Traffic Impact Study for Rolling Ridge Redevelopment

Transcription

1 Traffic Impact Study for Rolling Ridge Redevelopment Webster Groves, Missouri October 19, 2018 Prepared For: Gershman Commercial Real Estate 150 North Meramec Avenue Suite 500 St. Louis, Missouri Prepared by: Lochmueller Group, Inc. 411 North 10th Street, Suite 200 St. Louis, Missouri TE

2 Table of Contents EXECUTIVE SUMMARY... IV INTRODUCTION... 1 EXISTING CONDITIONS... 4 Existing Infrastructure... 4 Roadway Network... 4 Non-Motorized Transportation Network... 5 Transit Network... 5 Existing Traffic Volumes... 5 Existing Operating Conditions... 8 BASELINE 2021 CONDITIONS Baseline 2021 Traffic Volumes Baseline 2021 Operating Conditions PROPOSED DEVELOPMENT Trip Generation Directional Distribution & Trip Assignment BUILD 2021 CONDITIONS Build 2021 Traffic Volumes Build 2021 Operating Conditions Additional Considerations CONCLUSIONS Rolling Ridge Redevelopment Traffic Impact Study Page ii

3 List of Figures Figure 1: Overall Area Map... 1 Figure 2: Proposed Location of Rolling Ridge Development... 2 Figure 3: Preliminary Site Plan (by others, subject to change)... 3 Figure 4: Existing Lane Configuration and Traffic Control... 6 Figure 5: Existing Peak Hour Traffic Volumes... 7 Figure 6. Baseline 2021 Traffic Volumes Figure 7: Site Generated Traffic Volumes Figure 8: Build 2021 Traffic Volumes Figure 9: Proposed Lane Configuration Figure 10: Recommended Improvements List of Tables Table 1: Intersection Level of Service Thresholds... 8 Table 2: Existing Traffic Operating Conditions... 9 Table 3: Baseline 2021 Operating Conditions Table 4: Pass-By Trip Percentages Table 5: Proposed Trip Generation Table 6: Directional Distribution Percentages Table 7: Build 2021 Operating Conditions Rolling Ridge Redevelopment Traffic Impact Study Page iii

4 EXECUTIVE SUMMARY The Lochmueller Group has completed a traffic impact study for the proposed redevelopment of Rolling Ridge, located at 60 North Gore Avenue in Webster Groves, Missouri. The site is currently occupied by the Rolling Ridge Nursery. The redevelopment of Rolling Ridge is anticipated to include the following: 5,042 square feet (SF) of brew pub/restaurant; 3,305 square feet (SF) of retail space; 6,330 square feet (SF) of nursery and garden center; and 30 multifamily residential units. Additional square footage shown on the site plan is identified as storage, and is assumed to not generate traffic. Full build out of the site is expected by This traffic impact study focuses on the morning and evening peak period of a typical weekday, as these time periods reflect the peak periods of the proposed Rolling Ridge development. This study evaluates an existing, Baseline 2021, and Build 2021 (includes subject development) scenario. All study intersections and movements function with acceptable levels of service in the existing condition. Additionally, the existing queue lengths within the study area are acceptable and can reasonably be contained within the provided storage length. The proposed Rolling Ridge redevelopment would generate approximately 79 new vehicle trips during the weekday morning peak hour and 94 new trips during the weekday evening peak hour. The proposed site plan includes utilizing curb cuts on N Gore Avenue and Marshall Place. The driveway on N. Gore Avenue is proposed as inbound only, and the existing curb cut on Marshall Place is proposed as a ¾-access drive and restricting left turns from leaving the site. This restriction is to try to prevent patrons from using Marshall Place, which is residential in nature. Overall, the additional vehicular trips due to the proposed Rolling Ridge redevelopment will have a negligible effect on the operations of the study area roadway system. However, there are still several improvements recommended for construction as part of this site: Install bulb-outs extending into N. Gore Avenue on the northeast and southeast corners of its intersection at Marshall Place to act as a traffic calming measure and to improve sight distance around the on-street parking; Install a midblock high visibility continental crosswalk and bulb-outs connecting the site s parking lot on the west side of N. Gore Avenue to the building on the east side; Install signage and other visual clues at the parking lot on the west side of N. Gore Avenue so patrons recognize the lot is associated with the Rolling Ridge development; Install bulb-outs and entry feature on Marshall Place between the commercial and residential zones. Narrow the roadway to width, or other width as allowed by the Fire Department, creating a one-lane yield situation to deter commercial patrons from entering and parking in the neighborhood; and Install a channelized island on the Marshall Place site entrance to direct patrons exiting the site to N. Gore Avenue, preventing patrons from turning left (east) and traveling through the neighborhood. Rolling Ridge Redevelopment Traffic Impact Study Page iv

5 INTRODUCTION The Lochmueller Group has completed a traffic impact study for the proposed redevelopment of Rolling Ridge, located at 60 North Gore Avenue in Webster Groves, Missouri. The site is currently occupied by the Rolling Ridge Nursery. The owner of the existing site is seeking to add development to their site, which is anticipated to include a brewery with brew pub, restaurant, coffee shop, garden center, general retail, and multifamily residential dwelling units. Full build out of the site is expected by The proposed site plan includes utilizing the existing curb cuts on N Gore Avenue and Marshall Place. However, the existing curb cut on N Gore Avenue is proposed as an inbound only access drive. The existing curb cut on Marshall Place is proposed as a ¾ access drive, restricting outbound left turns. A map of the overall area, with respect to the proposed development, is shown in Figure 1. The proposed location of the Rolling Ridge development is shown in Figure 2. Figure 1: Overall Area Map Rolling Ridge Development Traffic Impact Study Page 1

6 Figure 2: Proposed Location of Rolling Ridge Development The redevelopment of Rolling Ridge is anticipated to include the following: 5,042 square feet (SF) of brew pub/restaurant; 3,305 square feet (SF) of retail space; 6,330 square feet (SF) of nursery and garden center; and 30 multifamily residential dwelling units. Figure 3 illustrates the preliminary site plan (provided by others). The purpose of this traffic impact study was to forecast the anticipated trips from the proposed uses, layer them onto the existing transportation network, and determine the impact to vehicular traffic caused by the additional land uses. This analysis will identify existing and forecasted operating conditions, thereby providing a measure of the site-generated traffic impacts. The following scenarios will be evaluated: Existing Baseline 2021 Build 2021 (includes subject development) This traffic impact study focuses on the morning and evening peak period of a typical weekday, as these time periods reflect the peak periods of the proposed Rolling Ridge development. Rolling Ridge Development Traffic Impact Study Page 2

7 Figure 3: Preliminary Site Plan (by others, subject to change) Rolling Ridge Development Traffic Impact Study Page 3

8 EXISTING CONDITIONS To identify the traffic impacts associated with the proposed expansion, it was first necessary to quantify roadway, traffic, and operating conditions as they currently exist. EXISTING INFRASTRUCTURE Roadway Network The study area road system was inventoried to identify existing roadway types, lane configuration, functional classifications, posted speeds, access provisions, and intersection control. The traffic data was collected at the following intersections: N Gore Ave at W Kirkham Ave (including right turn spurs) N Gore Ave at Marshall Pl Marshall Pl at existing site entrance N Gore Ave at W Lockwood Ave N Elm Ave at Marshall Pl Gore Avenue is categorized as a local road, and travels in the northwest-southeast direction. It is typically a 35 wide two-lane road with on-street parking provided along both sides of the road, and a posted speed limit of 25mph within the vicinity of the study area. No dedicated turn lanes are provided on Gore Avenue into the existing Rolling Ridge site entrance. Kirkham Avenue is categorized as a major collector that travels in the northeast-southwest direction. It is typically a two-way roadway with a landscaped median. No parking is provided along either side of Kirkham Avenue, and the posted speed limit is 35mph within the vicinity of the study area. The intersection of Gore Avenue & Kirkham Avenue is an all-way stop controlled intersection, with dedicated left turn lanes at all approaches, and a dedicated right turn lane on the southwestbound approach. Right tuners at the northeastbound approach of Kirkham Avenue are facilitated by a right turn spur onto Gore Avenue. Similarly, northwestbound right turners from Gore Avenue onto Kirkham Avenue are facilitated by a right turn spur. Marshall Place is categorized as a local road, and travels in the northeast-southwest direction. It is typically a 24 wide two-lane road with a posted speed limit of 30mph within the vicinity of the study area. Onstreet parking is provided along both sides of the road, away from the intersection of Gore Avenue & Marshall Place. The intersection of Gore Avenue & Marshall Place is side-street stop controlled on Marshall Place. No dedicated turn lanes are provided. No dedicated turn lanes are provided on Marshall Place into the existing Rolling Ridge site entrance. Lockwood Avenue is categorized as a minor arterial that travels in the east-west direction. It is typically a two-lane road with on-street parking provided along both sides of the road, and a posted speed limit of 25mph within the vicinity of the study area. The intersection of Gore Avenue & Lockwood Avenue is an all-way stop controlled intersection, with a dedicated westbound right turn lane. Rolling Ridge Development Traffic Impact Study Page 4

9 Elm Avenue is categorized as a minor arterial that travels in the north-south direction. It is typically a fourlane road with no on-street parking provided along either side of the road, and a posted speed limit of 35mph within the vicinity of the study area. The intersection of Elm Avenue & Marshall Place is side-street stop controlled intersection on Marshall Place. No dedicated turn lanes are provided at the intersection. The existing lane configuration and traffic control at the intersections included in the study area are depicted in Figure 4. Non-Motorized Transportation Network The project study area is near the downtown area of Webster Groves, where many pedestrian accommodations are already provided. Sidewalks are provided along both sides of each roadway throughout the study area, with the exception of Elm Avenue, which only provides a sidewalk along the east side of the road. The streetscape of the downtown area along N. Gore Avenue, which includes items such as pedestrian-scale lighting, street trees, bulb-outs, and street furniture, extends from Lockwood Avenue to the railroad tracks, but no further north. Crosswalks or ramps are provided at each intersection approach within the study area, with the exception of Elm Street, but many are not ADA accessible and are missing truncated domes or have faded pavement markings. There are no pedestrian accommodations to cross Elm Street at Marshall Place or N. Gore Avenue at Marshall Place. There are no dedicated bicycle facilities in the study area; bicyclists share the road. Lockwood Avenue has shared lane markings within the vicinity of the study area. Transit Network The study area is served by two Metro Bus routes: the 56 Kirkwood-Webster route, and the 59 Dogtown route. The 56 Kirkwood-Webster route travels along Lockwood Ave, and has major stops at STLCC Meramec, Adams & Kirkwood, Rock Hill Transit Center, and Shrewsbury I-44 Transit Center. On weekdays, headways range from 30 minutes to one hour between 5:00 AM and 10:30 PM. On Saturday, it has headways of approximately one hour from around 5:00 AM to 10:30 PM. The 59 Dogtown route travels along Elm Avenue within the study area, and has major stops at Rock Hill Transit Center, Brentwood Garage, Maplewood Commons, Brentwood I-64 Transit Center, Hampton & Clayton, STLCC Forest Park, and Central West End Transit Center. On weekdays, it has headways ranging from approximately 30 minutes to one hour from around 4:30 AM to 12:30 AM. On Saturday and Sunday, it has headways of approximately one hour from around 5:30 AM to 11:30 PM. EXISTING TRAFFIC VOLUMES To quantify study area traffic volumes, turning movement counts were performed at the study area intersections on Thursday September 20, 2018, and Thursday September 27, 2018 for the morning peak period (7:00 AM to 9:00 AM) and the evening peak period (4:00 PM to 6:00 PM). Based on the collected data, the network peak hours were determined to occur from 7:15 AM to 8:15 AM for the weekday morning peak and from 4:45 PM to 5:45 PM for the weekday evening peak period. Figure 5 illustrates the existing traffic volumes at the critical locations included in the study. Rolling Ridge Development Traffic Impact Study Page 5

10 Figure 4: Existing Lane Configuration and Traffic Control Rolling Ridge Development Traffic Impact Study Page 6

11 Figure 5: Existing Peak Hour Traffic Volumes Rolling Ridge Development Traffic Impact Study Page 7

12 EXISTING OPERATING CONDITIONS The existing traffic operating conditions at the critical study intersections were evaluated based upon the traffic volumes presented in Figure 5. The analysis was completed using Synchro 10 traffic modeling software, which is based upon the methodologies outlined in the 6 th Edition of the Highway Capacity Manual (HCM) published by the Transportation Research Board. The performance of a transportation system is quantified by Levels of Service (LOS), which are measures of traffic flow that consider factors such as speed, delay, interruptions, safety, and driver comfort and convenience. There are six levels of service ranging from LOS A ( free flow ) to LOS F ( oversaturated ). LOS D is commonly used for design purposes in urban settings. Levels of service criteria vary depending upon the roadway component being evaluated. Intersections are most commonly evaluated, since roadway capacity is typically dictated by the number of vehicles that can be served at critical intersections. For intersections, the criteria are based on delay and the type of control (i.e., whether it is signalized or unsignalized). Signalized intersections reflect higher delay tolerances as compared to unsignalized and roundabout locations because motorists are accustomed to and accepting of longer delays at signals. For signalized and all-way stop intersections, the average control delay per vehicle is estimated for each movement and then aggregated for each approach and the intersection as a whole. For intersections with partial (side-street) stop control, delay is calculated for the minor movements only (side-street approaches and major road left-turns), since through traffic on the major road is not required to stop. Table 1 summarizes the thresholds for intersection levels of service, as defined in the Highway Capacity Manual. LOS C represents a roadway with volumes ranging from 70 percent to 80 percent of its capacity. However, Level D is considered an acceptable condition during peak periods in urban and suburban areas. Table 1: Intersection Level of Service Thresholds Level of Service Signalized Delay per Vehicle (sec/veh) Unsignalized/Roundabout A < B > > C > > D > > E > > F > 80 > 50 The existing operating conditions at the intersections included in the study area are summarized in Table 2, presented as Level of Service, delay in seconds per vehicle, and 95 th percentile queue. All study intersections and movements function with acceptable levels of service in the existing condition. Additionally, the existing queue lengths within the study area are acceptable and can reasonably be contained within the provided storage length. Rolling Ridge Development Traffic Impact Study Page 8

13 Table 2: Existing Traffic Operating Conditions Intersection/ Approach Weekday AM Weekday PM LOS (Delay) Max. Queue LOS (Delay) Max. Queue Gore Kirkham Avenue (Unsignalized) Eastbound Approach C (17.7) 2.8 veh B (12.8) 1.1 veh Westbound Approach B (11.9) 0.7 veh C (15.5) 3.9 veh Northbound Approach C (16.2) 2.6 veh B (11.7) 0.7 veh Southbound Approach C (15.5) 2.6 veh B (13.8) 1.9 veh Overall Intersection C (15.3) - B (14.3) - Gore Kirkham Avenue Right Turn Spurs (Unsignalized) Eastbound Approach B (10.6) 0.5 veh B (10.9) 0.6 veh Gore Marshall Place (Unsignalized) Westbound Approach B (11.7) 0.2 veh B (10.7) 0.2 veh Southbound Left-turn A (7.9) 0 veh A (7.6) 0 veh Marshall Site South Access (Unsignalized) Eastbound Left-turn A (0.0) 0 veh A (0.4) 0 veh Southbound Approach A (0.0) 0 veh A (8.4) 0 veh Elm Marshall Place (Unsignalized) Eastbound Approach B (11.8) 0.2 veh B (14.2) 0.2 veh Northbound Left-turn A (8.5) 0 veh B (10.1) 0 veh Gore Lockwood Avenue(Unsignalized) Eastbound Approach C (22.8) 6.1 veh C (17.1) 3.5 veh Westbound Approach B (12.1) 1.8 veh C (16.9) 4.4 veh Southbound Approach C (17.9) 3.8 veh C (22.2) 5.6 veh Overall Intersection C (17.7) - C (17.1) - Rolling Ridge Development Traffic Impact Study Page 9

14 BASELINE 2021 CONDITIONS BASELINE 2021 TRAFFIC VOLUMES This study evaluates an existing condition, baseline conditions, and build conditions. The year 2018 is used for the existing condition analysis, while 2021 is used for the baseline and build conditions analyses. An annual growth rate of 0.5% was applied to existing traffic volumes when analyzing the 2021 baseline conditions. This growth rate was determined after considering the built-out nature of the area and historical traffic volumes. The baseline traffic volumes for 2021 are illustrated in Figure 6. BASELINE 2021 OPERATING CONDITIONS The Baseline 2021 operating conditions at the critical study intersections were analyzed under existing geometric roadway configurations, and evaluated based upon the traffic volumes presented in Figure 6. The analysis was completed using Synchro 10 traffic modeling software, which is based upon the methodologies outlined in the 6 th Edition of the Highway Capacity Manual (HCM) published by the Transportation Research Board. The baseline operating conditions at the intersections included in the study area are summarized in Table 3, and presented in terms of Level of Service, delay in seconds per vehicle, and 95 th percentile queue. All study area intersections and movements function with acceptable levels of service in the baseline condition. Additionally, the queue lengths within the study area are acceptable and can reasonably be contained within the provided storage length. Overall, the background growth has negligible effect on the surrounding roadway network. Rolling Ridge Development Traffic Impact Study Page 10

15 Figure 6. Baseline 2021 Traffic Volumes Rolling Ridge Development Traffic Impact Study Page 11

16 Table 3: Baseline 2021 Operating Conditions Intersection/ Approach Weekday AM Weekday PM LOS (Delay) Max. Queue LOS (Delay) Max. Queue Gore Kirkham Avenue (Unsignalized) Eastbound Approach C (18.2) 2.9 veh B (13.0) 1.1 veh Westbound Approach B (12.0) 0.7 veh C (15.9) 4.0 veh Northbound Approach C (16.5) 2.7 veh B (11.8) 0.7 veh Southbound Approach C (15.8) 2.7 veh B (14.1) 2.0 veh Overall Intersection C (15.6) - B (14.6) - Gore Kirkham Avenue (Unsignalized) Eastbound Approach B (10.7) 0.5 veh B (11.0) 0.6 veh Gore Marshall Place (Unsignalized) Westbound Approach B (11.7) 0.2 veh B (10.7) 0.2 veh Southbound Left-turn A (7.9) 0 veh A (7.6) 0 veh Marshall Site South Access (Unsignalized) Eastbound Left-turn A (0.0) 0 veh A (0.0) 0 veh Southbound Approach A (0.0) 0 veh A (8.4) 0 veh Elm Marshall Place (Unsignalized) Eastbound Approach B (11.8) 0.2 veh B (14.3) 0.2 veh Northbound Left-turn A (8.5) 0 veh B (10.2) 0 veh Gore Lockwood Avenue (Unsignalized) Eastbound Approach C (23.9) 6.4 veh C (17.6) 3.5 veh Westbound Approach B (12.3) 1.8 veh C (17.4) 4.4 veh Southbound Approach C (18.4) 4.0 veh C (23.2) 5.6 veh Overall Intersection C (18.3) - C (19.4) - PROPOSED DEVELOPMENT The proposed redevelopment of Rolling Ridge is anticipated to include the following: 5,042 square feet (SF) of brew pub and restaurant 6,330 square feet (SF) of nursery/garden center 3,305 square feet (SF) of retail 30 multifamily dwelling units Vehicular access to the site will include driveways on both N. Gore Avenue and Marshall Place. The entrance on N. Gore Avenue is proposed as an inbound only access drive and is located on the far north property line. The existing driveway on Marshall Place is proposed to be converted from a full access driveway to a ¾-access drive, restricting outbound left turns. The site will also utilize a parking lot located on the west side of N. Gore Avenue. It is recommended that signage be installed that identify it as being part of the subject site. Rolling Ridge Development Traffic Impact Study Page 12

17 Pedestrian access into the buildings will be located on the east and west sides of the building. The topography of the site lends itself to providing access to multiple levels of the building from the N. Gore Avenue street frontage. With the parking on the west side of N. Gore Avenue and the building on the east side, it is anticipated that there will be an increase in pedestrians crossing N. Gore Avenue. TRIP GENERATION In forecasting the proposed use s impact upon traffic conditions, it was necessary to identify the site s trip generation potential, as any impacts to the surrounding road system would be tied to the net increase in trip generation above and beyond the baseline. The Institute of Transportation Engineers (ITE) Trip Generation Manual, 10 th Edition, was use to estimate the anticipated trips generated by the proposed development. Land Use Code 932 (High-Turnover (Sit- Down) Restaurant) was used for the brew pub/restaurant. Land Use Code 817 (Nursery/Garden Center) was used for the nursery. Land Use Code 820 (Shopping Center) was used for the retail space. Land Use Code 221 (Multifamily Housing (Mid-Rise)) was used for the 30 residential units. The average rate was used when the fitted curve equations were not available or the R 2 value of the fitted curve equation was less than The weekday peak hour of adjacent street traffic was used for the AM and PM peak hour calculations. With the exception of the 30 multifamily dwelling units, the average trip rate was used with 1,000 SF gross floor area as the independent variable. It was assumed that internal capture, or the concept that traffic from one land use will visit a second land use before exiting the site, would be minor for this site due to the low number of residential units. The shopping center rate already accounts for some common trips amongst the retail land uses, so not assuming an internal capture rate is a conservative high estimate of trips. This ensures all impacts to the network due to new trips are accounted for in the analysis. It should be emphasized that not all of the trips generated by the proposed development would be new to the study area road system. Rather, a portion of the trips would be attracted to the proposed development as part of an existing trip to another destination. Studies indicate that retail, and restaurant uses attract a sizable amount of pass-by trips. These trips are already traveling past the site on the adjoining public roadways and would turn into the site to patronize the proposed uses before continuing on to a different destination. The trips would generate turning movements at the proposed site access driveways but would not represent new trips to the surrounding roadway system. The Trip Generation Handbook, Third Edition, published by ITE, provides pass-by trip percentages for Land Use Code: 820 (Shopping Center) and Land Use Code 932 (High-Turnover (Sit-Down) Restaurant). Pass-by percentages are not provided during the morning peak period for these land uses. Due to the anticipated uses of the proposed development, it is assumed that 0% of the total morning peak period trips would be pass-by trips. Due to the usage and nature of Land Use Code 817 (Nursery/Garden Center) and Land Use Code 221 (Multifamily Housing (Mid-Rise)), pass-by trips do not apply. Table 4 summarizes the proposed evening peak period pass-by percentages for both the restaurant and retail uses. It is assumed that passby trips only apply to Gore Avenue, and would be assigned 70% to/from the north and 30% to/from the south in accordance with the evening peak period existing traffic volumes. The proposed trip generation values, including pass-by trips, are summarized in Table 5. Rolling Ridge Development Traffic Impact Study Page 13

18 Table 4: Pass-By Trip Percentages Land Use Code PM Pass-By Percentage 820 (Shopping Center) 34% 932 (High-Turnover (Sit-Down) Restaurant) 43% Table 5: Proposed Trip Generation Land Use Size AM Peak Hour PM Peak Hour In Out Total In Out Total Multifamily Housing 30 Units High-Turnover Sit-Down 5,042 SF Shopping Center 3,305 SF Nursery/Garden Center 6,330 SF Total Site Generated Trips Pass-By Trips Total New Trips DIRECTIONAL DISTRIBUTION & TRIP ASSIGNMENT The site s incremental trip generation was assigned to the study area roadways in accordance with an anticipated directional distribution that reflects prevailing traffic patterns. The directional distribution was calculated from the existing turning movement counts taken within the study area. The proposed directional distribution percentages are presented in Table 6. The distribution percentages were multiplied by the new trip generation to obtain the site-generated traffic that is reflected in Figure 7. Table 6: Directional Distribution Percentages Origin/Destination Percentage To/From North via Gore Ave 15% To/From West via Kirkham Ave 10% To/From East via Kirkham Ave 20% To/From West via Lockwood Ave 20% To/From East via Lockwood Ave 35% As can be seen, no trips are anticipated to travel to or from the east via Marshall Place, a local residential street. For patrons from outside the area, mobile GPS routing applications do not route drivers through Marshall Place. The existing site is the only business land use along this stretch of Marshall Place, and there are no known plans for further development along Marshall Place. Therefore, it is assumed Marshall Place will continue to see mainly residential traffic once the proposed development is complete. If there are patrons to the proposed development that chose to travel to or from the site via Marshall Place, those trips will have a negligible effect on Marshall Place or its intersection at Elm Avenue. Trips were assigned to the site access drives considering the possibility that patrons may prefer to park in the west parking lot and walk across Gore Avenue to access the development. Therefore, of the total site generated entering trips, 25% are assumed to use the south site access, 25% are assumed to use the west site access, and 50% are assumed to use the west parking lot. 50% of the total site generated trips are assumed to use the south site access to exit the site, while the other 50% will exit from the west parking lot. No trips use the west access to exit the site since it is inbound only. Rolling Ridge Development Traffic Impact Study Page 14

19 Figure 7: Site Generated Traffic Volumes Rolling Ridge Development Traffic Impact Study Page 15

20 BUILD 2021 CONDITIONS The Build 2021 scenario represents conditions with the proposed redevelopment of Rolling Ridge in place and occupied. BUILD 2021 TRAFFIC VOLUMES The Baseline 2021 traffic volumes depicted in Figure 6 were combined with the site-generated traffic volumes reflected in Figure 7, resulting in the Build 2021 traffic volumes illustrated in. These traffic volumes were the basis of the Build 2021 conditions operations analysis. The Baseline 2021 conditions were analyzed under the proposed lane configuration depicted in Figure 9. BUILD 2021 OPERATING CONDITIONS The Build 2021 operating conditions were evaluated to determine the adequacy of the road network to accommodate traffic generated by the redevelopment of Rolling Ridge, and to mitigate any impacts, as necessary. The Build 2021 operating conditions are based on the HCM 6 th Edition and summarized in Table 7, with results presented as Level of Service, delay in seconds per vehicle, and 95 th percentile queue. All study intersections and movements function with acceptable levels of service in the build condition. The Missouri Department of Transportation (MoDOT) Traffic Impact Study (TIS) guidelines state that future conditions should not increase existing delays by more than 15 seconds or one level of service letter. All intersections and movements in the build condition adhere to this standard and are deemed acceptable. Additionally, the queue lengths within the study area are acceptable and can reasonably be contained within the provided storage length. Overall, the proposed Rolling Ridge redevelopment has negligible effect on the surrounding roadway system. Rolling Ridge Development Traffic Impact Study Page 16

21 Intersection/ Approach Gore Kirkham Avenue (Unsignalized) Table 7: Build 2021 Operating Conditions LOS (Delay) Weekday AM 95 th %-ile Queue LOS (Delay) Weekday PM 95 th %-ile Queue Eastbound Approach C (18.8) 3.0 veh B (13.3) 1.2 veh Westbound Approach B (12.3) 0.7 veh C (16.6) 4.3 veh Northbound Approach C (17.3) 2.9 veh B (12.1) 0.8 veh Southbound Approach C (16.6) 2.9 veh B (14.7) 2.2 veh Overall Intersection C (16.2) - C (15.2) - Gore Kirkham Avenue (Unsignalized) Eastbound Approach B (10.9) 0.5 veh B (11.3) 0.6 veh Gore Site West Access (Unsignalized) Southbound Left-turn A (0.2)* 0 veh A (0.1) 0 veh Gore Parking Lot (Unsignalized) Northbound Left-turn A (7.9) 0 veh A (8.2) 0 veh Eastbound Approach B (11.7) 0.1 veh B (12.1) 0.2 veh Gore Marshall Place (Unsignalized) Westbound Approach B (13.7) 0.5 veh B (12.3) 0.5 veh Southbound Left-turn A (8.0) 0 veh A (7.6) 0 veh Marshall Site South Access (Unsignalized) Eastbound Left-turn A (4.5) 0 veh A (3.7) 0.1 veh Southbound Approach A (8.7) 0.2 veh A (8.8) 0.3 veh Elm Marshall Place (Unsignalized) Eastbound Approach B (11.8) 0.2 veh B (14.3) 0.2 veh Northbound Left-turn A (8.5) 0 veh B (10.2) 0 veh Gore Lockwood Avenue(Unsignalized) Eastbound Approach D (27.4) 7.3 veh C (18.9) 4.0 veh Westbound Approach B (12.8) 1.9 veh C (18.0) 4.8 veh Southbound Approach C (21.1) 4.9 veh D (26.4) 6.9 veh Overall Intersection C (20.5) - C (21.1) - Rolling Ridge Development Traffic Impact Study Page 17

22 Figure 8: Build 2021 Traffic Volumes Rolling Ridge Development Traffic Impact Study Page 18

23 Figure 9: Proposed Lane Configuration Rolling Ridge Development Traffic Impact Study Page 19

24 ADDITIONAL CONSIDERATIONS Pedestrian access into the buildings will be located on the east and west sides of the building, and a parking lot on the west side of N. Gore that will result in an increase in the number of pedestrians crossing the street. Based on location of the parking and location of the building entrances, the pedestrian desire line will be to cross mid-block, and it is unlikely pedestrians will walk to the intersection at Marshall Place and cross at an intersection. Therefore, it is recommended that a high-visibility continental crosswalk be installed midblock across N. Gore Avenue that connects the site s parking lot to the building. As noted previously, the N. Gore Avenue streetscape does not extend north of the railroad tracks. Currently the on-street parking is underutilized in this area, which makes it quite easy for motorists to speed past the subject site and not be aware of their surroundings, such as potential pedestrians. It is recommended that bulb-outs be installed extending into N. Gore on the northeast and southeast corners of N. Gore Avenue and Marshall Place, as well as at the midblock pedestrian crossing identified above. The bulb-out on the southeast corner may need to be a modified bulb-out to avoid the existing drainage structure. This will act as a traffic calming measure, help define the on-street parking spaces, improve streetscape aesthetics at these locations by adding landscaping, improve sightlines for motorists on the minor street to see around parked vehicles, and reduce pedestrian exposure to moving vehicles when crossing the street by shortening the crosswalk. It is also recommended to install an ADA-compliant marked crosswalk on the east side of the Marshall Place intersection. Motorists sometimes use Marshall Place as a cut-through to avoid trains. Also, residents along Marshall Place have voiced concern over future patrons of the subject development utilizing the on-street parking in front of their houses. In order to reduce impacts to the neighborhood as much as possible, it is recommended to add bulb-outs on Marshall Place at a location between Rolling Ridge development and the residential area that reduces the cross-section as much as possible. This could be as low as wide, or as narrow as the City s fire department will allow. This will create a one-lane yield situation, similar to a one-lane bridge. On the bulb-out, an entry feature such as landscaping with monument signs announcing the neighborhood or perhaps a historical marker can help differentiate this area from the commercial area. The goal of this feature is to dissuade through traffic by making it look like a gated community while maintaining the public street. Marshall Place is a 24 -wide roadway that allows parking on both sides of the road. This cross-section sometimes creates a one-way situation already, so this recommended improvement would just make the one-way configuration permanent in a single location. Precedent for this treatment exists in the St. Louis area, a similar improvement (that is two-way, not oneway) has been successfully used near the Washington University campus to dissuade students from parking on neighborhood streets. A sketch showing the recommended bulb-out configurations is included as Figure 10. Rolling Ridge Development Traffic Impact Study Page 20

25 Figure 10: Recommended Improvements Rolling Ridge Development Traffic Impact Study Page 21

26 CONCLUSIONS Lochmueller Group has completed a traffic impact study for the proposed redevelopment of Rolling Ridge, located at 60 North Gore Avenue in Webster Groves, Missouri. The traffic evaluation resulted in the following conclusions: All study intersections and movements function with acceptable levels of service in the existing condition. Additionally, the existing queue lengths within the study area are acceptable and can reasonably be contained within the provided storage length. The proposed Rolling Ridge redevelopment would generate approximately 79 new vehicle trips during the weekday morning peak hour and 94 new trips during the weekday evening peak hour. Overall, the additional vehicular trips due to the proposed Rolling Ridge redevelopment will have a negligible effect on the operations of the study area roadway system. Several improvements are recommended for construction as part of this site: o Install bulb-outs extending into N. Gore Avenue on the northeast and southeast corners of the intersection at Marshall Place; o Install a midblock high visibility continental crosswalk and bulb-outs connecting the site s parking lot on the west side of N. Gore Avenue to the building on the east side; o Install signage and other visual clues at the parking lot on the west side of N. Gore Avenue so patrons recognize the lot is associated with the Rolling Ridge development; o Install bulb-outs and entry feature on Marshall Place between the commercial and residential zones. Narrow the roadway to width, or other width as allowed by the Fire Department, creating a one-lane yield situation to deter commercial patrons from entering and parking in the neighborhood; and o Install a channelized island on the Marshall Place site entrance to direct patrons exiting the site to N. Gore Avenue, preventing patrons from turning left (east) and traveling through the neighborhood. Rolling Ridge Development Traffic Impact Study Page 22

27 Appendix Appendix A: Traffic Counts Appendix B: Detailed Capacity Reports Appendix C: Scoping Agreement Rolling Ridge Development Traffic Impact Study

28 Appendix A: Traffic Counts Rolling Ridge Development Traffic Impact Study

29 Appendix B: Detailed Capacity Reports Rolling Ridge Development Traffic Impact Study

30 Appendix C: Scoping Agreement Rolling Ridge Development Traffic Impact Study