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This study provides Midway Companies with a site plan and transportation analysis for, a proposed development near the Texas A&M University campus in College Station, Texas. is envisioned as a true mixed-use development, which will attract residents, employers and visitors to create a vibrant community. Some of the guiding principles in the development of are to: Promote synergistic land uses and a walkable and human-oriented environment. Provide residences, offices, shopping and recreational facilities within minutes of each other Provide convenient, multi-modal access both within and to the site. Ensure a marketable mix of features and amenities catering to a broad range of demographic and income groups Provide world-class facilities including a hotel and conference center Interface with the Texas A&M University to maximize patronage from the university campus Create a one-of-a- kind destination in central Texas. This report provides an overview of the proposed phased approach to developing a site plan for. A detailed site plan is provided for the first phase, including a description of the roadway types, road network, pedestrian amenities, etc. This first phase is expected to be fully built-out and occupied by 2015. The proposed site plan for Phase 1 was developed to reflect the above principles, by locating land uses synergistically, and by maximizing opportunities to share parking and promote walkability within the site. mitigation measures were also proposed for the network to minimize the impact on the existing roadway network. Furthermore, additional changes were proposed to improve access to the site for pedestrians crossing over from the university. This report also documents the findings from a multi-modal transportation analysis, a traffic impact analysis, and a parking generation/shared parking study, and provides Midway Companies with the required information and resources to make an investment decision regarding and to develop a well-planned and commercially viable mixed-use development. 2
Proposed Site Plan and Design The proposed Campus Point development is composed of a variety of uses, so as to create a vibrant mixed-use community. The following table summarizes these uses composed within Phase 1. Description of Land Uses in Phase 1 Land Use Residential 600 units married student apartments 400 loft apartments (600 sq. ft. each) Hotel 300 rooms Conference Center 30,000 sq. ft. Offices 200,000 sq. ft. Cinema 15,000 sq. ft. Retail Stores 66,500 sq. ft. Fitness Center 120,000 sq. ft. Restaurants 30,000 sq. ft. Fine Dining Restaurants 20,000 sq. ft. Casual Restaurants 13,500 sq. ft. Fast Food Restaurants Bowling Alley 30,000 sq. ft. Central Plaza 1.5 Acres The development for Phase 1 is contained within a 30-acre area. In order to maintain a true, mixed-use feel, all retail stores and restaurants are housed on the ground floor of buildings; office and residential are on upper floors of the buildings. The fitness center is meant to serve not only the residents, but guests at the hotel and employees in the offices. All the uses are arranged in a way to provide a truly walkable environment; consequently, the density of this development is higher than the rest of College Station. On street parking, parking garages, and minimal surface parking is provided; every use on the site is able to be access by a less than ¼ mile walk from a parking location. The site plan can be viewed in the following figure. 3
11 8 9 9 11 12 8 9 10 10 3 2 1 5 4 12 11 7 6 11 12 1. Hotel 2. Conference Center 3. Plaza 4. Cinema 5. Bowling Alley 6. Ftness Center 7. Park/Open Space 8. Residential/Retail Mixed 9. Office/Retail Mixed 10. Retail 11. Structured Parking 12. Surface Parking Scale 0 500 1000 ft N 4
Phase 2 will have development patterns similar to those in Phase 1; additional ground floor retail and upper level office and residential uses are expected. Phase 3 is expected to contain a company headquarters in the Northeast corner. In the end, the Campus Point development is expected to become a thriving mixed-use development used by students, professionals, and those looking for recreation. The proposed locations for the development in each phase are shown in the following figure. phase 3 existing phase phase 2 phase 1 N 5
Roadway Network The roadway network and transportation facilities are an integral part of a vibrant site development. The roadway design elements are crucial to providing safe and adequate facilities for pedestrians, bicyclists, and motorists. Specifically, the site is composed of three major roadway types: Boulevard, Urban Street, and One-Way Downtown Street. Additionally, the site is surrounded by three major arterials and one minor collector, as described in the College Station Thoroughfare Plan. This section summarizes the entire roadway network within and surrounding the site, as shown in the figure below. Roadway Network Scale 0 500 1000 ft N 6
Surrounding Roadways The site is bounded by South College Avenue, University Drive, and Texas Avenue, Hensel Drive, and extends to the intersections between Texas Avenue and Rosemary Drive, and South College Avenue and Hensel Drive in the north/northeast direction. The main roadway characteristics are as shown in the table below. Major Roadway Characteristics Roadway Functional Classification 1 Number of Lanes Speed Limit South College Avenue Major Arterial 4 40 University Drive Major Arterial 6 40 Texas Avenue Major Arterial 4 40 Hensel Drive Minor Collector 30 2 1 From the College Station Thoroughfare Plan, May 2006 On-Site Network All streets within the development were classified as one of the following types: Boulevard, One-Way Downtown, or Urban Street. Cross sections are provided below for each street type. The street network focuses on multimodal transportation to include bicycling, walking, public transportation, and personal automobiles. In order to promote the use of alternative transportation, emphasis was placed on street designs, including lighting, shade, adequate sidewalk width, and appropriate speed limits. The following figure shows the classification of each proposed roadway within the site. 7
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The transportation network is the base to any well planned development. It provides access to any location in the site and ensures that people and goods have efficient ways to move around. Overall, the development will attract a large number of people using a variety of transportation modes. Additionally, due to its proximity to the University, the can expect a large number of student pedestrians and transit users. Overall, it is important to safely accommodate all non-motorized modes of transportation in and around the site. Pedestrian and Bicycle Access Pedestrian pathways are clearly defined and provide adequate access to and from the site. It is expected to have a large number of pedestrians accessing the site from the University; in order to accommodate these persons, pedestrian crosswalks are prominent at the three stop lights into the development along University Drive. Additionally, the intersection at University Drive and South College Avenue was slightly reconfigured to address pedestrian traffic. As opposed to having separated right turn lanes, which forced pedestrians to cross the right turn lane to a median and then the 6 lane street, the right turn is now at a 90 degree angle. This reduces the pedestrian crossing distance at this intersection from approximately 350 feet to 150 feet. Additionally, by making the turn a 90 degree angle, vehicle speeds will be slower and motorists will be more aware of pedestrian traffic. Within the site, sidewalks are prevalent on every roadway. Additionally, a pedestrian walking path also travels between a number of the buildings, providing additional pedestrian connectivity. The pedestrian connectivity can be seen in the following figure. Bicycle connectivity is also important for the development due to the large proportion of the population in College Station utilizing bicycles as a main form of transportation. Bike routes are prominent throughout the site, being located along every roadway; specifically, the bike lanes will be 6 feet wide and well highlighted along the roadways to ensure motorists are aware. In particular, the bike lanes will be painted a different color nearby intersections so as to increase bicycle visibility in an area that may be prone to vehicular conflicts. Bicycle signage will also be prominent to further increase awareness. 11
Pedestrian/Bicycle Access Scale N Pedestrian Corridor Shortened Crossings Multi-Use Path Major Pedestrian/Bike Crossings 0 500 1000 ft A large multi-use path, of approximately 10 feet, will surround the entire perimeter of the site providing access to both pedestrians and bicyclists. This will facilitate multi-modal transportation around the site, in addition to safe and aesthetically pleasing entrances and exits to the site. 12
Transit Access The map below provides a suggested transit route for the site. Currently, the Texas A&M University bus service operates a bus route through the existing married student housing located adjacent to. The development of Phase 1 of Campus Point will provide an opportunity to integrate the bus service with the site s internal circulation network, through two transit stops, one serving the residential areas on the site, and the other providing access to a more central location on the site, close to retail and restaurants. The Brazos Valley s transit company (The District) also currently provides fixed-route service on Texas Avenue, South College Avenue and University Drive adjacent to. The District s Transit Service can also be modified in the future to serve directly as well. Transit Access Map Legend Transit Route Transit Stop Scale 0 500 1000 ft N 13
In addition to ensuring connectivity of pedestrian and bicycle paths and adequate transit access, it is important to consider the amenities provided to individuals on the site. The following section describes in detail a number of pedestrian amenities that should be included to ensure a comfortable and inviting environment. Pedestrian Amenities As stated above, it is expected that a large proportion of those visiting the site will be utilizing alternate transportation modes. Consequently, it is important to provide amenities that can be utilized by pedestrians, bicyclists, and transit users. By including simple amenities and aesthetic features, the Campus Point development can create an environment that is inviting to pedestrians and transit users. Particular amenities that can be included to provide a pedestrian friendly atmosphere include: sidewalks, planters/trees, benches, lighting, and trash cans. Sidewalks Sidewalks are located along both sides of every street within the development. They are 13 feet wide to provide ample room for pedestrians to navigate throughout the site. All sidewalks will also satisfy any ADA requirements on width and ramps at intersections. Various materials may be considered to provide a more inviting environment, such as the following examples: Planters/Trees Street landscaping will be along every roadway within the development and within the median on the Boulevard Street. Landscaping may be in the form of street trees and planters which will provide shade from the stifling Texas heat; overall, landscaping provides a more enjoyable and pleasant environment for pedestrians. Examples of planters and trees are shown in the following photographs. 14
Benches Benches will be located along all streets to provide a location to rest and wait, which is particularly beneficial to any elderly or injured accessing the site. Overall, they will allow for pedestrians to sit and enjoy a snack or cup of coffee while people watching. Additionally, they are a great addition to an urban area to promote interaction and a sense of community. Possible benches are displayed below. 15
Lighting Adequate lighting is extremely crucial in creating a welcoming pedestrian environment. A lack of lighting creates unknown spaces that become worrisome to pedestrians. Unlit spaces are considered more dangerous and uninviting because it is unknown who or what may be hidden there. Adequate lighting will be provided along every street so as to create a safe environment for pedestrians at all times of the day. Examples of lighting options are shown below. 16
Trash Cans Trash cans will be located along every street to help foster a clean environment and a convenience for pedestrians, while still being aesthetically pleasing. A decorative style of trash can be considered, so as not to detract from the inviting environment of. Examples can be seen below. 17
Vehicular Access The map below provides an overview of the major vehicular access routes to the site. The site layout made use of many existing intersections and driveways to the site, along with signalization or intersection improvements where needed to accommodate the additional incoming and exiting traffic. These are discussed in further detail in the traffic impact analysis in the next section, which provides a quantitative analysis of the vehicle trips and their impact on the adjoining roadway network. The major entrances/exits for vehicles include: Intersection between University Drive and Calvin Moore Avenue (signalized with left turns allowed from and onto University) Intersection between University Drive and Polo Avenue Entrance/Exit at the Meadowland Drive/ University Drive intersection (only right turns allowed in and out of the site) Entrance/Exit off South College Avenue between University Drive and Hensel Drive (only right turns allowed in and out of the site) Intersection between Hensel Street and Texas Avenue (signalized) Intersection between Hensel Drive and South College Avenue (with separate left and right turn lanes on Hensel Drive to accommodate larger exiting volumes). 18
Vehicular Access Scale 0 500 1000 ft N Vehicular Access Points 19
Parking Requirements The following section summarizes the parking demand for the proposed development. The concept of shared parking was used in this analysis. Shared parking is the concept of a parking space serving more than one land use without conflict. This concept is effective due to two main reasons: (1) there are variations in parking demand by hour, day, or season at individual land uses and (2) the relationship between land uses prompts individuals to visit more than one land use on the same automobile trip. Overall, shared parking finds the balance between providing an adequate amount of parking and providing excessive parking, which leads to additional land and resources for parking 1. The phase 1 development is separated into four parking districts. Each district encompasses an equal amount of space, approximately 7.5 acres, of the site. Additionally, each has a parking garage and on street parking and some has surface parking to match the parking needs for those land uses. A shared parking analysis was done for each district, to determine how those uses work together. The following variables are considered in a shared parking analysis: Design Month: this variable is shown in the Month Adjustment category. As expressed in the project outlines, April 2015 was to be the design month for this development; consequently, the recommended monthly adjustment factors were used in this analysis. These values were taken directly from Shared Parking. Mode Adjustment: this variable adjusts the parking demand by considering the local transportation options, such as transit and pedestrian facilities. These values were developed using our best judgment on general transportation trends in the College Station area. Data from the 2010 American Community Survey determined that 4.9% and 4.3% of the population used public transit and walking, respectively, to commute to work; these were considered in deciding the final values. Additionally, due to the site s proximity to Texas A&M University, it is likely to draw more pedestrian and university bus trips. Noncaptive Ratio: this variable is an estimate of the percentage of vehicles at a land use in the mixed-use development, which are not already being counted as being parked at another land use. In general, it will be common for a person to park and visit more than one land use, without generating any additional parking demand. These values were developed in the Traffic Impact in the Internal Trip Capture Percentages by Land Use. It was assumed that the number of cars would be similar to the number of trips; therefore, the number of parking spots decreased by internal trip capture rates would be similar. First, the total number of parking, without considering shared parking, was determined by using the recommended base parking ratios from Shared Parking. This provided a certain number of spots required for each visitor and employee on weekdays and weekends per the number of 1 Smith, Mary S. Shared Parking. Second Edition. Washington, D.C.: ULI the Urban Land Institute and the International Council of Shopping Centers, 2005. 20
thousand square feet of gross leasable area (ksf GLA). Additionally, particular uses like the movie theater, hotel, and apartments utilized other units, such as a particular number of spots per seat, room, and unit, respectively. The results of this analysis are summarized in the following table. Unadjusted Parking Requirements for Each Land Use Parking Demand Value Actual Number of Spots Needed Land Use Weekday Weekend Weekday Weekend Total Parking Spots Visitor Employee Visitor Employee Unit Number of Unit Visitor Employee Visitor Employee Weekday Weekend Movie Theater 0.19 0.01 0.26 0.01 Seat 800.00 152 8 208 8 160 216 Fine Dining (3 restaurants) 15.25 2.75 17.00 3.00 ksf GLA 30.00 458 83 510 90 540 600 Casual Dining (4 restaurants) 15.25 2.75 17.00 3.00 ksf GLA 20.00 305 55 340 60 360 400 Fast Food (9 restaurants) 12.75 2.25 12.00 2.00 ksf GLA 13.50 172 30 162 27 203 189 Bowling Alley* - - - - - 150 Fitness Center 6.60 0.40 5.50 0.25 ksf GLA 120.00 792 48 660 30 840 690 Office 0.27 3.25 0.03 0.33 ksf GLA 200.00 54 650 6 66 704 72 Hotel 1.00 0.25 0.90 0.18 Room 300.00 300 75 270 54 375 324 Conference Center 30.00 30.00 ksf GLA 30.00 900-900 - 900 900 Retail Stores (all stores) 2.90 0.70 3.20 0.80 ksf GLA 66.50 193 47 213 53 239 266 Apartments 0.15 1.50 0.15 1.50 Unit 400.00 60 600 60 600 660 660 * Values decided by best judgement due to lack of information on this use These total parking spots needed were used in the shared parking analysis. The total number of parking spots required for the entire site is summarized in the following table. This considers both the weekend and weekday demand, and uses the number of spots that is higher for each use; this assumes the worst case scenario for parking, to ensure that there are enough spaces for either day. The shared parking analysis was then completed utilizing the variables described above. Again, both weekend and weekday demand was considered, and the number of spots that was higher between the two periods was used. The total number of spots required using shared parking for all parking districts is shown in the following table. The total parking analysis and data can be found in Appendix A. 21
Total Number of Parking Spots with Shared Parking Land Use Parking Required Movie Theater 43 Employee 4 Fine Dining (1 restaurant) 269 Employee 63 Casual Dining (1 restaurant) 180 Employee 42 Fast Food (1 restaurants) 91 Employee 21 Bowling Alley* 89 Employee - Fitness Center 196 Employee 23 Office 29 Employee 650 Hotel 143 Employee 75 Conference Center 175 Employee - Retail Stores (all stores) 32 Employee 37 Apartments 26 Employee 570 2,756 22
Traffic Impact A traffic impact analysis for the site was conducted considering full build out and occupancy for April 2015. The analysis was conducted for the PM peak period, for two scenarios, as follows: No-Build Scenario projected traffic conditions for 2015 without the development of Phase 1 Build Scenario projected traffic conditions for 2015 with a full build out of Phase 1. The Phase 1 development included in the impact analysis is listed below. The existing 600 units of married student apartments are not included in the analysis, as their impact is considered to be a part of the existing baseline conditions. 400 units of loft apartments 300 room hotel 30,000 sq. ft. conference center 200,000 sq. ft. of office space 66,500 sq. ft. of retail 120,000 sq. ft. fitness center 30,000 sq. ft. bowling alley 30,000 sq. ft. movie theater 30,000 sq. ft. of fine dining restaurants 20,000 sq. ft. of casual dining restaurants 13,5000 sq. ft. of casual dining restaurants Traffic Volume Data for Traffic Turning movement counts from the PM Peak at intersections 1 through 7 were provided for the year 2010. The base ( no-build ) traffic conditions were extrapolated from these counts assuming a 2% annual growth rate. Appendix B contains details of the traffic volumes for the No-Build condition used for the analysis, along with the volumes calculated for the Build scenario based on the trip generation and assignment calculations described in the following sections of this report. 23
Study Area and Intersection Configurations The area considered for the traffic analysis is bounded by South College Avenue, University Drive, and Texas Avenue, and extends to the intersections between Texas Avenue and Rosemary Drive, and South College Avenue and Hensel Drive in the north/northeast direction. The characteristics of these main roadways are described in previous sections. The 7 intersections included in the analysis are: 1. South College and Hensel Drive (currently unsignalized) 2. South College and University (currently signalized) 3. University and Calvin Moore (currently unsignalized, with only right turns allowed into adjacent land uses) 4. University and Polo (currently signalized) 5. University and Texas (currently signalized) 6. Texas and Hensel Road (currently unsignalized) 7. Texas and Rosemary (currently signalized) The maps on the following pages show the layout of each intersection for the Build and No-Build analysis scenarios. For the No-Build scenario, the intersection configurations are considered to remain unchanged from the conditions that currently exist. For the Build scenario, the following changes are proposed to the intersection layouts: Separate left and right lanes on Westbound approach for South College and Hensel Drive. Removal of channelized right turns at South College and University to create a more compact, pedestrian-friendly intersection, replaced with right turn lanes instead. Converting University and Calvin Moore to a signalized intersection with left turns into the site from University and out of the site from Calvin Moore, creating a major entrance to the Phase 1 development. Converting intersection at Texas and Hensel to a signalized intersection, with a left turn lane replacing the existing two-way left turn lane. The Manual for Uniform Traffic Control Devices (MUTCD) 2 provides information about warrants that need to be met for signalization of intersections. In this case, however, a full traffic signal warrant analysis could not be conducted due to the lack of availability of 4-hour or 8-hour traffic volume data. However, it is expected that such warrants would be met, and furthermore, the pedestrian activity expected across University Drive, and the heavy through volumes on Texas Avenue also make a case for the new signals at Calvin Moore and Hensel, respectively. 2 Manual for Uniform Traffic Control Devices, 2009, http://mutcd.fhwa.dot.gov/ Accessed April 2012. 24
Existing Intersection Configurations Signaled Intersection Signaled Intersection Signaled Intersection Signaled Intersection 25
Proposed Intersection Configurations Signalized Intersection Signalized Intersection Signalized Intersection Signalized Intersection Signalized Intersection Signalized Intersection 26
Trip Generation The trip generation for each of the land uses and the associated floor areas or unit sizes was calculated based on the 8 th Edition of ITE Trip Generation 3 ITE Trip Generation Manual (8 th Edition). The ITE trip generation rates did not include the rates for the conference center land use type, and these are not included in the trip generation results as it is assumed to be covered in the trip generation estimates for the hotel. The table below shows the results of the trip generation for Phase 1 full build out, and comprises a total of 2319 PM peak period trips (1167 entering and 1151 exiting the development). Description and ITE Code Units PM Peak Period Rate % PM In % PM Out Calculated Daily Trips PM Peak Trips Total Entering Exiting Residential 400 DU 0.52 67% 33% 2,324 208 139 69 Condo/Townhouse (230) Hotel (310) 300 Rooms 0.59 53% 47% 2,451 177 94 83 Health Club (492) 120 KSF 2 3.53 57% 43% 3,952 424 241 182 Bowling Alley (494) 30 KSF 2 3.54 35% 65% 1,000 106 37 69 General Office (710) 200 KSF 2 1.49 17% 83% 2,202 298 51 247 Movie Theater w/ matinee 4 Movie 20.22 0.4 0.6 613 81 32 49 (444) Screens Shopping Center (820) 66.5 KSF 2 3.37 49% 51% 2,856 224 110 114 Quality Restaurant (931) 30 KSF 2 7.49 67% 33% 2,699 225 151 74 High Turnover/Sit Down 20 KSF 2 11.15 59% 41% 2,543 223 132 91 Restaurant (932) Fast Food Restaurant without drive through (933) 13.5 KSF 2 26.15 51% 49% 9,666 353 180 173 Total 2319 1167 1151 3 Trip Generation, Institute of Engineers, Washington D.C., 2008 27
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Internal Trip Capture Internal trip capture is applied to reduce the trip generation estimates for the site, resulting in reduced external vehicle trips estimated as entering and exiting the site. NCHRP Report 684 4 was used for the internal trip capture estimates. The six land use categories included in the NCHRP methodology are office, retail, restaurant, cinema/entertainment, residential and hotel. For purposes of this analysis, the bowling alley was included in the cinema/entertainment category, and the health club was categorized as other and not included in the estimates. The average distances between various land use pairs were estimated per the site plan and used for the calculations. The internal trip capture rates were computed using the spreadsheet based tool provided with the NCHRP report, for the PM Peak Period. The results from this spreadsheet are shown in Appendix C. After adjusting for trip capture estimates, the total number of PM peak hour vehicle trips entering and exiting the site is 654 and 695, respectively. Traffic Assignment for Additional Vehicle Trips The total number of added vehicle trips on the network, entering and exiting the site during the PM peak period are 654 vehicles and 695 vehicles respectively. These additional trips were assigned to the network and overlaid on the base (no build) volumes to conduct the 2015 build scenario traffic analysis (for full build out of Phase 1). The assignment of these additional trips were based on assumptions regarding the origin and destination of the vehicles entering/exiting the site, as well as our knowledge of known entrances and exits and the site layout. The assignment of the trips is shown in the diagram on the next page. As seen in the diagram, a majority of incoming trips are anticipated to come through Texas Avenue and University Drive (from the East), and from the university campus (from west and south). For exiting trips, a large number are assigned to University Drive and Texas Avenue (going towards Highway 6) and to Bryan in the North. 4 Enhancing Internal Trip Capture Estimation for Mixed-Use s, National Cooperative Highway Research Program, 2011. 29
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Traffic for No-Build and Build Scenarios As discussed previously, the 2015 traffic volumes used for the No-Build scenario are extrapolated from 2010 traffic count data that was provided for the PM Peak period. The additional entering and exiting volumes for the Build scenario were calculated based on the traffic assignment described in the previous section. Appendix B contains the increased turning movement counts for the Build scenario which are used for the traffic analysis. The analysis for the Build scenario took into account the changed intersection configurations and added traffic signals as described in the Study Area and Intersection Configuration sections. The build and no build scenarios were analyzed in Synchro 5 and the detailed results are provided in D and E. The table below summarizes the intersection level of service and control delay reported for each intersection. S. No. Intersection No-Build Scenario Build Scenario Level of Service Delay (s) Level of Service Delay (s) 1 South College and Hensel Not reported for intersection Not reported for intersection 2 South College and University C 32.1 D 36.2 3 University and Calvin Moore Not Applicable A 5.2 4 University and Polo B 16.5 B 17.7 5 University and Texas E 64.3 E 75.1 6 Texas and Hensel Not reported for intersection A 7.4 7 Texas and Rosemary B 10.6 B 10.6 As seen in the table, the only intersection that experiences deterioration in Level of Service (LOS) is the intersection of South College and University, which goes from LOS C to LOS D. This is attributable to both the increased volumes due to traffic from, as well as the changed intersection configuration due to the removal of channelized right turns. The intersection of Texas Avenue and University Drive also experiences an increase in the delay, though the LOS remains at E. This is expected, given that University and Texas are both high-volume roads experiencing peak period congestion, and these roadways also serve as the major routes for vehicles entering and exiting the site. The right-turn only entrances and exits to at Meadowland and off South College (between University and Hensel) serve to alleviate the impacts of added traffic on intersections downstream of them. 31
Findings and This report provided a site plan and transportation analysis for Phase 1 of the mixed-use development in College Station, Texas. The site was developed to contain a mix of residential, office, retail, restaurant and entertainment facilities, along with ample green and open space. The site was also developed to provide easy access to the site for pedestrians and convenient access points and parking for motorists. The following are the main findings and conclusions based on the various elements of the site planning and transportation analysis exercise: Land Use Mix The land use mix proposed for the Phase 1 ensures a vibrant mix located to optimize accessibility of the various land use types, with a central hotel, conference center and plaza serving as an anchor to the development. The mix and location of land uses also ensures that there is a high level of internal trip capture (approximately 30% overall), which also reduces the impact of the development on the existing transportation network by reducing the number of external vehicle trips. Bike, Pedestrian and Transit Access The site was developed to allow bike and pedestrian access to the site from the University through the signalized intersections at University Drive and South College, Calvin Moore and Polo Road. The reconfiguration of the intersection at South College and University will also serve to open out the site and improve overall non-motorized access. The site plan takes into account the Texas A&M University Transit service and proposes transit stops on site to maximize the use of transit. On-Site Roadway Network The on-site roadway network includes one-way streets around the plaza and hotel area near the main entrance, and urban and boulevard street cross-sections at other part of the site. These streets are designed to have bike lanes, wide sidewalks, on-street parking (on the boulevards) and other pedestrian-friendly amenities such as marked crosswalks. The on-site roadway network provides the feel of an urban downtown and promotes walking and biking around. Parking Parking on is provided as a mix of on-street, surface and garage parking. Parking garages and lots are located to be easily accessible to the site s main entrances and exits, allowing visitors to park conveniently and explore the site on foot. Parking is also spread across the site to ensure that all the buildings have reasonably close access to parking. The site plan was also designed to maximize shared parking when appropriate, to ensure optimal use of the site s parking spaces. The calculations regarding the required parking spaces were conducted based on ITE s parking generation and shared parking guidance. Traffic Impacts and Mitigation A traffic impact analysis was conducted for Phase 1 of, for the year 2015, assuming a full build out and occupancy. The analysis was conducted for the PM Peak period, and included trip generation, internal trip capture and traffic assignment based on established ITE and NCHRP procedures. The following changes to the traffic network were considered for the Build scenario, to accommodate the new requirements for access to the site, and to mitigate potential traffic problems at other intersections: 32
o o o o Separate left and right lanes were provided on the Westbound approach for South College and Hensel Drive. The removal of channelized right turns (and replacement with right turn lanes) at South College and University to create a more compact, pedestrian-friendly intersection. Converting University and Calvin Moore to a signalized intersection with left turns into the site from University and out of the site from Calvin Moore, creating a major entrance to the Phase 1 development. Converting the intersection at Texas and Hensel to a signalized intersection, to better serve left-turning traffic out of Hensel onto Texas Avenue. The traffic impact analysis indicated that the Campus Point would have a marginal negative effect on traffic in the surrounding roadway network. However, only the intersection between University and South College demonstrated a reduction in overall level of service (from C to D). The intersection between Texas Avenue and University Drive remained at LOS E (with an increase in average control delay). Other intersections were all found to operate at LOS C or higher. Individual approaches on these intersections were found to have varying approach LOS values, and further traffic signal timing optimization may alleviate poor approach LOS values at some locations. Since both the Build and No- Build scenarios indicate problems for the Texas Avenue-University Drive intersection, Midway Companies could consider working with the City of College Station and with the Texas Department of to explore longer-term, strategic solutions to alleviate the traffic congestion along these roadways. The development of beyond Phase 1 (to include Phases 2 and 3) will almost certainly result in levels of service deteriorating to Level F. Grade separation, creation of parallel arterial/bypass facilities, and other such options may help address some of these issues in the longer term. 33