HomeMy WebLinkAbout55 Development Permit 408 Post Oak Village Cross AccessPOST OAK SQUARE I POST OAK VILLAGE
TRAFFIC FLOW AND SAFETY ANALYSIS
COLLEGE STATION , TEXAS
Prepared tor:
MUNICIPAL DEVELOPMENT GROUP
P.O .BOX 9249
COLLEGE STATION . TEXAS
Prepared by:
TRANSPORTATION ENGINEERING ANALYSTS
1722 BROADMOOR SUITE 212
BRYAN . TEXAS 77802
MAY , 1995
POST OAK SQUARE I POST OAK VILLAGE
TRAFFIC FLOW AND SAFETY ANALYSIS
COLLEGE STATION , TEXAS
Pre p a red fo r.
MUNICIPAL DEVELOPMENT GROUP
P.O .BOX 9249
COLLEGE STATION . TEXAS
Prepa red by:
TRANSPORTATION ENGINEERING ANALYSTS
1722 BROADMOOR SUITE 212
BRYAN . TEXAS 77802
MAY .1995
-I -Transportation Engineering Analysts
1722 BROAOMOOR, Sum 212
BRYAN, TEXAS 77802
Municipal Development Group
ATTN : Mr. Larry Wells
P. 0 . Box 9249
College Station , Texas 77842
JOSEPH D. BLA SC HKE, D. EN G ., P.E.,
PRESIDENT
May 26, 1995
RE : Post Oak Square/Post Oak Village Traffic Flow and Safety Analysi s
College Station , Texas
Dear Mr. Well s:
(409) 776-1822
fAx ( 409) 776-6 119
I have enclosed a copy of the final report of the referenced study. The pnmary
recommendations include:
1 . Installation of a traffic signal at the main entrance of Post Oak Square ;
2. Shared access between Post Oak Mall and Post Oak Square ; and
3 . Pedestrian access between Post Oak Square and Post Oak Village.
I did not believe that a shared access for vehicular movement between Post Oak Square
and Post Oak Village was cost effective. I have provided in the report alternative designs for
vehicular access between the two shopping centers if the City of College Station desires to pursue
this matter.
I appreciate the opportunity to assist you in this study. Please do not hesitate to contact
me if you have any questions or desire additional assistance.
JDB/sb
Enclosure
Specializing in: Traffic Engineering Roadway Design Accident Analysis
POST OAK SQUARE/POST OAK VILLAGE
TRAFFIC FLOW AND SAFETY ANALYSIS
COLLEGE ST A TION, TEXAS
Prepared for
Municipal Development Group
P. 0 . Box 9249
College Station, Texas
Prepared by
Transportation Engineering Analysts
1722 Broadmoor, Suite 212
Bryan , Texas 77802
May 1995
TABLE OF CONTENTS
I. INTRODU CTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
II . EX ISTING CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
III. ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Rai se d Median . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Additional Traffic Si g nal Installations . . . . . . . . . . . . . . . . . . . 8
Shared Acces s Considerations . . . . . . . . . . . . . . . . . . . . . . . . 9
IV . CONCLUSIONS AND RECOMMEND A TIO NS . . . . . . . . . . . . . . . . . 23
LIST OF FIGURES
Figure Pa ge
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3
4
5
6
7
8
9
10
11
12
Vicinity Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Study Site ............................... .
Ex isting Access Locations . . . . . . . . . . . . . ...
Accident History (January 1992 to September 1994)
Possibl e Access Route to Connect Post Oak Mall and
Post Oak Square -Option A . . . . . . . . . . .
Possible Access Route to Connect Post Oak Mall and
Post Oak Square -Option B . . . . . . . . . . . .
Possible Acc ess Route to Connect Post Oak Mall and
Post Oak Square -Option C . . . . . . . . . . . . .
Possible Access Route to Connect Post Oak Village and
Post Oak Square -Option A . . . . . . . . . . . . . . .
Possible Access Route to Connect Post Oak Village and
Post Oak Square -Option B ........... .
Possible Access Route to Connect Post Oak Village and
Post Oak Square -Option C . . . . . . . . . . . . . . . .
Possible Access Route to Connect Post Oak Village and
Post Oak Square -Option A . . . . . . . . . . . . . . . .
Possible Access Route to Connect Post Oak Village and
Post Oak Square -Option B . . . . . . . . . . . .
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3
5
6
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I. INTRODUCTION
Post Oak Mall, a regional shopping center, is located in the southwest corner of the State
Highway 6 East Bypass/State Highway 30 (Harvey Road) interchange in the city of College
Station, Texas. Immediately adjacent to and west of Post Oak Mall is a small shopping center,
Post Oak Square. A third shopping center (a strip center), Post Oak Village, is located adjacent
to and immediately west of Post Oak Square . The location of these three shopping centers in
the Bryan/College Station area is illustrated in Figure 1.
As shown in Figure 2 , Post Oak Village is much smaller than the other two shopping
centers and has a very shallow depth. The Village is presently zoned C-3 (Planned Commercial).
A recent request to rezone the Village to C-1 (General Commercial) was made to the city of
College Station . The request was initially denied pending further study of the area.
A traffic engineering study to analyze existing traffic flow conditions in the vicinity of
Post Oak Village was suggested by the city of College Station. The study objectives included
determining if shared access between the three centers was feasible and identifying possible
traffic engineering modifications that would increase traffic safety and vehicular flow efficiency.
The effort required for the type of traffic engineering study suggested could range from
a very extensive and detailed study to a simple review of possible alternatives. A relatively
simplified study was chosen. A more detailed study may follow if the city of College Station
officials require additional information or wish to expand the study objectives.
1
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II. EXISTING CONDITIONS
As shown in Figure 3 , the three shopping centers all front Harvey Road, a four-lan e
divided arterial street. In the vicinity of Post Oak Square and Post Oak Mall , Harvey Road has
an additional eastbound lane which serves as a deceleration lane for vehicles entering the two
area s . Currently , the average daily traffic volume on Harvey Road in the vicinity of the study
area is about 18 ,000 , according to city of College Station record s. This volume is con sidered
high for an arterial street, hut les s than capacity for a four-lane divided arterial.
Traffic signals are currently installed along Harvey Road at its intersection s with
Dartmouth Drive , Munson Street, the eastern entrance to Post Oak Mall , and the State Highway
6 Frontage Road . Numerous points of access are provided along Harvey Road to the three
malls . However , none of the access locations accommodates left-turning, exiting vehicles. The
only signalized access location (at Post Oak Mall) has a very shallow storage area for left-turning
vehicles which reduces the efficiency of exiting left-turning traffic .
Recent accident history for the section of Harvey Road in front of the three malls, as
shown in Figure 4 , clearly indicates that accidents are a relatively frequent occurrence. A large
number of these accidents occurred at or near the western access location to Post Oak Mall. This
location is not signalized but numerous motorists attempt to exit Post Oak Mall at this location.
Due to the high traffic volume on Harvey Road , adequate vehicle gaps are not frequent along
the arterial street , and exiting left-turning motorists often accept short gaps . As a result,
vehicular conflicts are frequent and accidents result.
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EXISTING ACCESS LOCATIONS
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ACCIDENT HISTORY JAN.1992 -SEPT.1994
There is no shared access between the shopping centers. Any motorist desiring to travel
from one center to another has to use Harvey Road . A detail study was not conducted to
determine the number of daily shoppers who travel between two or all of the three shopping
areas. It would be very difficult to conduct such a study. However, it is apparent that some
"mall -hopping" occurs but because of the type of businesses within the centers, the number of
shoppers who travel between the centers is probably small.
Shoppers who are familiar with the three shopping areas, to the extent that they would
"mall-hop," would most likely be familiar with the difficulty of exiting the malls and turning left
onto Harvey Road. Hence , most "hoppers" would probably start at Post Oak Village or Post
Oak Square and move eastward to the other shopping centers. Making right turns onto Harvey
Road is much easier and familiar shoppers would be aware of this .
Nonetheless, shared access between the shopping malls would be convenient and would
encourage shoppers to utilize all three centers. Certainly, any improvements near the study site
should alleviate the primary operational problems, the accident rate on Harvey Road and the
inefficiencies associated with the left-turning movements of exiting shopping center traffic.
7
III. ANALYSIS
Raised Median
The accident rate on Harvey Road can be alleviated by a rather bold improvement. As
an arterial street accommodates higher traffic volumes, it becomes necessary to restrict access
along the street to minimize conflicts (especially left-turning conflicts). This is accomplished
best with a raised median . Currently , a two -way left-turn lane divides the eastbound and
westbound lanes of Harvey Road . Left-turns from Harvey Road can be made at numerous
locations and left-turns can be made onto Harvey Road at numerous locations , providing adequate
gaps are available.
A raised median will minimize these left-turning conflicts . Of course , if a raised median
is provided , there must be some median openings for left-and U-turning vehicles. These
openings should be restricted to major intersections or primary shopping center entrances.
Additional Traffic Signal Installations
Selecting a location to consolidate left-turning vehicles from the shopping center is not
a simple matter. If the eastern entrance to Post Oak Mall was not signalized, the western
entrance to the Mall would be a more likely (and better) location. The western entrance/exit has
much more storage capacity to queue left-turning vehicles and permit more efficient left-turning
movements onto Harvey Road. A dual left-tum configuration would be very efficient.
If the existing signals remain in place , the best alternative signal location is at the main
8
entrance to Post Oak Square . This entrance/exit has a very long storage area for left-turning
vehicles. A signal installation at this location would be located a sufficient distance from existing
signal installations so that traffic progression could be maintained .
Because Post Oak Mall has an existing signalized entrance that accommodates existing
left-turning vehicles onto westbound Harvey Road, it may be difficult to remove or relocate this
signal installation . Hence , the concept of installing a traffic signal at the main entrance to Post
Oak Square seem s feasible.
Shared Access Considerations
Because there is no shared access between the three shopping areas, a signal installation
at the Post Oak Square main entrance only helps to accommodate vehicles (and shoppers) using
Post Oak Square. If access between the malls is provided, then vehicles from Post Oak Mall and
Post Oak Village could utilize the new signal installation and have an efficient a safe opportunity
to make left turns onto Harvey Road. The question that must be addressed is how can this access
be provided?
It must be understood that there is no ideal location or locations where shared access can
be provided. The shopping centers were not designed initially to have shared access and it is
difficult to retrofit the parking areas to provide shared access. This is especially true when
attempting to provide shared access between Post Oak Square and Post Oak Village.
9
Due to the location of the common boundary between Post Oak Mall and Post Oak
Square and the topographic conditions near the boundary , there is only one logical location to
share access. As shown in Figure 5, this location is located relatively close to the Toys -R-Us
store in Post Oak Square. The most simple method of providing this access is to open the area
between the malls by extending the parking lot road within Post Oak Square. This access
location intersects with a Post Oak Mall perimeter parking lot roadway; however, the connection
is located directly opposite a parking aisle , which is · not considered to be a desirable location.
Another option for providing this shared access , as shown in Figure 6, is to make this
same access opening connection shown in Figure 5 but provide a "throat" to store westbound
vehicles within Post Oak Square and block the parking aisle within Post Oak Mall . This
channelization treatment minimizes conflicts by creating a simple T-intersection.
A final and most-preferred alternative, as shown in Figure 7, realigns the Post Oak
Square parking lot roadway, realigns a parking lot roadway within Post Oak Mall , and creates
a four-way intersection. This alternative is the most expensive and may be viewed as a future
design . Nevertheless, this should be considered as the ultimate design for the shared access
location.
The shared access between Post Oak Mall and Post Oak Square will most likely provide
greater convenience to Post Oak Mall shoppers who wish to turn left onto Harvey Road, or who
wish to shop in Post Oak Square. The shared access capability will benefit Post Oak Square
10
CAVENDERS
FIGURE 5
POSSIBLE ACCESS ROUTE TO CONNECT
POST OAK MALL & POST OAK SQUARE
TRANSPORTATION ENGINEERING ANALYSTS
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CAVENDERS
FIGURE 6
POSSIBLE ACCESS ROUTE TO CONNECT
POST OAK MALL & POST OAK SQUARE
TRANSPORTATION ENGINEERING ANALYSTS
TOYS-R-US
CAVENDERS
FIGURE 7
POSSIBLE ACCESS ROUTE TO CONNECT
POST OAK MALL & POST OAK SQUARE .
TRANSPORTATION ENGINEERING ANALYSTS
shoppers who wish to shop at Post Oak Mall. The shared access provides no incentive for Post
Oak Square shoppers who wish to exit onto Harvey Road.
As mentioned before, providing shared access between Post Oak Square and Post Oak
Village is not simple. Post Oak Village has a very shallow depth and this limits the opportunities
for shared access. Actually, there are only two possible locations for sharing access. Figure 8
illustrates the potential site area for a southern shared access location which is actually an
extension of a parking lot aisle within Post Oak Village . The extension has to be curved to fit
the location, and must cross a ditch which is located between the two shopping areas. The
primary problem associated with this extension is that motorists are emptied into an area between
two buildings (Eagle Cleaners and Ninfa's), which is a loading area and a pedestrian walking
area. If this extension is provided without any other improvement, then the narrow fire lane
adjacent to the east side of Eagle Cleaners has to be made to operate as a one-way, northbound
lane .
A better solution would he to reconstruct the parking area so that the access roadway
extension can intersect with a parking lot aisle inside Post Oak Square, as shown in Figure 9.
This design would be considered safer because fewer sight restrictions exist and less conflict with
pedestrian traffic results. The fire lane would have to be closed to vehicular traffic if this option
is selected .
14
Another alternative is shown in Figure 10. Although this alternative may be somewhat
appealing , it is the least preferred option. Making a connection directly in conflict with a
parking lot island within Post Oak Village is not desirable.
A second possible location for shared access , a northern location , is illustrated in Figure
11 . This shared access area is an extension of parking lot aisles from Post Oak Village to Post
Oak Square. Again , no parking lot roadways are being extended in this design; consequently,
this alternative has the same disadvantages as the southern access location. The access route
connects parking lot aisles instead of parking lot roadways, and the access route must cross the
drainage ditch that separates the two shopping centers . On the other hand , this northern
alternative eliminates an access location along Harvey Road and provides opportunities for added
parking spaces. A narrow "throat" area near Harvey Road is provided in this design which is
not advantageous . However, if a raised median is eventually provided on Harvey Road, then
the entrance/exit would operate well in a "right in/right out" manner. The parking spaces in
front of Eagle Cleaners would have to be relocated to the other side of the aisle.
Figure 12 provides another illustration of the shared access location with additional
improvements near Eagle Cleaners. This alternative would be considered better because sight
restriction concerns near the Cleaners would be eliminated. Figure 12 also illustrates the location
where added parking spaces may be provided.
17
All of the suggested designs are conceptual. Additional design considerations , such as
drainage , fire lane requirements , and parking island locations were not specifically addressed in
this report. Hence , if the shared access concept is to be accomplished, more detailed analysis
would be required .
The cost-effectiveness of providing a shared access condition between Post Oak Square
and Post Oak Village is highly questionable. It is difficult to determine how may motorists
desire to travel between these two shopping centers. It is diificult to assume that any motorist
would bother negotiating through the parking lots of the centers to travel from Post Oak Village
to Post Oak Mall when travel along eastbound Harvey would be relatively efficient. Because
Post Oak Village motorists can exit on the west side of the Village onto Dartmouth Drive and
then tum left onto Harvey Road with the assistance of the existing traffic signal installation, few
motorists would be expected to travel eastward to the Post Oak Square Parking Lot, turn left
onto Harvey Road at the proposed signalized main entrance/exit to Post Oak Square, and then
travel westward on Harvey Road.
If the need for access to more parking within Post Oak Square is the primary purpose for
the shared access, it seems that this can be accommodated by connecting Post Oak Square with
Post Oak Village with a pedestrian bridge. This bridge would open up the underutilized parking
spaces located along the western edge of Post Oak Square. More parking along this border area
could be provided if necessary , as shown in Figure 12 . Such an improvement appears to be
more cost-effective than constructing a shared vehicular access roadway between the two malls
21
when only small numbers of vehicle crossing movements are expected.
22
IV. CONCLUSIONS AND RECOMMENDATIONS
The following conclusions were reached and recommendations made as a result of this
traffic flow and safety study.
1. There is a need to make improvements to Harvey Road in the vicinity of Post Oak Mall,
Post Oak Square, and Post Oak Village to maximize operational efficiency and reduce
traffic accidents. The best solution is to install a raised median and restrict access to
intersections and major shopping center entrances and exits.
2. There is a need to provide safer and more efficient opportunities for left-turning vehicles
exiting the three shopping centers mentioned in (1) above. This can be accomplished
with an additional traffic signal installation. The options available are to remove the
existing signal installation at the east entrance to Post Oak Mall and move the signal to
the west entrance to Post Oak Mall. Recognizing that this alternative will not be
acceptable to many businesses, a more logical alternative is to install a new traffic signal
at the main entrance to Post Oak Square.
3. In order to provide accessibility to the proposed signal location at the main entrance to
Post Oak Square, shared access between the three shopping centers should be strongly
considered. The location for shared access between Post Oak Mall and Post Oak Square
is easy to determine and relatively easy to provide. A simple opening can be provided
as shown in Figure 5 that will provide the shared access capability. A future and
preferred design for the access location is shown in Figure 7.
4. Shared access between Post Oak Square and Post Oak Village is not as easy to provide.
Furthermore, the cost-effectiveness of providing the shared access is questionable. The
two preferred alternatives for providing the shared access is shown in Figures 9 and 12.
Both alternatives have advantages and disadvantages and neither can be considered better
than the other. Neither is really an excellent choice.
5. A more logical method of sharing access between Post Oak Square and Post Oak Village
is to install a pedestrian bridge over the ditch that separates the two shopping centers.
This would allow for the sharing of parking between the two centers. Additional parking
could be provided along the west edge of Post Oak Square to serve Post Oak Village.
If vehicular demands between the two centers eventually require more accessibility, then
alternative options could be implemented. At this time, however, such demands do not
exist and are not expected, even if Post Oak Square is rezoned to C-1.
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