Callaway TIA Executive Summary Page 3 1. The traffic volumes generated by the proposed residential development of the Callaway tract can be accommodated by the existing transportation system without significant adverse effects, assuming the connection of Marion Pugh Drive is made to Holleman Drive. 2. The presence of the connection of Marion Pugh Drive to Holleman Drive will stop the cut through traffic that currently uses routes through private property to access Holleman Drive. This will improve safety in the area. 3. Othertypes of commercial development allowed under the current zoning restrictions would cause more traffic problems in the immediate area than the proposed residential development of the subject tract. 4. The Level of Service of the Holleman Drive - Wellborn Road intersection will remain at LOS D during the peak hours given the addition traffic directed to it from the subject tract. 5. Minor adjustments to the traffic signal timing at Holleman Drive may be required to balance the traffic flow there. 6. The intersection of Marion Pugh Drive and George Bush Drive has limited capacity during the morning and evening peak periods to receive additional traffic in great quantities. 7. The accommodation of small amounts of additional traffic at this intersection will become possible from the reductions in traffic that are expected from the connection of Marion Pugh to Holleman Drive. 8. The intersection of Marion Pugh Drive and George Bush Drive has the necessary additional capacity to handle the traffic generated by the subject tract in the off peak hours of the day. 9. No significant negative effects of the additional traffic generated by the residential development of the subject tract should be noticeable. 10. The presence of multi -modal outlets, including pedestrian access to the on campus shuttle and the off campus transit system will greatly reduce the traffic generation of the subject tract if developed as a student residence development. 11. The connection of Jones Butler Road to George Bush Drive should be a high priority element of the transportation system improvements planned for College Station and Texas A &M University. 12. The construction of the grade separation of Wellborn Road and George Bush Drive will solve many of the current traffic congestion problems in southern and western College Station. Callaway Tract Marion Pugh Drive College Station, Texas Traffic Impact Assessment May 2005 Jeff MilburnEngineering P.O. Box 10240 College Statioq Texas 77842 979- 690 -2560 Callaway Tract Traffic Impact Assessment Page 2 List of Figures Figure No. Title Page 1 Vicinity Map 5 2 Site Map 6 3 Existing Volume ADT 7 Marion Pugh @ George Bush 4 Existing Volume ADT 7 Holleman @ Wellborn 5 Existing Volume AM Pk Hr 7 Marion Pugh @ George Bush 6 Existing Volume PM Pk Hr 7 Marion Pugh @ George Bush 7 Existing Volume AM Pk Hr 8 Holleman @ Wellborn 8 Existing Volume PM Pk Hr 8 Holleman @ Wellborn 9 Site Plan 9 10 Projected Volume ADT 11 Marion Pugh @ George Bush 11 Projected Volume ADT 11 Holleman @ Wellborn 12 Projected Volume AM Pk Hr 11 Marion Pugh @ George Bush 13 Projected Volume PM Pk Hr 11 Marion Pugh @ George Bush 14 Projected Volume AM Pk Hr 12 Holleman @ Wellborn 15 Projected Volume PM Pk Hr 12 Holleman @ Wellborn 16 City Major Thoroughfare Plan 13 17 TxDOT Grade Separation Plan 15 Callaway Tract Traffic Impact Assessment Page 3 List of Tables Table No. Title Page Trip Generation 10 2 Peak Volume Versus Capacity 16 Holleman at Wellborn Summary of Conflicting Volumes & Capacity 17 Holleman Drive at Marion Pugh Callaway Tract Traffic Impact Assessment Page 4 Introduction This Traffic Impact Assessment was commissioned by Mr. Chuck Ellison on behalf of Callaway Group, the developer of the proposed tract. The understanding of the project has come from several sources, including Mr. Rabon Metcalf, Mr. Page Callaway, and Mr. Chuck Ellison. Assistance was provided in gathering data by Messrs. Fogle and Rother of the City of College Station and by TxDOT staff. Additionally, Ms. Laura Johnson of TAMU Transit Operations supplied ridership data concerning transit bus use. Various existing apartment and condominium complexes in the study area provided data on occupancy. The contribution of each is acknowledged and appreciated. The report is intended to address several issues and concerns that have been related by City of College Station staff personnel as well as those issues that have presented themselves during the development of this study. The assumptions made in this report are documented herein and are based on information provided by the client or supplied as mentioned above. The study has been performed based on generally accepted engineering principles and in accordance with existing guidelines for traffic engineering studies including the ITE Trip Generation data. The assumption made for this study has been that Marion Pugh Drive will be extended to connect with Holleman drive along the dedicated right -of -way. The primary question is the ability of Holleman Drive/ Wellborn Road and George Bush Drive to receive the traffic generated by this development within its existing capacity. If adequate capacity does not exist on these thoroughfares, the question of reliever roadways for this area presents itself. The proposed traffic impact study should answer several questions, including: 1) What traffic volumes would be expected to be generated by the proposed development? 2) What will be the expected distribution in time and direction of this generated traffic? 3) What is the capacity of the existing transportation system to receive this generated traffic without undue effect on that system? 4) Are additional connections necessary or beneficial to relieve aproblem which might be caused by the existing and additional traffic? 5) If additional connections are necessary, which connection should be made? 6) What levels of service currently exist, and what LOS can be expected at critical intersections after the construction of this project? STUDY AREA The proposed site is located as shown on the Vicinity Map, Figure 1, and essentially is composed of the approximately 13.76 acres which fronts on Marion Pugh Drive, and is located between the intersection of Marion Pugh with George Bush on the north and Luther Street on the south. There are a few miscellaneous structures on the site that are not expected to remain. The study area is limited to the nearby arterial streets of George Bush Drive to the north and Holleman Drive to the south. Wellborn Road forms the boundary to the east and FM 2818 limits the study area to the Callaway Tract Traffic Impact Assessment Page 5 °Vn west. No significant impact is r s- expected outside defined Andy 4z p °µe y ew �e area although larger issues of the �9 transportation condition of the general e 0 4, Val � "= p area west of Wellborn and south of � a George Bush are discussed. �,�,x The City of College Station is the regulating authority for site p4 development under the Unified Development Ordinance (UDO)oftue 3 y °^ City. The Texas Department of Transportation (TxDOT) is the agency Vicinity Map in control of the major roadways A Figure 1 Est which contain signalized intersections, oarosry nv.w being George Bush, FM 2818 and Wellborn Road, however, the City of College Station operates the signals themselves. Holleman Drive is acity street. Both the City amdTxDOT as well as Texas A &M University may reviewthis report and share the potential concerns about some of the issues discussed herein. Existog Development The study area contains primarily university related, multi- family residential developments, which vary from around 150 units to more than 450 units in size. The only commercial business in the study areais aMcDonalds fast food restaurant that occupies the southeast comerofthe GeorgeBush - Marion Pugh intersection. There is no access drive from the McDonalds to George Bush. West of Motion Pugh along the north side of Luther Street, the Texas A &M campus land extends to FM 2818, which borders the study area to the west. South of Luther Street less dense residential development exists formuch of the eastern section of Holleman Drive, although additional student housing apartment type complexes exist along the western section of Holleman approaching FM 2818. The proposed site is shown on the Site Map, Figure 2. The tract only has finvtage on Marion Pugh and backs up to the railroad tracks. There are no critical features of the site that should adversely affect traffic generation or flow, and site plan issues do not appear to influence the traffic patterns inthearea. The development is composed of multi- family residences with aspecific student related appeal and market. The proposed development will consist of approximately 232 units with approximately 704 total bedrooms. Parking is to be provided on the basis of one space for each bedroom. Callaway Tract Traffic Impact Assessment Page 6 6 a� Fiqure 2 Site Me EXISTING AND FUTURE TRAFFIC CONDITIONS Existing Traffic. Conditions One important feature of the area is the existing Callaway House residence and puking garage which is just west of Marion Pugh and fronts on George Bush Drive. The exit from that development is aligned with Olsen Drive, which has a traffic signal. It is anticipated that there will be features of the Callaway House, such as dining facilities and others, that will be shared with the subject tract development. It is further anticipated that adequate pedestrian connections will be made between the two tracts to promote this relationship. Existing conditions of traffic volume and patterns are detailed in this section of the report and are shown graphically on Figures 3 -8 below. Existing traffic volumes are based on a program of machine counts taken in late April and early May of 2005, as well as from historical data provided by TxDOT via their regular counting program on state roadways. This data was taken priorto the completion of classes at Texas A &M University and on regular school days for local public schools and is expectedto have generated normal daily and peak hour traffic. Traffic count data is available Callaway Tract Traffic Impact Assessment Page 7 onrequest. Existing volumes are divided into average daily traffic(ADT) and peak hourly volumes for morning and everung peak hours. Machine counts were supplemented with turning movement counts where needed. Peak hour volumes follow the pattern of the ADT's and show the expected directional splits, with northbound volumes significantly higher in the morning and southbound volumes higher in the afternoon along Wellborn Road. For the most part, the peak hours are well defined on Wellborn from about 5:00 p.m. to 6:00 p.m, but with consistently high volumes throughout the afternoon periods. Of specific significance to this area is the difference between the peakhour of the generator and peak hours that are normally expected for roadways. There really is no morning peak Callaway Tract Traffic Impact Assessment Page 8 q L 5' y' Figure 7 Figure 8 Existing Volume Existing Volume AM Pk Hr. ir PM Pk Hr. period for college student housing, as the volume is spread consistently, rising from about 9am to noon, indicative of the late hours kept by students and the general avoidance of early classes by them. Interestingly, peak periods on George Bush Drive and Holleman Drive are similar to the Marion Pugh peaks. Evening peak periods are consistent in their differences. with Wellborn peaking inthe 5 -6 p.m. hour and student traffic generally spreading the afternoon peak from 4 -9 p.m. It is clear from the traffic observed that much of the traffic currently using Marion Pugh to access George Bush Drive is coming from the west on Luther Street. Future Traffic Conditions The projection of future conditions is not an exact science, although, certain methods canbe used to reasonably predict the effects of certain land developments and transportation facility developments on traffic volumes. For a traffic impact assessment, generally, some conception is made of expected development, and traffic generation projections are made utilizing typical trip generation data. For this report the hip generation data contained in the ITE publication on Trip Generation, 7 Edition, 2003 has beenutilized. This document is used throughout the United States for these purposes and is basically a compendium of data from traffic studies that yield trip generation rates for various standard development definitions and sizes. The data is not precise but can be used as a general guide to determine the number of vehicles per hour or day that a particular development would be expected to contribute to the load on the transportation system. Calculation of expected future traffic conditions is normally based on a specific development plan, however, in this study a variety of uses have been considered to compare the actual proposed residential development with other potential traffic generators. The plan utilized in this study was provided by the developers of the tract and changes made to the plan may affect the hip generation calculations. The Site Plan, Figure 9, with the included data on structure size and location was Callaway Tract Traffic Impact Assessment Page 9 BUILDING PROGRAM man W.. UNR > E AREA EXIENDEDARFA BEM EXIENDEDBEOB • A 4BR/UM 1A61 a,,880 4 M • B 4BR 21M ,,088 61,180 4 EMI 112 C 2B 2b BA 910 105M M EBE UNR5 RFMABU:ARFA T/8,1009.F. i01 BE0.9 CIXAMUNIIYCEXIER f0,0009.F, MMNIENONCE & W. 1,0� &.F. TO,AL FRgIE4TAREA E81',180 &.F. PPAMING REWIRED 90'A'UNG9 ®49PACE9 = ENI9PACE9 80'B'UNR9 ®48PACE8 = E409PACE8 1fE'C UNIIS 2SPACES =EEI SPACES 109 roTAI SPACES RE W IRED 7mro5KSPncss FRONDED SITE PLAN - Figure 9 considered as the basis for the calculations in this study. Four additional specific land uses were considered applicable to this tract, based on current C -1 zoning and the definitions used in the UDO and the ITE publication. The land uses analyzed are applicable to the zoning currently in place on the subject tract so that no rezoning request would be required to proceed to site planning with these uses. Several variables that are considered useful indicate size of the actual structures occupied when predicting traffic generation. In this analysis where gross acreage is included in the ITE tables, that primary variable is used for the 13.76 acres comprising the subject tract. For several of the uses, only gross floor area is the primary variable included in the trip generation data.. For these uses an approximation of the maximum structure size that can be supported by the local economy and building site has been used. These are estimates only, to compare the expected trip generation from currently valid land uses to the residential land use that requires the zoning change. These trip generation rates and the resulting trip end calculations are shown on Table 1 below. The ITE data give values for ADT and Peak Hours along with some directional information on inbound versus outbound traffic generation for peak periods. The trip generation values are. given in ranges, with an average value published, and mustbe used with judgement, to more accurately model the expected traffic from the center. In general the average values have been used .for comparison purposes. This is to say that above average trip generation would not be expected from any development on this site, including the student apartments. The data given below do not necessarily indicate that the land uses given for comparison are viable or that there are any current considerations given to these uses. Itis reasonable to expect; however, thatvacant land so close to Texas A &M would be developed in some way, and traffic would be generated in some Callaway Tract Traffic Impact Assessment Page 10 Callaway Tract Trip Generation Table 1 Area Lend Use Average Dally Tragic 1 Subject Tract (Apartments) 2 Once Perk (750) 3 Tee Store (848) 4 Lumber Store (812) 5 Garden Center (817) Morning Peak Hour 1 Subject Tract 2 Office Park (750) 3 Tire Store (848) 4 Lumber Store (812) 5 Garden Center (817) Evening Peak Hour 1 Subject Tract 2 Once Perk (750) 3 Tire Store (848) 4 Lumber Store (812) 5 Gwden Center(817) Size Unit Generation Rate Reduction Trio Ends In 99 41.0 VPiVAC 562 (Occucancvl 45 85 KSF 3.9 VPHMSF 332 209 a Transit) 85 KSF 3.2 VPHKSF 268 704 Persons 3.5 VPD/Per 34% 1,614 807 807 13.7 AC 200.0 VPD /AC 0.485 VPHIPer 2,740 1370 1370 85 KSF 27.0 VPDMSF 699 2,295 1148 1148 85 KSF 45.0 VPDMSF 175 3,825 19125 1912.5 85 KSF 52.0 VPD /KSF 203 4,420 2210 2210 704 Persons 0.3 VPH/Per 34% 143 14 129 13.7 AC 41.0 VPiVAC 562 517 45 85 KSF 3.9 VPHMSF 332 209 123 85 KSF 3.2 VPHKSF 268 179 68 85 KSF 4.0 VPHKSF 340 204 136 704 Persons 0.485 VPHIPer 34% 224 134 89 13.7 AC 51.0 VPH/AC 699 105 594 85 KSF 4.8 VPHKSF 408 175 233 85 KSF 4.5 VPH/KSF 383 180 203 85 OF 5.0 VPH/KSF 425 213 213 reasonable quantity from this tract. In assessing the impact of the actual proposed development it is the purpose of this section to give some context to the various types of development that could take place on this tract. These tabulatedvalues represent "trip ends." A trip end includes the end of a trip where a vehicle is coming onto the site and a trip beginning where a vehicle that has previously come to the site is leaving. The actual number of cars is half of the trip ends shown, however, the driveways see each of the trip ends. Trip ends are assigned a directional split and are aggregated to the appropriate intersections based on time of day and existing traffic patterns. The resulting projected volumes for residential development only are presented by intersection on Figures 10 -15 and are discussed below. Some discussion of multiple transportation modes is necessary, as that factor was used in developing the expected trip generation figures. The specific area of the subject tract, as well as the larger area of student related housing in the study area, is currently served by TAMU Transit Callaway Tract Traffic Impact Assessment Page 11 Operations, the off campus bussing provider. This service provides inexpensive and reliable access to the campus from off campus areas along specific predetermined routes. There is also a bus system internal to the campus, which is active in the area and has a major stopping point at Olsen Field. Both systems affect the expected trip generation to the subject tract. The current transit route comes from the campus westbound on George Bush Drive and enters the area with a left turn onto Marion Pugh. After a number of stops along Marion Pugh, the bus proceeds westward on Luther Street to FM 2818 and then back to campus. This route in the most current semester carried about 9200 passengers per week. To gauge the degree of usage of this system, data was collected from the student housing complexes along this route. It was found that there are approximately 3000 net bedrooms along this route, considering actual size and occupancy data from the various housing developments. This indicates that about 20 °% of all trips from this area use the transit system andthatmore like 35 °% ofTAMU related hips use the off campus system. This would reduce student vehicle trip generation for residential development that uses the street system by those percentages. It would be generally unexpected that commercial uses would experience trip reduction from the transit system. The on campus bus system would further reduce the trip generation from the subject tract. Although ridership data are not kept for the on campus bus system, observations made at the intersection of Olsen Drive and George Bush indicate heavy pedestrian traffic using the on campus bus system that has a stop at Olsen Field. Currently a significant portion of the existing Callaway House tenants use this system to get to their various campus destinations. This percentage has been estimated at 70% by Callaway House staff. It is obvious that the walking distance from the subject tract is longer than from the Callaway House, however, since several features of the two developments, such as meal plans, are expected to be shma it is expected that some percentage of the tenants of the subject tract development will indeed use the direct pedestrian route through Callaway House property to the oncampus bus system. This percentage reduction in campus bound trips from the subject tract has been estimated at 20% yielding a further 11 ° %net reduction in all vehicle hip generation from the subject tract. These two transit and pedestrian features should result in a campus hip reduction of about 55 %, and a total tap generation reduction of about 31%. The values used are estimations but have been carefully considered and are expected to reflect approximate usages of the site and the transit systems in place. In addition to reductions in trip generation for transit and pedestrian modes the facility is not expected to operate at 100 °% occupancy. An occupancy of 90 °% has been used to estimate actual expected trip generation. It is noted that the occupancy of a development like this may take up to three years to reach normal operatinglevels. Combining these factors leads to a total reduction in vehicle trips generated of 34% for the student residential development. Callaway Tract Traffic Impact Assessment Page 12 Callaway Tract Traffic Impact Assessment Page 13 EXISTING AND PROPOSED TRANSPORTATION SYSTEM Existing Transportation System The existing roadway system in the study area has been in place as it is currently configured for some period of years. The major roadways are identified on the City of College Station Thoroughfare Plan included below as Figure 16. Each is discussed briefly as follows: Wellborn Road is a major arterial street carrying heavy traffic volumes that are primarily University related but not exclusively so. It runs north and south and splits the A &M campus down the middle. In the vicinity of the subject tractit has five normal width lanes, including a left turn lane, and is composed of asphaltic pavement with curb and gutter drainage. The speed limit varies from 40 -45 mph, reducing on the approach to George Bush Drive. There are signalized intersections at Holleman and George Bush as well as Southwest George Bush Drive has been upgraded most recently having been rebuilt west of Wellborn in the last few years. It currently has six normal width through lanes with a raised curb median with a median opening provided at Marion Pugh and at Olsen Drive. The speed limit in the vicinity of Marion Pugh is 45 mph, although at peak hours operating speeds are much less nearing the intersection with George Bush, which is signalized as is the intersection with Olsen Drive. The roadway is a major arterial and forms much of the southern boundary of Texas A &M University to the east of Wellborn Road. The University property, however, currently occupies areas south of George Bush west of Olsen Drive and provides major access routes to the airport and George Bush Presidential Library. Holleman Drive is a major collector which provides east -west mobility across much of western College Station and provides access to both Wellborn Road and FM 2818. Naturalboundaries, such as the railroad tracks, prevent it from producing arterial function in the study area. It is a curb and gutter street which generally allows parking on both sides and provides access to primarily residential development west of Wellborn Road. Its intersection with Wellborn Road very close to the train tracks and is signalized. The proposed intersection of Marion Pugh is more than 800 feet Parkway to the south. Callaway Tract Traffic Impact Assessment Page 14 from the Wellborn intersection. The speed limit is 35 mph on the approach to Wellborn Road. Luther Street is also designated as a major collector although it does not connect with Wellborn Road. Luther is predominantly composed of an open ditch section and provides access to anumber of student residential developments west of Marion Pugh where it connects to FM 2818. Luther Street forms the southern boundary of this area of Texas A &M University. Much of the traffic on Marion Pugh comes from the student residential areas along Luther Street. Southwest Parkway, while not itself in the study area, exists to the south of Holleman Driven and is designated as a minor arterial street. Its importance to this project is primarily that the Thoroughfare Plan shows that it is planned to connect to Jones Butler Road to the west of Marion Pugh. Jones Butler currently runs only from Luther to Holleman in the study area. However, its connection northward to George Bush Drive is contemplated on the Thoroughfare Plan. Marion Pugh Drive is a short street but is designated as a major collector primarily because of the traffic volume it carries. It provides access to the McDonalds previously mentioned and a number of student housing developments. It has three lanes at its intersection with George Bush Drive and currently terminates just south of Luther Street. The intersection of Marion Pugh with George Bush Drive is not well placed for traffic function being just 350 feet from Wellborn Road( c -c) and 475 feet from Olsen Drive. These spacings along with the high traffic volumes on each of these roadways make for a difficult situation, particularly at peak hours, as is discussed later. The speed limit is 30 mph. The train tracks that run parallel to Wellborn Road also bear some mention here. These tracks have been in place for as long as local memory exists and were the original location of the college station for the A &M College of Texas, whence the City gets its name. The tracks provide a primary north south train route from Houston to all points north and are very busy carrying an estimated 20 -30 trains per day. They also form a considerable barrier for development and traffic and present a formidable risk to the local population. All crossings mentioned above are at grade crossings with active crossing protection measures. Future Conditions There are three major proposed changes in the transportation system which will affect the function of Marion Pugh and the surrounding intersections. Each proposed improvement is discussed below and the effects of each are outlined in the analysis section of this report. The most significant issue for the subject tract, and the closest in time proximity, is the extension of Marion Pugh Drive to connect with Holleman Drive south of the current terminus of Marion Pugh. This connection, which is proposed as apart of this development will occur in existing platted right -of -way and will intersect Holleman Drive some 800 feet west of its intersection with Wellborn Road. The extension of Marion Pugh is anticipated on the Thoroughfare Plan and should match the existing section of Marion Pugh at its terminus. The largest project in the group is the grade separation proposal made by TxDOT for the Wellborn Road intersection with George Bush Drive. The schematic for this proposal was reviewed and is Callaway Tract Traffic Impact Assessment Page 15 providedbelow as Figure 17. The current schedule, which is not securely fixed, is for this project to go to construction in about 2010, according to TxDOT planners. Figure 17 Gra Separati Plan - The project will provide a lowered at grade intersection between through and turning movements on George Bush with all turning movements for Wellborn Road. The throughlanes of Wellbom will go over George Bush, as will the railroad tracks. The lower surface intersection will be signalized and should carry greatly reduced volumes. A third project is the connection of Jones Butler Road to George Bush Drive. This connection is also contemplated on the Thoroughfare Plan and has been studied on several occasions, most recently for TAMU in 2000 where it was strongly recommended for immediate implementation. This improvement, along with addition improvements both on the TAMU campus and in south College Station will provide an additional route into west campus, Reed Arena and through to University Drive. The spacing between the anticipated intersection between Jones Butler and George Bush will allow for signalization in the long term. For purposes of completeness, the relocation of the railroad tracks to the western section of the county should be mentioned. This improvement has been contemplated for many years. No schedule is set and many barriers remain before this project can progress. ANALYSIS Three basic areas of analysis are presented herein. First, basic capacity analysis for the traffic generated by the subject tract is needed, including a determination of Level of Service (LOS) in Callaway Tract Traffic Impact Assessment Page 16 accordance with the Highway Capacity Manual (HCM). Additionally discussion of the effects of the future connection of Marion Pugh to Holleman Drive is required. Lastly the effects of the other two future projects and the long term transportation condition of the study area requires some discussion. Each is considered in that order. Capacity analysis is needed for the Holleman Drive eastbound movement at Wellborn Road where some portion of the additional traffic generated by this site will likely go, given the connection of Marion Pugh to Holleman Drive. A study of left turn movements during morning peak hours indicates that about 80 percent of the eastbound traffic turns left to travel north on Wellborn Road. A similar study of evening peak traffic shows that about 65 percent of the eastbound traffic turns left. These percentages have been applied to the total eastbound volumes presented in Figures 14 & 15 to provide left turn demand at this intersection. The LOS calculation assumes existing signal timings at this intersection and that the exclusive left turn movement is the critical lane group. At this intersection the eastbound and westbound movements on Holleman are split from each other due to the heavy turning volumes. The appropriate adjustment factors are applied to the base saturation flow and the green time for this movement is assumed to be that allowed under the timing plan, 23 seconds. Results are presented below in Table 2. Table 2 - Holleman at Wellborn Peak Volume Versus Capacity LT w/ LT V/C Ratio Delay Generation Capacity AM Peak Hour 316 309 1.02 54 sec PM Peak Hour 295 309 .95 49 sec Volume Capacity ratios for the left turn movement are nearly one which indicates that this signal would be operating at capacity with the additional traffic generated by the proposed development. It is apparent that minor adjustments to green time can provide accommodation of the additional traffic. The current provision of 4.5 seconds of yellow interval on both Holleman approaches seems excessive for an intersection under this level of demand and given the low speed approaches. A value of 3.5 -4.0 seconds should be adequate, particularly with the 1.5 seconds of all red provided for these movements. If the time saving from this adjustment is applied to the green interval for Holleman eastbound, the V/C ratios are both below one. Level of Service (LOS) is a term used by transportation professionals to describe in a qualitative way the adequacy of function, sometimes called operational condition, of a particular roadway to move traffic based on the travel demand. It encompasses such factors as comfort, convenience, speed, travel time, ease of making lane changing maneuvers and flow interruption. The LOS for signalized intersections is based on stopped delay at the intersection which is primarily a function ofvolume /capacity ratio. The LOS for the Holleman Wellborn intersection was Level D before the addition of the traffic from this development and will be low in the Level D category after the addition of that traffic based on HCM analysis. Callaway Tract Traffic Impact Assessment Page 17 Capacity analysis of the Marion Pugh - George Bush Drive intersection is analytically much more difficult since it is essentially an unsignalized intersection which is controlled by the adjacent signalized intersections of George Bush at Wellborn and Olsen Drive. Observations made across morning and evening peak periods indicates that this unsignalized intersection has little remaining capacity during the peak hours. This being said, observation also indicates that the existing volume is being accommodated by considerate drivers on George Bush Drive allowing right turns into and left turns across the through movements during stopped traffic queued back from the Wellborn intersection. Sufficient queues on George Bush eastbound to block Marion Pugh are experienced for relatively short periods and righttums out as well as left turns into Marion Pugh work reasonably well, particularly at off peak times, because of the gaps provided by the signal at Olsen Drive. For these reasons little additional peak hour capacity remains at this intersection, but significant off peak capacity is available there. It is believed, however, that some minimal additional traffic that is generated by the proposed development will utilize this intersection during peak hours and will be accommodated there. The existing issues at the intersection of Marion Pugh and George Bush predate this development proposal. The other solutions to the problems there are discussed below. The provision of the connection of Marion Pugh to Holleman Drive has been assumed and is necessary for the additional traffic flow generated by the subject tract development. An analysis of the capacity of Holleman Drive to receive the traffic created at the new intersection of Marion Pugh has been investigated. This would be an unsignalized intersection and has been analyzed as such using HCM procedures. This new intersection is sufficiently distant (800 ft.) from the Wellborn intersection that they will operate independently. Results are shown below in Table 3 Table 3 Holleman Drive at Marion Pugh Summary of Conflicting Volumes & Capacity Conflicting Potential Turning Volume Capacity Volume -Max Right Turns 450 VPH 600 VPH 50 VPH Left Turns 904 VPH 250 VPH 162 VPH This connection is consistent with the Thoroughfare Plan shown in Figure 16 above and will also tend to relieve existing traffic congestion in the area. Generally when congestion exists, such as at the intersection of Marion Pugh and George Bush Drive, queues develop and delay increases. At some point motorists will not tolerate the delay and will seek out other pathways to their destinations. Presently in the study area this phenomenon is observed where, rather than utilizing the intersection of Marion Pugh and George Bush Drive, the traffic will take Marion Pugh south to Luther Street and then to Jones Butler and Holleman. Alternatively, some traffic utilizes a cut through at an apartment complex on the corner of Luther and Marion Pugh to gain access to Holleman directly. Such cut through traffic, particularly when using private property, compromises safety and indicates serious problems in the transportation system. The direct connection of Marion Pugh to Holleman will negate the need for cut through traffic to Holleman Drive and therefore increase safety in the area.. Callaway Tract Traffic Impact Assessment Page 18 The presence of queues at George Bush at Wellborn, the presence of cut through traffic taking a back route to Holleman and queues at Holleman and Wellborn and Marion Pugh at George Bush point to a fundamental problem in the study area. Two projects contemplated for the future will relieve these problems and provide transportation health for the area for the foreseeable future. These projects are the grade separation at Wellborn and George Bush Drive and the extension of Jones Butler Road northward to George Bush and on into the west campus area. TxDOT planners indicate thatthe grade separation is onthe letting schedule for 2010, justfive years away. While the schedule is not completely secure, the need for the project is well recognized by transportation authorities and is crucial to the continued improvement of the western sections of College Station and the west TAMU campus area. Essentially the intersection of George Bush Drive and Wellborn Road is saturated for about six hours of the day and substantial delay is being experienced there. The only two solutions are additional lanes on Wellborn Road, which would be atemporary postponement of the issue, or afundamental change in the way the intersection works, which will be provided by the grade separation. The primary effect of the grade separation will be to dramatically increase the capacity of Wellborn Road to handle north -south traffic. Secondary effects will relieve the George Bush east west corridor of a major point of congestion. Bydrastically reducing the volume using the signalized portion of the intersection, the remaining movements will see increased green times and therefore much greater capacity and much less delay. The peripheral effect of this improvement will be to dramatically increase the mobility of the southwest portions of College Station to get to the west campus and core campus areas. This bodes well for the development of student housing in that area since the campus is the primary destination of these residents. It also indicates that if this construction schedule is followed, the current limitations in the intersections as described above are relatively short lived. The connection of Jones Butler Road to George Bush, while not as significant to the community at large, is crucial to the continued development, including any type of development, in the study area. Particularly for student housing development, but not exclusively so, this connection is required to provide an additional corridor for north south mobility in the area. This will help many types of situations including daily commute trips and special event access to Olsen Field or Reed Arena A report provided to TAMU in 2000 recognizes these benefits and recommends the construction of this connection. Pertinent to this study area, the student housing developments along Luther and Holleman will have a way to campus that fits in with the transportation system rather than the utilization of facilities, such as Marion Pugh, that were not designed for the traffic loading they currently experience. This is recognized on the Thoroughfare Plan. Additional transportation infrastructure is needed for future development in this area. Conclusions and Recommendations 1. The traffic volumes generated by the proposed residential development of the Callaway tract can be accommodated by the existing transportation system without significant adverse effects, assuming the connection of Marion Pugh Drive is made to Holleman Drive. 2. The presence of the connection of Marion Pugh Drive to Holleman Drive will stop the cut through traffic that currently uses routes through private property to access Holleman Drive. Callaway Tract Traffic Impact Assessment Page 19 This will improve safety in the area 3. Other types of commercial development on the subject tract, allowed under the current zoning restrictions, would cause more traffic problems in the immediate area than the proposed residential development. 4. The Level of Service of the Holleman Drive - Wellborn Road intersection will remain at LOS D during the peak hours given the addition traffic directed to it from the subject tract. 5. Minor adjustments to the traffic signal timing at Holleman Drive may be required to balance the traffic flow there. 6. The intersection of Marion Pugh Drive and George Bush Drive has limited capacity during the morning and evening peak periods to receive additional traffic in great quantities. 7. The accommodation of small amounts of additional traffic at this intersection will become possible from the reductions in traffic that are expected from the connection of Marion Pugh to Holleman Drive. 8. The intersection of Marion Pugh Drive and George Bush Drive has the necessary additional capacity to handle the traffic generated by the subject tract in the off peak hours of the day. 9. No significant negative effects of the additional traffic generated by the residential development of the subject tract should be noticeable. 10. The presence of multi -modal outlets, including pedestrian access to the on campus shuttle and the off campus transit system will greatly reduce the traffic generation of the subject tract if developed as a student residence development. 11. The connection of Jones Butler Road to George Bush Drive should be a high priority element of the transportation system improvements planned for College Station and Texas A &M University. 12. The construction of the grade separation of Wellborn Road and George Bush Drive will solve many of the current traffic congestion problems in southern and western College Station. Callaway TIA Executive Summary Page 1 Executive Summary A comprehensive traffic impact analysis has been completed for the proposed residential development of the Callaway Tract. This 13.76 acre tract adjacent to Marion Pugh Drive south of George Bush Drive will provide 704 bedrooms and will generate traffic accordingly. The study of the area shown below included traffic counts of several intersections and the gathering of data i Y ��xr Callaway TIA Executive Summary Page 2 including traffic information and proposed improvement information from the Texas Department of Transportation (TxDOT) and the gathering of data from the City of College Station including zoning restrictions, traffic signal data and information on the City Thoroughfare Plan. Discussions were had with City staff and TxDOT planners to develop some of the information presented herein. Trip generation calculations for the residential development were made based on accepted Institute of Transportation Engineers data. Data collected on bus ridership and student residence occupancies in the study area indicated that net production of vehicle trips would be reduced by 34% considering the multi -modal transportation methods that students make use of, such as pedestrian connections to the on campus shuttle and the off campus transit system operated by Texas A &M Univeristy (TAMU.) The net result in daily trip ends for various potential uses of the site are summarized in Table A below: Table A Daily Trip End Generation For Development Alternatives Development Size Daily Traffic (Vehicles per day) Student Residences 704 Persons 1614 VPD Office Park 13.7 Acres 2740 VPD Tire Store 85 KSF 2295 VPD Lumber Store 85 KSF 3825 VPD Garden Center 85 KSF 4420 VPD These data show that the proposed development would have much less traffic impact than anumber of other tenable uses of the tract. Capacity of the receiving traffic stream was studied including the intersections of Marion Pugh at George Bush, Holleman at Wellborn Road, and the new intersection to be provided by the proposed connection of Marion Pugh Drive to Holleman Drive which will be completed for this project. These intersections are currently near capacity during the peak two to three hours of the day, however, adequate capacity remains to accommodate the traffic generated by this project. During off peak hours capacity remains in all intersections to handle the additional traffic from this residential development with little additional congestion. Levels of service (LOS) will remain at current levels. Improvements in the area are proposed by TxDOT in the form of a grade separation of Wellborn Road at George Bush Drive for construction in the next five years. Additional improvements such as the connection of Jones Butler Road to George Bush Drive are shown on the City Thoroughfare Plan and have been studied and recommended in report to TAMU in 2000. Conclusions and Recommendations