TRAFFIC IMPACT ANALYSIS

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1 TRAFFIC IMPACT ANALYSIS FOR THE CHAMPAIGN UNIT#4 SCHOOL DISTRICT PROPOSED HIGH SCHOOL (SPALDING PARK SITE) IN THE CITY OF CHAMPAIGN Final Report Champaign Urbana Urbanized Area Transportation Study 6/24/2014

2 Table of Contents List of Figures... 2 List of Tables Introduction Background Information Site Plan Existing Conditions Analysis Existing Traffic Operational Conditions at Intersections Roadway Segments Pedestrian and Bicycle Facilities Traffic Crash Analysis Proposed School Traffic Trip Generation Trip Distribution Project Impacts Intersection Capacity Analysis Signal Warrant Analysis Stop Control Warrant Analysis Turn Lane Requirements On-Site Queue Length Travel Time Recommendations On-Site Traffic Circulation Congestion Mitigation

3 List of Figures Figure 1: Proposed High School s Site Plan...5 Figure 2: Proposed Site and Study Intersections... 7 Figure 3: Pedestrian and Bicycle Facilities around the Proposed Site Figure 4: Traffic Crash Types Figure 5: Proposed Parking Allocations Figure 6: Student Residences Figure 7: Background Traffic Circulation During AM Peak Hour Figure 8: Traffic Generated by the Proposed School during AM Peak Hour Figure 9: Traffic Circulation during School Start Time Figure 10: Traffic Circulation during School End Time

4 List of Tables Table 1: LOS Criteria for Signalized Intersections...9 Table 2: LOS Criteria for Unsignalized Intersections...9 Table 3: Intersection Control Delays and Levels of Service Table 4: Average Daily Traffic Table 5: Traffic Crash Frequencies ( ) Table 6: Traffic Crash Severity Table 7: Pedestrian and Bicycle Crashes Table 8: Trip Generation Rates Table 9: Trips Generated by the Proposed School Table 10: Intersection Control Delays and Levels of Service with Proposed School Traffic

5 1.0 Introduction The Champaign Unit 4 School District is considering one of two sites to build a new high school facility in the City of Champaign. This traffic impact analysis (TIA) analyzes the site south of Bradley and east of Prospect in the City of Champaign. The proposed site includes Spalding Park of the Champaign Park District, east of Franklin Middle School of the Champaign Unit 4 School District. Existing land uses in the vicinity of the proposed school site are a mix of institutional, commercial, recreational, and residential. Figure 1 shows the proposed site location. 1.1 Background Information The existing Central High School of the Champaign Unit 4 School District near downtown Champaign will be relocated to the proposed site. Expected capacity of the new school will be approximately 1,600 to 1,700 students. The expected opening year of the new school will be The proposed new school will have 180 employees. School start and end times will be 8:05AM and 3:20PM respectively. The proposed new school will enroll students based on redistricting of the Champaign Unit 4 School District current boundaries. A separate study is currently underway to analyze the redistricting process. Without updated district boundaries, this traffic impact analysis will assume current enrolled students of Central High School will attend the proposed new school. 1.2 Site Plan Figure 1 shows the proposed school s site plan. As can be seen in Figure 1, the approximate site area will be 34.5 acres and the proposed school building will be located on the east side of Harris. Athletic facilities will be on both sides of Harris. There will be three surface parking lots on the east side of Harris and two additional surface parking lots on the west side of Harris, not including the existing parking lots of Franklin Middle School and the Judah Christian School site. Designated pedestrian paths will connect the surface parking lot athletic facilities with the main school building. 4

6 Figure 1: Proposed High School s Site Plan

7 2.0 Existing Conditions Analysis Existing conditions analysis includes evaluation of existing traffic operational conditions and crash data analysis of roadways and intersections in the vicinity of the proposed site. 2.1 Existing Traffic Operational Conditions at Intersections The proposed school s start time will fall within the morning peak hour of 7:30AM to 8:30AM for the area. Thus, some key intersections around the proposed school site were evaluated for existing traffic operational conditions during the morning peak hour on typical weekdays. These intersections are illustrated in Figure 2. Morning peak hour traffic operational conditions were evaluated for the following intersections: Prospect /Bloomington Road Prospect /Bradley Prospect /Church Street Prospect /University Prospect /Springfield State Street/Bradley

8 Figure 2: Proposed Site and Study Intersections 7

9 Intersection traffic operational conditions (capacity and quality of service) were determined using the methodologies described in the Highway Capacity Manual 2010 and utilizing SYNCHRO Traffic microsimulation software. Selected intersection criteria such as Level of Service (LOS), approach delay and intersection delay were analyzed to determine the existing operational conditions during the morning peak hour on typical weekdays. LOS is a qualitative measure describing operational conditions, from A (best) to F (worst), within a traffic stream or at an intersection. LOS is quantified for signalized and unsignalized intersections using vehicle control delay. Control delay is the component of delay that results from the type of traffic control at the intersection. It is measured by comparing the controlled condition against the uncontrolled condition. The difference between the travel time that would have occurred in the absence of the intersection control and the travel time that results from the presence of the intersection control is the control delay. Average control delay per vehicle is estimated for each lane group, aggregated for each approach and for the intersection as a whole. Table 1 describes the LOS criteria for signalized intersections. LOS A represents free flow along the intersection with minimal delay, LOS B represents stable flow with slight delays, LOS C indicates stable flow with acceptable delays, LOS D represents an approaching unstable flow with tolerable delay (e.g. occasionally wait through more than one signal cycle before proceeding), LOS E indicates unstable flow with an approaching intolerable delay, and LOS F represents forced or jammed flow. 8

10 Table 1: LOS Criteria for Signalized Intersections Control Delay per Vehicle LOS for Volume to Capacity Ratio and and and and A B C D E F (Source: HCM 2010) Table 2 shows the Level of Service criteria for two-way and all-way stop control intersections. Table 2: LOS Criteria for Unsignalized Intersections Control Delay per Vehicle and and and and (Source: HCM 2010) LOS for Volume to Capacity Ratio 1 Table 3 shows existing average control delay and level of service values for the study intersections during the morning peak hour on weekdays. As can be seen in Table 3, the Prospect /Springfield intersection is currently congested during the morning peak hour. A B C D E F 9

11 Table 3: Intersection Control Delays and Levels of Service Intersection Prospect /Bloomington Road Prospect /Bradley Prospect /Church Street Prospect /University Prospect /Springfield State Street/Bradley Approach Average Control Delay (sec/veh) LOS Northbound 35.4 D Southbound 19.5 B Eastbound 39.1 D Westbound 47.7 D Overall 31.8 C Northbound 29.8 C Southbound 17.5 B Eastbound 30.7 C Westbound 31.8 C Overall 26.9 C Northbound 6.7 A Southbound 8.1 A Westbound 29.8 C Overall 24.5 C Northbound 25.4 C Southbound 6.4 A Eastbound 38.1 D Overall 24.9 C Northbound 75.1 E Southbound 46.3 D Eastbound 60.9 E Westbound 54.3 D Overall 60.7 E Southbound Left 33.8 C Southbound 31.3 C Eastbound 7.6 A Westbound 3.4 A Overall 12.2 B 2.2 Roadway Segments The proposed site will be mainly served by three roadway corridors: Prospect : Prospect from Springfield to Interstate Highway 74 is classified as an Other Principal Arterial in the Champaign - Urbana Urbanized Area Long - Range Transportation Plan. Such roads typically serve the major centers of activity of the metropolitan area, have the highest traffic volumes, and serve the longest trips. These routes are not 10

12 designed to provide direct access to adjacent properties but are designed to accommodate longer trip mobility. The Prospect segment from Springfield to Interstate Highway 74 has an urban cross-section with two directional traffic and two lanes in each direction with no median. Turn lanes are available at major intersections along the corridor. Sidewalks are available on both sides of Prospect. Bradley : Bradley from Prospect to State Street is classified as a Minor Arterial in the Champaign - Urbana Urbanized Area Long - Range Transportation Plan. Minor Arterials form a network that interconnects with the principal arterials to provide service for moderate trip lengths at a somewhat lower level of travel mobility than principal arterials. Bradley segment from Prospect to State Street has an urban cross-section with two directional traffic and two lanes in each direction with no median. Sidewalks are available on both sides of Bradley. State Street: State Street from Bradley to Church Street is classified as a Major Collector in the Champaign - Urbana Urbanized Area Long - Range Transportation Plan. Major Collectors gather traffic from minor collectors and local roads and funnel them to the arterial network. State Street is a two-lane, one-way roadway with sidewalk on both sides. Table 4 shows average daily traffic volumes on Prospect, Bradley, and State Street study segments. As can be seen in Table 4, daily traffic volumes on Prospect segments are the highest among the study roadway segments. 11

13 Roadway Prospect Table 4: Average Daily Traffic Segment From To Bloomington Road Bradley Average Daily Traffic Year 21, Prospect Prospect Bradley State Street Bradley Church Street Prospect Bradley Church Street 18, Springfield 16, State Street 11, Vine Street 3, Pedestrian and Bicycle Facilities Figure 3 shows pedestrian and bicycle facilities around the proposed school site. As shown in Figure 4, all the major roadway corridors have sidewalks on both sides. 12

14 Figure 3: Pedestrian and Bicycle Facilities around the Proposed Site 13

15 3.0 Traffic Crash Analysis Traffic crash data from 2008 to 2012 was analyzed for the study intersections. Traffic crash data was obtained from the Illinois Department of Transportation. Table 5 shows the crash frequencies at different study intersections. As shown in Table 4, the Prospect /Bloomington Road intersection had the highest number of crashes for the analysis period. Crash frequency at the Prospect /Bradley intersection has shown an upward trend since Table 5: Traffic Crash Frequencies ( ) Intersection Year Total Prospect /Bloomington Road Prospect /Bradley Bradley /Harris Bradley /Elm Street Bradley /State Street Prospect /Church Street Prospect /University Prospect /Springfield Total Crash severity levels are generally classified into three different categories: Fatal Crash Injury Crash Property Damage Only (PDO) The Illinois Department of Transportation s (IDOT) Division of Traffic Safety categorizes injury crashes into three severity categories: A-Injury, B-Injury and C-Injury. A-Injury is the most severe and C-Injury is the least severe. Table 5 shows the severity of crashes at the study intersections. Approximately 25% of crashes involved some injuries. As can be seen in Table 6, there were no fatal crashes at the study intersections and there were 21 A-injury crashes. 14

16 Intersection Table 6: Traffic Crash Severity Total Crash Severity Crashes Fatal A-Injury B-Injury C-Injury Total Injuries Prospect /Bloomington Road Prospect /Bradley Bradley /Harris Bradley /Elm Street Bradley /State Street Prospect /Church Street Prospect /University Prospect /Springfield Total Figure 4 shows crash types at the study intersections. As can be seen in Figure 4, rear-end, turning, and angle crashes were the predominant types of crash at the study intersections. Rear-end crashes are the most common type of crash at signalized intersections. Figure 4: Traffic Crash Types Turning 33% Angle 12% Fixed Object 2% Pedestrian 1% Pedalcyclist 1% Sideswipe 7% Rear End 44% There were 2 pedestrian and 3 bicyclist crashes at the study intersections. Table 7 shows details of the pedestrian and bicyclist crashes. All the pedestrian crashes resulted in severe injuries. 15

17 Table 7: Pedestrian and Bicycle Crashes Intersection Date Crash Type Severity Level Prospect /Church Street 02/13/08 Pedestrian A-Injury Prospect /Church Street 12/14/11 Pedestrian A-Injury Prospect /Springfield 06/28/08 Bicyclist B-Injury Prospect /Bradley 07/18/10 Bicyclist C-Injury Prospect /Bradley 08/04/11 Bicyclist B-Injury 16

18 4.0 Proposed School Traffic 4.1 Trip Generation For this traffic impact analysis, trip generation to/from the new school was based on the following assumptions: 1) Current students at the existing Central High School will attend the newly built school after completion. 2) The proposed school will have 180 teachers and staff members. 3) 100% of the teachers and staff members will be using cars to access school. 4) There will be 1,300 students at the new school. 5) Approximately 34% of students will either drive their cars or be dropped off by cars at the school. 6) Approximately, 66% of students will be using Champaign Urbana Mass Transit District s (CUMTD) buses for school commuting. 7) Franklin Middle School s start and end times will be at least one hour apart from the proposed High School s start and end times respectively. 8) Trips generated by the athletic facilities would be negligible during the typical weekday school start and end times. 9) Student and staff parking would be separated and proposed parking allocation is shown in Figure 5. Figure 5: Proposed Parking Allocations 17

19 Table 8 and Table 9 show auto trip generation rates and the number of trips generated by the proposed high school during the AM and PM peak hours of the generator. Number and Type of Units 1,300 Students Table 8: Trip Generation Rates AM Peak Hour (Veh/Unit/hr) PM Peak Hour of the Generator (Veh/Unit/hr) Inbound Outbound Inbound Outbound Staff Number and Type of Units Table 9: Trips Generated by the Proposed School AM Peak Hour PM Peak Hour of the Generator Inbound Outbound Inbound Outbound 1,300 students staff Sub Total Trip Distribution Figure 6 shows the locations of current student residences of Central High School. Trip distribution calculations were completed based on the residence locations and regional roadway network. 18

20 Figure 6: Student Residences Figure 7 shows the distribution of background traffic during weekday AM peak hour without the traffic generated from the proposed school. 19

21 Figure 7: Background Traffic Circulation During AM Peak Hour Figure 8 shows generated traffic by the proposed school during the AM peak hour. 20

22 Figure 8: Traffic Generated by the Proposed School during AM Peak Hour 21

23 5.0 Project Impacts Impacts of the new trips generated by the proposed school on the existing transportation network were evaluated. 5.1 Intersection Capacity Analysis Traffic flow conditions during the AM peak hour at the study intersections due to traffic generated by the proposed school were evaluated. Table 10 shows the travel delay and levels of service at the study intersections with the projected traffic generated by the proposed school site. As can be seen in Table 10, the Prospect /Springfield intersection would be congested during the morning peak hour. Table 10: Intersection Control Delays and Levels of Service with Proposed School Traffic Average Intersection Approach Control Delay LOS (sec/veh) Northbound 35.8 D Prospect Southbound 20.4 C /Bloomington Eastbound 39.1 D Road Westbound 47.7 D Overall 32.0 C Prospect /Bradley Prospect /Church Street Prospect /University Prospect /Springfield Northbound 31.3 C Southbound 18.5 B Eastbound 33.6 C Westbound 35.0 C Overall 29.1 C Northbound 50.9 D Southbound 8.4 A Westbound 30.1 C Overall 33.0 C Northbound 29.7 C Southbound 10.9 B Eastbound 38.0 D Overall 27.3 C Northbound 160 F Southbound 49.5 D Eastbound 63.6 E Westbound 53.7 D Overall 92.9 F 22

24 Table 10: Intersection Control Delays and Levels of Service with Proposed School Traffic Intersection State Street/Bradley Approach Average Control Delay (sec/veh) LOS Southbound Left 31.3 C Southbound 33.8 C Eastbound 6.4 A Westbound 4.1 A Overall 11.2 B 5.2 Signal Warrant Analysis The Manual on Uniform Traffic Control Devices (MUTCD) traffic signal warrants were checked for the unsignalized intersections in the study area. A warrant for any traffic control device (sign, signal or pavement marking) is the minimum criteria that must be met before such a device can be installed. A traffic control signal should not be installed unless one or more of the nine traffic signal warrants are met. Also, meeting a warrant does not mean a traffic control device must be installed. Engineering judgment should be used to determine whether the installation of a traffic signal would improve the overall safety and/or operation of the intersection. Based on projected morning peak hour traffic flow at the Harris /Bradley intersection, a detailed signal warrant study was performed for this intersection. However, none of the traffic signal warrants were met. 5.3 Stop Control Warrant Analysis Multi-way (All-way) stop control can be beneficial as a safety measure at intersections if certain traffic conditions prevail. Generally, multi-way stop control is used where the volume of traffic on the intersecting roads is approximately equal. All the unsignalized intersections analyzed for this study had very low minor approach traffic compared to major approach traffic flow. Thus, none of the two-way stop control intersections was identified for an all-way stop control analysis. 5.4 Turn Lane Requirements Available right of way on Prospect and Bradley study segments are not enough to consider turn lanes at selected locations. 23

25 5.5 On-Site Queue Length Based on the expected number of enrolled students in the proposed new High School, the minimum stacking length (queue length) in the drop off/pick up location should be at least 1,200 feet. 5.6 Travel Time A separate study titled School Site Alternatives Evaluation of Impacts on Defined Communities was updated by the Champaign County Regional Planning Commission in April 2014 for estimating travel time to school based on existing student resident locations. Based on the study findings, estimated median one-way driving time to the proposed new school site would be 9.5 minutes. 6.0 Recommendations 6.1 On-Site Traffic Circulation General recommendations for the on-site traffic circulation would include: Separating parent drop off and bus drop off locations. Providing crosswalks with adequate signs for safer access to school. Separating staff and student parking locations. Using appropriate signs as per the MUTCD 2009 guidelines for delineating one-way streets. Making drop off zones visible to automobile drivers. Figure 9 and Figure 10 show recommended traffic circulation around the proposed High School during school start and end times respectively. 24

26 Figure 9: Traffic Circulation during School Start Time Figure 10: Traffic Circulation during School End Time 25

27 6.2 Congestion Mitigation As shown in Table 10, the Prospect /Springfield intersection would be fully congested during the morning peak hour. A combination of following mitigation measures should be adopted: Intersection capacity enhancement: Signal coordination and optimization for the Prospect corridor from Springfield to Bloomington Road. Encouraging mode shift: Providing other competing modes to automobile users and encouraging them to utilize them. These competing modes include walking, bicycling, and transit service. Changing school start time and selecting a start time outside morning peak hour (7:30AM to 8:30AM) of the region. 26

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